Ship lockage risk processing method, device, system, equipment and medium

Abstract

The invention discloses a ship lockage risk processing method, device, system and equipment and a medium. The method comprises the steps that first information and second information are obtained; the first information can reflect related information sensed by the shore side; the second information can reflect relevant information sensed by the ship side; determining a first risk value and a second risk value according to the first information and the second information; the first risk value indicates the collision risk degree of the ship and a ship lock chamber, and the second risk value indicates the collision risk degree of the ship and a reference ship; the reference ship is different from the ship, and the reference ship and the ship are located in the same ship lock chamber; determining a collision risk identification result according to the first risk value and the second risk value; and controlling the ship according to the collision risk identification result. According to the invention, through fusing the collision risk degrees between the ship and other ships and between the ship and the lock chamber, collaborative risk judgment of the ship lock and the ship is realized, and the accuracy of a ship lockage collision risk judgment result is improved.

Description

Technical Field

[0001] This application relates to, but is not limited to, the field of ship-shore collaboration, and particularly relates to a method, device, system, equipment, and computer storage medium for handling risks of ships passing through locks. Background Art

[0002] With the development of inland waterway shipping, the demand for ships to pass through locks has increased, and the utilization rate of the lock chambers of locks has correspondingly increased. However, this has also increased the risk of ship collisions. Once a collision accident occurs, it will not only cause congestion in the waterway and damage to facilities, but also bring huge economic losses to relevant departments such as shipping supervision units and shipping enterprises.

[0003] In related technologies, the risk of collision is judged based on the mutual influence between ships. For example, when a ship is moored in a lock chamber, as other ships enter the chamber in sequence, there may be fluctuations and interferences such as bank effect, ship-to-ship effect, and wind and waves, which cause the moored ship in the chamber to swing and collide with other ships or the chamber wall. In related technologies, only the mooring state of the ship in the chamber is judged after the ship enters the chamber, without paying attention to the cable state during the filling and emptying of the chamber and the identification and early warning of the collision risk caused by the movement of the ship. Further, in related technologies, a special person is assigned to observe and adjust the tightness of the ship's cables at any time to avoid collisions. This method of relying on human observation to avoid collisions cannot timely avoid and handle risks in the face of emergency collision accidents. Summary of the Invention

[0004] This application provides a method, device, system, equipment, and medium for handling risks of ships passing through locks, which solves the problem in related technologies that when judging the risk of collision by using the mutual influence between ships, the mutual influence between the ship and the lock chamber is not considered, resulting in inaccurate judgment results of the collision risk of ships passing through locks.

[0005] The technical solution of this application is implemented as follows:

[0006] A method for handling risks of ships passing through locks, the method includes:

[0007] Obtain first information and second information; the first information can reflect relevant information sensed on the shore side; the second information can reflect relevant information sensed on the ship side;

[0008] According to the first information and the second information, determine a first risk value and a second risk value; the first risk value indicates the degree of collision risk between the ship and the lock chamber of the lock; the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship, and the reference ship and the ship are located in the same lock chamber;

[0009] According to the first risk value and the second risk value, determine the collision risk identification result;

[0010] Control the ship according to the collision risk identification result.

[0011] A ship lock passing risk processing device, which includes:

[0012] An acquisition unit for obtaining first information and second information; the first information can reflect relevant information sensed on the shore side; the second information can reflect relevant information sensed on the ship side;

[0013] A processing unit for determining a first risk value and a second risk value according to the first information and the second information; the first risk value indicates the degree of collision risk between the ship and the lock chamber; the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship and the reference ship and the ship are located in the same lock chamber;

[0014] The processing unit is further configured to determine a collision risk identification result according to the first risk value and the second risk value;

[0015] The processing unit is further configured to control the ship according to the collision risk identification result.

[0016] A ship lock passing risk processing system, which includes: a shore side risk processing device and a ship side risk processing device; wherein,

[0017] The shore side risk processing device is used to obtain first information, and the first information can reflect relevant information sensed on the shore side; send the first information to the ship side risk processing device;

[0018] The ship side risk processing device is used to obtain second information, and the second information can reflect relevant information sensed on the ship side; receive the first information sent by the shore side risk processing device; determine a first risk value and a second risk value according to the first information and the second information; the first risk value indicates the degree of collision risk between the ship and the lock chamber; the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship and the reference ship and the ship are located in the same lock chamber; determine a collision risk identification result according to the first risk value and the second risk value; control the ship according to the collision risk identification result.

[0019] A ship lock passing risk processing equipment, which includes:

[0020] A memory for storing executable instructions;

[0021] A processor for executing the executable instructions stored in the memory to implement the above-mentioned ship lock passing risk processing method.

[0022] A storage medium stores one or more programs, and the one or more programs can be executed by one or more processors to implement the steps of the above-mentioned ship lock passing risk processing method.

[0023] A method, device, system, equipment and medium for processing the risk of a ship passing through a lock. The method includes: obtaining first information and second information; the first information can reflect relevant information sensed on the shore side; the second information can reflect relevant information sensed on the ship side; determining a first risk value and a second risk value according to the first information and the second information; the first risk value indicates the degree of collision risk between the ship and the lock chamber of the lock, and the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship and is located in the same lock chamber as the ship; determining a collision risk identification result according to the first risk value and the second risk value; controlling the ship according to the collision risk identification result. Based on the shore side information and the ship side information, this application comprehensively determines the collision risk identification result by fusing the degree of collision risk between the ship and other ships and between the ship and the lock chamber, and then conducts collision risk early warning and timely regulation on the ship. In this way, through the collaborative risk judgment of the lock and the ship, this application improves the accuracy of the collision risk judgment result of the ship passing through the lock, and solves the problem in the related technology that when using the mutual influence between ships to judge the collision risk, the mutual influence between the ship and the lock chamber is not considered, resulting in inaccurate collision risk judgment results for the ship passing through the lock. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A flowchart showing the process of a method for processing the risk of a ship passing through a lock provided by an embodiment of the present application;

[0025] Figure 2 A schematic block diagram of a device for processing the risk of a ship passing through a lock provided by an embodiment of the present application;

[0026] Figure 3 A schematic block diagram of equipment for processing the risk of a ship passing through a lock provided by an embodiment of the present application;

[0027] Figure 4 A flowchart of a method for collaborative early warning of a ship passing through a lock in an actual scenario provided by an embodiment of the present application;

[0028] Figure 5 A schematic diagram of a system for collaborative early warning of a ship passing through a lock provided by an embodiment of the present application;

[0029] Figure 6 A schematic diagram for calculating the offshore distance of a ship to the shoreline provided by an embodiment of the present application;

[0030] Figure 7 A schematic diagram for calculating the angle between a ship and the shore provided by an embodiment of the present application;

[0031] Figure 8Schematic diagram of the equipment deployment method for the ship lock passing collaborative early warning system provided by the embodiments of the present application;

[0032] Figure 9 Schematic diagram of the working process of the ship lock passing collaborative early warning system provided by the embodiments of the present application. Specific implementation manners

[0033] In order to make the objectives, technical solutions, and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be construed as limiting the present application. All other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the present application.

[0034] In the following description, reference is made to "some embodiments", which describe a subset of all possible embodiments. However, it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments, and can be combined with each other without conflict.

[0035] In the following description, the terms "first / second / third" are only used to distinguish similar objects and do not represent a specific order for the objects. It can be understood that "first / second / third" can be interchanged with a specific order or sequence when permitted, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0037] Embodiments of the present application provide a method for handling ship lock passing risks. Refer to Figure 1 As shown, the method includes the following steps:

[0038] Step 101: Obtain the first information and the second information.

[0039] Among them, the first information can reflect the relevant information sensed on the shore side; the second information can reflect the relevant information sensed on the ship side.

[0040] In the embodiments of the present application, the first information is the sensing data sent by the sensing devices arranged on the shore side at a certain frequency, and the second information is the sensing data sent by the sensing devices arranged on the ship side at a certain frequency. The sensing devices include but are not limited to: positioning terminals, cameras, and water level measuring instruments. The sensing data includes but is not limited to: positioning data, image data, and water level data.

[0041] In the embodiments of the present application, relevant information reflecting shore-side perception and relevant information reflecting ship-side perception are obtained from the perception data sent by the perception device.

[0042] It can be understood that the execution subject of this embodiment is an electronic device for ship lock passage risk processing, and this electronic device has functions such as data processing, data communication, and program operation. Generally, the operation of each component in the electronic device for ship lock passage risk processing can be driven by a core controller. Therefore, the execution subject of this embodiment can also be the core controller in the above-mentioned electronic device for ship lock passage risk processing, and this core controller can be a processor.

[0043] Further, according to the first information and the second information, a collision risk identification result is determined.

[0044] In the embodiments of the present application, after obtaining the first information reflecting shore-side perception and the second information reflecting ship-side perception, a comprehensive analysis is carried out from both the shore side and the ship side to determine the collision risk identification result.

[0045] Step 102: Determine a first risk value and a second risk value according to the first information and the second information;

[0046] Among them, the first risk value indicates the degree of collision risk between the ship and the ship lock chamber, and the second risk value indicates the degree of collision risk between the ship and the reference ship.

[0047] Among them, the reference ship is different from the ship, and the reference ship and the ship are located in the same ship lock chamber.

[0048] In the embodiments of the present application, the reference ship is another ship located in the same ship lock chamber as a ship, and the reference ship includes ships in an adjacent position relationship with a ship. Among them, the adjacent position relationship includes at least one of the following relationships: adjacent in the front-back position, adjacent in the left-right position.

[0049] In the embodiments of the present application, the degree of collision risk between the ship and the ship lock chamber is determined according to the obtained first information reflecting shore-side perception, and the degree of collision risk between the ship and the reference ship is determined according to the obtained second information reflecting ship-side perception.

[0050] Step 103: Determine a collision risk identification result according to the first risk value and the second risk value.

[0051] In the embodiments of the present application, the collision risk identification result is comprehensively determined according to the degree of collision risk between the ship and the ship lock chamber and the degree of collision risk between the ship and the reference ship. In this way, by fusing the degree of collision risk between the ship and other ships and between the ship and the chamber, the collaborative risk judgment of the ship lock and the ship is realized, and the accuracy of the collision risk judgment result for ship passage through the lock is improved.

[0052] In the embodiments of the present application, the display of the collision risk identification result can be in the form of a collision risk warning level, or in the form of a collision risk warning calculation result, or a combination of the above two methods, which can be set according to actual needs, and the present application does not make specific limitations in this regard.

[0053] Exemplarily, the collision risk warning levels can include the following five levels: no collision risk, low collision risk, medium collision risk, high collision risk, and collision occurred. In different situations, different warning levels can be obtained by setting the thresholds of the collision risk warning levels to adapt to the collision risk classification warnings in different situations, so as to achieve early warning of the collision risk of the ship lock and reduce the probability of accidents.

[0054] Step 104: Control the ship according to the collision risk identification result.

[0055] According to the determined collision risk identification result, determine the degree of the collision risk of the ship and control the ship in a timely manner to reduce the collision risk of the ship. Among them, the control of the ship includes, but is not limited to, adjusting the course angle and position of the ship so that the adjusted ship has no collision risk or the collision risk is reduced.

[0056] A method for processing the risk of a ship passing through a lock provided by an embodiment of the present application includes: obtaining first information and second information; the first information can reflect relevant information sensed on the shore side; the second information can reflect relevant information sensed on the ship side. According to the first information and the second information, determine a first risk value and a second risk value; the first risk value indicates the degree of the collision risk between the ship and the lock chamber of the ship lock, and the second risk value indicates the degree of the collision risk between the ship and a reference ship; the reference ship is different from the ship, and the reference ship and the ship are located in the same lock chamber of the ship lock; according to the first risk value and the second risk value, determine the collision risk identification result; according to the collision risk identification result, control the ship; based on the shore side information and the ship side information, the present application comprehensively determines the collision risk identification result by fusing the degree of the collision risk between the ship and other ships and between the ship and the lock chamber, and then conducts collision risk warning and timely regulation on the ship. In this way, the present application improves the accuracy of the collision risk judgment result of the ship passing through the lock by judging the collaborative risk between the ship lock and the ship, effectively reduces the collision risk of the ship passing through the lock, and reduces the probability of collision accidents; solves the problem in the related art that when judging the collision risk by using the mutual influence between ships, the mutual influence between the ship and the lock chamber is not taken into account, resulting in inaccurate collision risk judgment results for the ship passing through the lock.

[0057] Further, in the embodiments of the present application, step 102 of determining the first risk value according to the first information and the second information can be implemented through the following steps:

[0058] First, according to the first information and the second information, determine the first position parameter when the ship passes through the lock.

[0059] Among them, the first position parameter includes the ship's distance from the shore and / or the ship-shore angle.

[0060] Among them, the ship's distance from the shore represents the distance of the ship from the two sides of the lock chamber when passing through the lock, reflecting the position of the ship in the lock chamber; the ship-shore angle represents the angle between the straight line where the ship is located and the straight line where the two sides of the lock chamber are located, reflecting the driving angle of the ship in the lock chamber.

[0061] In the embodiment of the present application, according to the obtained relevant information that can reflect the shore-side perception and the relevant information that can reflect the ship-side perception, determine the ship's distance from the shore and / or the ship-shore angle when the ship passes through the lock, so as to reflect the position and driving angle of the ship in the lock chamber.

[0062] Secondly, according to the ship's distance from the shore and / or the ship-shore angle, determine the first risk value.

[0063] In the embodiment of the present application, according to the obtained ship's distance from the shore and / or the ship-shore angle, determine the degree of collision risk between the ship and the lock chamber of the ship lock.

[0064] In the actual scenario, when the ship passes through the lock, as other ships in the lock chamber enter in turn, the bank effect is likely to occur, causing the ship in the lock chamber to swing, and increasing the collision risk between the ship and the two sides of the lock chamber. Among them, the bank effect refers to the phenomenon that when the ship sails along the bank, due to the distance between the hull and the bank being too close, the hydrodynamic forces on both sides of the hull are different, resulting in one end of the ship approaching the bank and the other end of the ship deviating from the bank in the opposite direction. The bank effect will lead to a decrease in the maneuverability of the ship and a sudden reduction in stability, and even the ship is prone to spinning and capsizing and collisions.

[0065] In the embodiment of the present application, by analyzing the position relationship and angle relationship between the ship and the bank, before the bank effect occurs between the ship and the bank, the degree of collision risk between the ship and the bank can be determined in a timely and accurate manner, realizing the early warning of the collision risk between the ship and the bank, and effectively reducing the collision risk between the ship and the lock chamber.

[0066] Furthermore, in the embodiment of the present application, the first information may include the positioning result data on the shore side, and the second information may include the positioning result data on the ship side. According to the first information and the second information, to determine the first position parameter when the ship passes through the lock, it can be realized through the following steps:

[0067] First, according to the positioning result data on the shore side, determine the first equation.

[0068] Among them, the first equation is the linear expression of the lock chamber on the same side of the shore side.

[0069] In the embodiment of the present application, the positioning result data of the shore side sent by the positioning terminal on the shore side is obtained, and according to the positioning result data of the shore side, the linear expression of the same-side lock chamber on the shore side is calculated.

[0070] Secondly, according to the positioning result data of the ship side, a second equation is determined.

[0071] Wherein, the second equation is the linear expression of the left and right sides of the ship on the ship side.

[0072] In the embodiment of the present application, the positioning result data of the ship side sent by the positioning terminal on the ship side is obtained, and according to the positioning result data of the ship side, the linear expression of the left and right sides of the ship on the ship side is calculated.

[0073] Thirdly, according to the first equation and the positioning result data of the ship side, the distance of the ship from the shore is determined.

[0074] In the embodiment of the present application, according to the determined linear expression of the same-side lock chamber on the shore side and the positioning result data of the ship side, combined with the distance calculation formula from any point to a straight line, the distance from the positioning terminal corresponding to the positioning coordinate data of the ship to the straight line where the lock chamber is located can be calculated, so as to obtain the distance of the ship from the shore.

[0075] Exemplarily, the distance from any point to a straight line can be calculated by the following formula:

[0076]

[0077] Wherein, s 0 is the distance of the ship from the shore, with the unit of meter;

[0078] (x 0 , y 0 ) are the coordinates of any positioning terminal on the ship, with the unit of meter;

[0079] A 1 , B 1 and C 1 are the equation coefficients of the linear expression Ax + By + C = 0 of one side lock chamber on the shore side. 1 x + B 1 y + C 1 = 0.

[0080] Fourthly, according to the first equation and the second equation, the ship-shore angle is determined.

[0081] In the embodiment of the present application, according to the determined linear expression of the same-side lock chamber on the shore side and the linear expression of the left and right sides of the ship on the ship side, combined with the two-line angle calculation formula, the angle between the ship and the lock chamber, that is, the ship-shore angle, is calculated.

[0082] Exemplarily, the two-line angle can be calculated by the following formula:

[0083]

[0084] Among them, cosθ is the cosine value of the included angle between two straight lines;

[0085] A 1 、B 1 and C 1 are the equation coefficients of the linear expression Ax + By + C = 0 for one side chamber on the shore side. 1 x + B 1 y + C 1 = 0.

[0086] A 3 、B 3 and C 3 are the equation coefficients of the linear expression Ax + By + C = 0 for the port and starboard sides of the ship on the ship side. 3 x + B 3 y + C 3 = 0.

[0087] In the embodiments of the present application, based on the Beidou positioning technology, the obtained positioning data on the shore side and the positioning data on the ship side are fused and calculated to obtain the distance of the ship from the shore and the ship-shore included angle, so as to judge the distance between the ship and the chamber, and to judge the ship's course angle relative to the chamber. In this way, the degree of collision risk can be determined more quantitatively and accurately, and the accuracy of the collision risk judgment result for the ship passing through the lock can be further improved.

[0088] In some embodiments of the present application, the first information may further include the shore side video image, the second information may further include the ship side video image, and the control of the ship in step 104 according to the collision risk recognition result can be realized through the following steps:

[0089] If the collision risk recognition result, the shore side video image and the ship side video image meet the collision warning conditions, adjust the distance of the ship from the shore and / or the ship-shore included angle.

[0090] Among them, the adjusted distance of the ship from the shore and / or the adjusted ship-shore included angle can prevent the ship from colliding.

[0091] In the embodiments of the present application, while determining the collision risk recognition result, the accuracy of the collision risk recognition result is further determined by combining the image data on the shore side sent by the camera on the shore side and the image data on the ship side sent by the camera on the ship side. When it is confirmed that there is an actual collision risk, it is considered to meet the collision warning conditions, and the verification of the warning situation is realized.

[0092] In the embodiment of the present application, when the collision warning condition is met, according to the collision risk identification result, combining the shore-side video image and the ship-side video image, the ship's offshore distance and / or the ship-shore angle are adjusted so that the adjusted ship's offshore distance and / or the adjusted ship-shore angle can prevent the ship from colliding. In this way, by integrating the Beidou positioning and video image intelligent recognition technologies, after ensuring that the determined collision risk identification result conforms to the actual on-site situation, the ship's offshore distance is adjusted in advance, or the ship-shore angle is adjusted in advance, or both the ship's offshore distance and the ship-shore angle are adjusted in advance to avoid collisions, effectively reducing the collision risk of ships in the lock chamber and improving the safety of ships passing through the lock.

[0093] Further, in the embodiment of the present application, before controlling the ship according to the collision risk identification result in step 104, it can be achieved through the following steps:

[0094] If the collision risk identification result, the shore-side video image, and the ship-side video image do not meet the collision warning condition, the alarm for the collision risk identification result is turned off.

[0095] In the embodiment of the present application, while determining the collision risk identification result, the accuracy of the collision risk identification result is further determined by combining the shore-side image data sent by the shore-side camera and the ship-side image data sent by the ship-side camera. When it is confirmed that there is actually no collision risk, it does not meet the collision warning condition. At this time, the alarm for the collision risk identification result is turned off to avoid false warnings and realize the verification of the warning situation.

[0096] In the embodiment of the present application, based on the Beidou positioning technology, analyze the position swing of the ship in the lock chamber under the movement of surrounding ships, accurately judge the degree of collision risk, and combine the video image intelligent recognition technology to identify the on-site situation of the lock in real time, and automatically analyze whether the on-site situation of the lock matches the judged degree of collision risk to further determine the accuracy of the collision risk identification result. When the image recognition result matches the collision risk judgment result, it is confirmed that there is actually a collision risk, and then a warning is issued to notify relevant personnel or relevant equipment in advance for preprocessing of the collision risk; when the image recognition result does not match the collision risk judgment result, it is confirmed that there is actually no collision risk, and at this time no warning is issued to prevent false warnings. In this way, on the basis of accurate identification of the collision risk, the reliability of the collision risk warning is ensured.

[0097] Further, in the embodiment of the present application, after determining the collision risk identification result according to the first risk value and the second risk value in step 103, it can be achieved through the following steps:

[0098] If the first risk value meets the first numerical condition and / or the second risk value meets the second numerical condition, the shore-side video image is sent to the shore-based central device.

[0099] Among them, the shore-based center is a remote control station for supervising ships, with remote dynamic supervision function and automatic accident evidence collection function. It can remotely retrieve the on-site monitoring situation in a timely manner during an accident for automatic accident evidence collection. The shore-based center equipment includes the electronic network equipment in the remote control station, which is used to implement the above-mentioned remote dynamic supervision function and automatic accident evidence collection function.

[0100] In the embodiment of the present application, the first numerical value indicates that the collision risk degree between the ship and the lock chamber is the largest, and the second numerical value indicates that the collision risk degree between the ship and the reference ship is the largest. When the first risk value meets the first numerical condition, it indicates that the ship has collided with the lock chamber. At this time, the shore-side camera is called to obtain the video and / or image information of the collision scene as accident evidence, and the accident evidence is sent to the shore-based center equipment; when the second risk value meets the second numerical condition, it indicates that the ship has collided with the reference ship. At this time, the shore-side camera is called to obtain the video and / or image information of the collision scene as accident evidence, and the accident evidence is sent to the shore-based center equipment; when the first risk value meets the first numerical condition and the second risk value meets the second numerical condition at the same time, it indicates that the ship has collided with the lock chamber and the ship has collided with the reference ship at the same time. At this time, the shore-side camera is called to obtain the video and / or image information of the collision scene as accident evidence, and the accident evidence is sent to the shore-based center equipment.

[0101] In the embodiment of the present application, based on the collision risk judgment result of ship-shore collaboration and combined with the intelligent video image recognition result of the camera, the shore-based center is linked for automatic accident evidence collection, so that the subsequent accident result determination and claim can be evidenced, making up for the problems of difficult accident determination and insufficient evidence collection in the related technology, and improving the safety supervision level of the lock.

[0102] Furthermore, in the embodiment of the present application, according to the first information and the second information, the second risk value can be determined through the following steps:

[0103] First, according to the second information, the second position parameter of the ship and the reference ship is determined.

[0104] Among them, the second position parameter indicates the positional relationship between the ship and the reference ship.

[0105] Among them, the positional relationship between the ship and the reference ship includes the front-back position and the left-right position.

[0106] In the embodiment of the present application, according to the obtained relevant information that can reflect the ship-side perception, the positional relationship between the ship and the reference ship is determined.

[0107] Secondly, according to the second position parameter, the second risk value is determined.

[0108] In the embodiments of the present application, the collision risk degree between the ship and the lock chamber is determined according to the positional relationship between the ship and the reference ship.

[0109] In an actual scenario, when a ship passes through a lock, as other ships in the lock chamber enter one by one, the ship-to-ship effect is likely to occur, causing the ships in the lock chamber to swing, and increasing the collision risk between the ships. Among them, the ship-to-ship effect refers to when the distance between a ship and adjacent other ships is relatively close, due to the fluid interaction between the two ships when they are moving towards each other, side by side, or in a pursuit situation, phenomena such as mutual attraction, repulsion, turning, and pitching will occur between the adjacent ships, which is likely to cause a decrease in the maneuverability of the ships, a sudden reduction in stability, and even the ships are prone to spinning, capsizing, and collisions.

[0110] In the embodiments of the present application, the positional relationship between the ships is analyzed, so that before the ship-to-ship effect occurs between the ships, the collision risk degree between the ships can be accurately and timely determined, realizing the early warning of the collision risk between the ships, and effectively reducing the collision risk between the ships.

[0111] Furthermore, in the embodiments of the present application, the collision risk identification result is determined according to the first risk value and the second risk value, and it can also be realized through the following steps:

[0112] First, obtain the first weight coefficient of the first risk value and the second weight coefficient of the second risk value.

[0113] In the embodiments of the present application, the first weight coefficient is the weight coefficient of the collision risk degree between the ship and the lock chamber, and the second weight coefficient is the weight coefficient of the collision risk degree between the ship and the reference ship.

[0114] Secondly, according to the first weight coefficient and the second weight coefficient, determine the weighted sum result of the first risk value and the second risk value.

[0115] In the embodiments of the present application, multiply the first weight coefficient by the first risk value corresponding to the collision risk degree between the ship and the lock chamber, and multiply the second weight coefficient by the second risk value corresponding to the collision risk degree between the ship and the reference ship, calculate the sum of the two products, so as to obtain the weighted sum result of the first risk value and the second risk value, and comprehensively determine the ship passing-through lock risk identification result according to the weighted sum result.

[0116] Exemplarily, the risk identification results of ships passing through the lock can be divided into five levels: no collision risk, low collision risk, medium collision risk, high collision risk, and collision occurred. Each level corresponds to a corresponding index coefficient. When the risk identification results of ships passing through the lock are obtained, the index coefficient is obtained according to the level corresponding to the identification result, and further the weight coefficient of the risk identification result is obtained according to the weighted sum result of the index coefficient. In this way, according to the quantitative index of the collision risk level, the quantification of the risk identification results of ships passing through the lock is realized, and the accuracy of the collision risk identification results is improved.

[0117] In the embodiments of the present application, the first weight coefficient and the second weight coefficient can be preset empirical coefficients, or can be coefficients calculated in real time according to the results of the first risk value and the second risk value, and can be set according to actual needs. The present application does not make specific limitations in this regard.

[0118] In some embodiments of the present application, the first information may further include the real-time water level data of the lock chamber and the upstream or downstream. According to the first risk value and the second risk value, to determine the collision risk identification result, the following steps may further be included:

[0119] If the real-time water level data of the lock chamber and the upstream or downstream meet the water level difference condition, according to the first risk value and the second risk value, determine the collision risk identification result.

[0120] Wherein, the water level difference refers to the difference between the water level in the lock chamber and the upstream water level, or the difference between the water level in the lock chamber and the downstream water level. The water level difference condition means that the difference meets a certain set threshold.

[0121] In the embodiments of the present application, the real-time water level data including the lock chamber and the upstream, or the lock chamber and the downstream is obtained from the relevant information that can reflect the shore-side perception. If the real-time water levels of the lock chamber and the upstream are different and the difference is large, or the real-time water levels of the lock chamber and the downstream are different and the difference is large, it indicates that water is being flushed in the lock chamber. At this time, according to the relevant information that can reflect the shore-side perception and the relevant information that can reflect the ship-side perception obtained, start the calculation of the collision risk identification result, so as to obtain the collision risk identification result during the process of water flushing in the lock chamber.

[0122] The embodiments of the present application obtain the real-time information of the lock chamber water level, analyze the degree of collision risk under the condition of water level change in the lock chamber, and give timely risk warnings, reducing the collision risk during the process of water flushing in the lock chamber, and further improving the timeliness and accuracy of the safety supervision of ships passing through the lock.

[0123] This application combines Beidou positioning and video image intelligent recognition technologies, integrates real-time information on the water levels of the ship lock, analyzes the swinging of the ship's position under the influence of water level changes, surrounding ship movements, and water flow in the lock chamber, and then identifies the degree of collision risk and issues early warnings. At the same time, it can timely pre-regulate the ship according to the risk level and early warning information, so that the adjusted ship has no collision risk or the collision risk is reduced. In addition, it can also take video evidence of the accident scene where a collision has occurred. It realizes real-time early warning of the ship's state in the lock chamber, reduces the collision risk during the water filling and discharging process of the lock chamber, and can automatically take accident evidence, improving the safety supervision level and risk emergency response ability during ship lock passage.

[0124] An embodiment of this application provides a ship lock passage risk processing device 200. Refer to Figure 2 As shown, the ship lock passage risk processing device 200 includes: an acquisition unit 201 and a processing unit 202; wherein,

[0125] The acquisition unit 201 is used to obtain first information and second information; the first information can reflect relevant information sensed from the shore side; the second information can reflect relevant information sensed from the ship side;

[0126] The processing unit 202 is used to determine a first risk value and a second risk value according to the first information and the second information; the first risk value indicates the degree of collision risk between the ship and the lock chamber of the ship lock; the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship, and the reference ship and the ship are located in the same lock chamber of the ship lock;

[0127] The processing unit 202 is further used to determine a collision risk identification result according to the first risk value and the second risk value;

[0128] The processing unit 202 is further used to control the ship according to the collision risk identification result.

[0129] The processing unit 202 is used to determine a first risk value and a second risk value according to the first information and the second information; the first risk value indicates the degree of collision risk between the ship and the lock chamber of the ship lock; the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship, and the reference ship and the ship are located in the same lock chamber of the ship lock.

[0130] The processing unit 202 is used to determine a collision risk identification result according to the first risk value and the second risk value.

[0131] The processing unit 202 is used to determine a first position parameter when the ship passes through the lock according to the first information and the second information; the first position parameter includes the ship's distance from the shore and / or the ship-shore angle;

[0132] A processing unit 202, configured to determine a first risk value according to the distance of the ship from the shore and / or the ship-shore angle.

[0133] An acquisition unit 201, configured to obtain first information and second information; the first information includes positioning result data on the shore side, and the second information includes positioning result data on the ship side;

[0134] A processing unit 202, configured to determine a first position parameter when the ship passes through the lock according to the first information and the second information, including:

[0135] A processing unit 202, configured to determine a first equation according to the positioning result data on the shore side; the first equation is a linear expression of the lock chamber on the same side as the shore side;

[0136] A processing unit 202, configured to determine a second equation according to the positioning result data on the ship side; the second equation is a linear expression of the left and right sides of the ship on the ship side;

[0137] A processing unit 202, configured to determine the distance of the ship from the shore according to the first equation and the positioning result data on the ship side;

[0138] A processing unit 202, configured to determine the ship-shore angle according to the first equation and the second equation.

[0139] An acquisition unit 201, configured to obtain first information and second information; the first information includes shore-side video images, and the second information includes ship-side video images;

[0140] A processing unit 202, configured to adjust the distance of the ship from the shore and / or the ship-shore angle if the collision risk identification result, the shore-side video image, and the ship-side video image meet the collision warning conditions; the adjusted distance of the ship from the shore and / or the adjusted ship-shore angle can enable the ship to avoid a collision.

[0141] A processing unit 202, configured to turn off the alarm for the collision risk identification result if the collision risk identification result, the shore-side video image, and the ship-side video image do not meet the collision warning conditions before controlling the ship according to the collision risk identification result.

[0142] A processing unit 202, configured to send the shore-side video image to the shore-based central device if the first risk value meets the first numerical condition and / or the second risk value meets the second numerical condition after determining the collision risk identification result according to the first risk value and the second risk value.

[0143] A processing unit 202, configured to determine a second position parameter of the ship and a reference ship according to the second information; the second position parameter indicates the positional relationship between the ship and the reference ship;

[0144] A processing unit 202, configured to determine a second risk value according to the second position parameter.

[0145] An acquisition unit 201, configured to obtain a first weight coefficient of a first risk value and a second weight coefficient of a second risk value;

[0146] A processing unit 202, configured to determine a weighted sum result of the first risk value and the second risk value according to the first weight coefficient and the second weight coefficient.

[0147] An acquisition unit 201, configured to obtain first information; the first information includes real-time water level data of the lock chamber and the upstream or downstream;

[0148] A processing unit 202, configured to determine a collision risk identification result according to the first risk value and the second risk value if the real-time water level data of the lock chamber and the upstream or downstream meets the water level difference condition.

[0149] A ship lock passage risk processing device provided by an embodiment of the present application obtains first information and second information through an acquisition unit 201; the first information can reflect relevant information sensed by the shore side; the second information can reflect relevant information sensed by the ship side; through a processing unit 202, according to the first information and the second information, a first risk value and a second risk value are determined; the first risk value indicates the degree of collision risk between the ship and the lock chamber of the ship lock; the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship, and the reference ship and the ship are located in the same lock chamber of the ship lock; through the processing unit 202, according to the first risk value and the second risk value, a collision risk identification result is determined; through the processing unit 202, the ship is controlled according to the collision risk identification result; the present application is based on shore side information and ship side information, and comprehensively determines a collision risk identification result by integrating the degree of collision risk between the ship and other ships and between the ship and the lock chamber, and then conducts collision risk early warning and timely regulation on the ship. In this way, the present application improves the accuracy of the collision risk judgment result of the ship passing through the lock by judging the collaborative risk between the ship lock and the ship, effectively reduces the collision risk of the ship passing through the lock, and reduces the occurrence probability of collision accidents; it solves the problem in the related technology that when judging the collision risk by using the mutual influence between ships, the mutual influence between the ship and the lock chamber is not considered, and the collision risk judgment result of the ship passing through the lock is inaccurate.

[0150] An embodiment of the present application provides a ship lock passage risk processing device 300, referring to Figure 3 As shown, the ship lock passage risk processing device 300 includes: a memory 301, a processor 302, and a communication bus 303; wherein,

[0151] The communication bus 303 is used to implement a communication connection between the memory 301 and the processor 302;

[0152] The memory 301 is used to store executable instructions.

[0153] A processor 302 is configured to execute executable instructions stored in a memory 301 to implement the steps of the ship lock passing risk processing method as described above.

[0154] The processor may be an integrated circuit chip with signal processing capabilities, such as a general-purpose processor, a digital signal processor (DSP), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Among them, the general-purpose processor may be a microprocessor or any conventional processor, etc.

[0155] A ship lock passing risk processing device provided by an embodiment of the present application includes a processor 302 configured to execute executable instructions stored in a memory 301, including: obtaining first information and second information; the first information can reflect relevant information sensed on the shore side; the second information can reflect relevant information sensed on the ship side; determining a first risk value and a second risk value according to the first information and the second information; the first risk value indicates the degree of collision risk between the ship and the lock chamber of the ship lock, and the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship and the reference ship and the ship are located in the same lock chamber of the ship lock; determining a collision risk identification result according to the first risk value and the second risk value; controlling the ship according to the collision risk identification result; based on the shore side information and the ship side information, the present application comprehensively determines the collision risk identification result by fusing the degree of collision risk between the ship and other ships and between the ship and the lock chamber, and then performs collision risk early warning and timely regulation on the ship. In this way, the present application improves the accuracy of the collision risk judgment result of the ship passing through the lock by jointly judging the risks of the lock and the ship, effectively reduces the collision risk of the ship passing through the lock, and reduces the occurrence probability of collision accidents; it solves the problem in the related art that when judging the collision risk by using the mutual influence between ships, the mutual influence between the ship and the lock chamber is not taken into account, resulting in inaccurate collision risk judgment results for the ship passing through the lock.

[0156] It should be noted that the descriptions of the same steps and the same content in this embodiment and other embodiments can be referred to the descriptions in other embodiments, and will not be repeated here.

[0157] Next, taking the actual scenario of a ship passing through a lock as an example, with reference to Figure 4 As shown, an embodiment of the present application provides a ship lock passing collaborative early warning method, which is applied to a ship lock passing collaborative early warning system, and is specifically described as follows:

[0158] S401. Obtain shore side related information.

[0159] Obtain the positioning result data of the shore side lock chamber, the shore side video image inside the lock chamber taken from the shore side, and obtain the real-time water level data inside and outside the lock chamber.

[0160] S402. Calculate the shoreline equation and the water level difference between the lock chamber and the upstream / downstream according to the relevant shore - side information.

[0161] Calculate the shoreline equations of the two - side lock chambers according to the obtained positioning result data of the shore - side lock chamber, and calculate the water level difference between the lock chamber and the upstream / downstream according to the obtained real - time water level data inside and outside the lock chamber. When the water level difference is not zero, it indicates that water is being flushed in or out of the lock chamber. At this time, start the dynamic calculation of the ship's distance from the shore. In this way, the collision risk of the ship during the water flushing of the lock chamber can be judged to reduce the collision risk during the water flushing process of the lock chamber.

[0162] S403. Obtain the relevant ship - side information.

[0163] Obtain the positioning result data corresponding to the positions of the bow, stern, port side / starboard side of the ship - side, that is, the ship positioning terminal position data, and obtain the ship - side video image around the ship taken by the ship - side camera.

[0164] S404. Calculate the ship's distance from the shore according to the shoreline equation and the relevant ship - side information.

[0165] Calculate the distance from the ship to the shoreline according to the calculated shoreline equations of the two - side lock chambers and the ship positioning terminal position data.

[0166] S405. Calculate the angle between the ship and the shore according to the shoreline equation and the relevant ship - side information.

[0167] Calculate the straight - line equation of the port side / starboard side of the ship according to the ship positioning terminal position data; and calculate the angle between the ship and the shore according to the calculated straight - line equation of the port side / starboard side of the ship and the shoreline equations of the two - side lock chambers.

[0168] S406. Determine the collision risk value of the lock chamber of the ship lock according to the ship's distance from the shore and the angle between the ship and the shore.

[0169] S407. Determine the collision risk value between the ship and other ships according to the relevant ship - side information.

[0170] S408. Determine the collision risk warning level according to the collision risk value of the lock chamber of the ship lock and the collision risk value between the ship and other ships.

[0171] Set weight coefficients for the collision risk value of the lock chamber of the ship lock and the collision risk value between the ship and other ships respectively, and calculate the weighted sum result of the collision risk value of the lock chamber of the ship lock and the collision risk value between the ship and other ships, and comprehensively determine the collision risk warning level. In this way, through the collaborative risk judgment of the ship lock and the ship, the accuracy of the collision risk judgment result of the ship passing through the lock is improved, and the collision risk of the ship passing through the lock is reduced.

[0172] Among them, the collision risk warning levels can be divided into five levels: no collision risk, low collision risk, medium collision risk, high collision risk, and collision occurred.

[0173] S409. Control the ship according to the collision risk warning level in combination with the shore side and surrounding environment information.

[0174] Adjust the ship's offshore distance and / or the angle between the ship and the shore according to the collision risk warning level, shore side video image, and ship side video image to ensure that the collision warning condition is not triggered and reduce the collision risk of the ship lock.

[0175] S410. Perform false warning verification according to the collision risk warning level in combination with the shore side and surrounding environment information.

[0176] When the collision warning condition is triggered, the shore side camera and the ship side camera are called directionally to obtain the shore side video image and the ship side video image. If it is determined that the collision warning condition is not met according to the collision risk warning level, shore side video image, and ship side video image, it indicates that a false warning occurs at this time, and the warning information is closed in reverse, thereby realizing the verification of the warning situation.

[0177] S411. For the ship that has collided, transmit the video image of the alarm ship and its location to the shore-based center.

[0178] According to the results of the collision risk value between the ship lock chamber and the collision risk value between the ship and other ships, when it is determined that the ship has collided with the chamber or the ship has collided with other ships, the shore side camera is automatically triggered to obtain the video image of the alarm ship and its location, and the video image is transmitted to the shore-based center as accident evidence, which is convenient for the shore-based center to collect accident evidence and for the subsequent determination of accident results and claims.

[0179] Next, taking the actual scenario of a ship passing through the lock as an example, referring to Figure 5 As shown, the embodiment of the present application provides a ship passing through lock collaborative warning system 500 (the ship passing through lock collaborative warning system 500 is a ship passing through lock risk processing system corresponding to the ship passing through lock risk processing device 200 provided by the present application). Among them,

[0180] The ship passing through lock risk processing system includes: a shore side risk processing device and a ship side risk processing device; among them, the shore side risk processing device (corresponding to the shore side information receiving module 501 provided by the embodiment of the present application) is used to obtain first information, and the first information can reflect the relevant information sensed by the shore side; and send the first information to the ship side risk processing device.

[0181] The ship side risk handling device (corresponding to the surrounding environment judgment module 502, collision judgment and early warning module 503, and ship adjustment control module 504 provided in the embodiments of the present application) is used to obtain second information that can reflect relevant information sensed on the ship side; receive the first information sent by the shore side risk handling device; determine a first risk value and a second risk value based on the first information and the second information; the first risk value indicates the degree of collision risk between the ship and the lock chamber, and the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship and is located in the same lock chamber as the ship; determine a collision risk identification result based on the first risk value and the second risk value; and control the ship according to the collision risk identification result.

[0182] Further, a ship lock passing collaborative early warning system 500 corresponding to the above ship lock passing risk handling system includes multiple functional modules: a shore side information receiving module 501, a surrounding environment judgment module 502, a collision judgment and early warning module 503, a ship adjustment control module 504, and also includes a ship early warning verification module 505 and an accident automatic evidence collection module 506, which are specifically described as follows:

[0183] The shore side information receiving module 501 is used to obtain shore side perception data, including shore side positioning data, shore side image data, and water level data, sent at a certain frequency by perception devices such as real time kinematic (RTK) positioning terminals, cameras, and water level gauges arranged on the shore side of the lock, and preprocess the obtained data.

[0184] Exemplarily, preprocessing the obtained positioning data includes converting the positioning data of the shore side RTK positioning terminal and the positioning data of the ship positioning terminal into coordinate values in a plane coordinate system.

[0185] The shore side information receiving module 501 is also used to determine the shore line equations on both sides of the lock chamber based on the obtained shore side positioning data.

[0186] Among them, obtaining the coordinates (X 2a , Y 2a ) and (X 2b , Y 2b ) of two shore side positioning terminals on one side of the lock chamber wall, and through equation solving, obtaining the straight line equation A 1 x + B 1 y + C 1 = 0 of one side of the lock chamber wall; similarly, after obtaining the coordinates (X 2c , Y 2c ) and (X 2d , Y 2d ) of two shore side positioning terminals on the other side of the lock chamber wall, and through equation solving, obtaining the straight line equation A 2x + B 2 y + C 2 = 0, thereby obtaining two linear equations corresponding to the two side chamber walls as the side chamber shoreline equations on both sides respectively.

[0187] The shore side information receiving module 501 is further configured to determine the offshore distance from the ship to the shoreline according to the side chamber shoreline equations on both sides and the ship positioning terminal data.

[0188] Combined with Figure 6 as shown, the calculation method of the offshore distance from the ship to the shoreline is described as follows:

[0189] The first step: According to the side chamber shoreline equations on both sides and the coordinates (x 0 , y 0 ) of any positioning terminal on the ship, use formula (1) or (2) to calculate the offshore distance from any positioning terminal on the ship to the side chamber shorelines on both sides.

[0190]

[0191]

[0192] where s 0 is an offshore distance, with the unit of meter;

[0193] s′ 0 is another offshore distance, with the unit of meter;

[0194] A 1 , B 1 and C 1 are the equation coefficients of the linear expression Ax + By + C = 0 of one side chamber on the shore side; 1 x + B 1 y + C 1 = 0;

[0195] A 2 , B 2 and C 2 are the equation coefficients of the linear expression Ax + By + C = 0 of one side chamber on the shore side; 2 x + B 2 y + C 2 = 0.

[0196] The second step: According to the side chamber shoreline equations on both sides and the coordinates of multiple positioning terminals on the ship, calculate the multiple offshore distances s 0 and s′ 0 from the multiple positioning terminals on the ship to the side chamber shorelines on both sides respectively.

[0197] The third step: Determine the key offshore distance according to the multiple offshore distances s 0 and s′ 0 .

[0198] Among them, for multiple positioning terminals on the ship, the calculated multiple offshore distances are judged, and the offshore distance with the closest distance between the ship and the left and right lock chamber walls is selected as the key offshore distance, including:

[0199] Select the minimum value from the multiple offshore distances s of the ship from the left lock chamber wall, that is, the left bank, as the key offshore distance, that is, s 0 = min{s min ,s 0 ,s 1 ,s 2 ,...};

[0200] Select the minimum value from the multiple offshore distances s' of the ship from the right lock chamber wall, that is, the right bank, as the key offshore distance, that is, s' 0 = min{s' min ,s′ 0 ,s' 1 ,s' 2 ,...};

[0201] l 0 is the width of the lock chamber. If s min + s' min = l 0 , it indicates that the ship is parallel to the lock chamber and the ship does not tilt. At this time, the selected key offshore distance is the smaller value of s min and s' min ; if s min + s' min ≠ l 0 , it indicates that the ship tilts in the lock chamber and there is a high risk of hitting the wall. At this time, both s min and s′ min are selected as the key offshore distances.

[0202] The shore-side information receiving module 501 is also used to send the obtained offshore distance of the ship to the shoreline to the collision judgment and warning module 503.

[0203] The shore-side information receiving module 501 is also used to perform target image recognition and abnormal situation analysis based on the obtained shore-side image data.

[0204] Obtain the shore-side image data sent by the shore-side cameras arranged on both sides of the lock chamber at a certain frequency, monitor the on-site situation in the lock chamber in real time, and combine artificial intelligence technology to identify the specified target objects and analyze abnormal situations in the real-time picture.

[0205] Taking two shore-side cameras as an example, combined with the judgment conditions, the images taken by the shore-side cameras are subjected to image recognition, which is specifically described as follows:

[0206] The two shore cameras may include shore patrol cameras and shore panoramic cameras. Image recognition is performed on the shore image data transmitted by the shore patrol cameras. Among them, the shore patrol cameras patrol the ships, ship mooring lines and water surface conditions near this side from left to right / from right to left, and vice versa. At the same time, the shore panoramic cameras conduct panoramic monitoring of the entire lock chamber. The activation conditions for the shore patrol cameras and / or the shore panoramic cameras may be x 0 ∈(X 2a ,X 2b ) or x 0 ∈(X 2c ,X 2d ), that is, when a ship enters the lock chamber. When there is no ship in the lock chamber, the cameras can be controlled to enter the sleep state, and in the sleep state, the cameras can be manually turned on in an artificial way.

[0207] Referring to the judgment conditions in Table 1, the position state of the ship in the lock chamber and the mooring state of the ship and the lock chamber wall can be determined. Image recognition is performed on the shore image data transmitted by the shore panoramic cameras. Referring to the judgment conditions in Table 2, the in-lock / out-of-lock state of the ships in the lock chamber, all ships have completed mooring, and abnormal situations have occurred in the lock can be determined.

[0208] Serial number Image recognition result Judgment condition 1 The specified position is empty There is no ship within the specified position in the video 2 Ship n is moving towards the specified position The ship appears in the specified position area in the video, and the ship speed > 0 3 Ship n has reached the specified position The ship appears in the specified position area in the video, and the ship speed = 0 4 Ship n is not moored There is no connection between the ship and the chamber wall 5 Ship n is mooring There is a connection between the ship and the chamber wall 6 Ship n has completed mooring There is a connection between the ship and the chamber wall

[0209] Table 1

[0210] Combined with the content in Table 1, judge the operation state of the ship in the specified position area in the video of the shore image data. According to the judgment result, determine the position state of the ship in the lock chamber that meets the conditions, including: the specified position is empty, the ship is traveling towards the specified position, and the ship has reached the specified position; further, judge whether there is a connection between the ship in the video of the shore image data and the lock chamber wall. According to the judgment result, determine the mooring state of the ship and the lock chamber wall, including: the ship has completed mooring, the ship is mooring, and the ship is not moored. In this way, the real-time monitoring of the ship mooring rope state is realized by combining video recognition technology, so that when there is a collision risk for the ship, the mooring rope of the ship can also be adjusted in advance to reduce the collision risk, realize the mooring management of the ship, and improve the safety supervision efficiency.

[0211]

[0212] Table 2

[0213] Combined with the content in Table 2, determine the gate state and the ship movement state in the lock chamber within the video of the shore-side image data. According to the judgment results, determine the ship's in-lock / out-lock state that meets the conditions, including: the ship is entering the lock, the ship is leaving the lock, and the ship has arrived at the designated position. Further, judge the number of ships, the state of the ship at the designated position, and the mooring state of all ships within the video of the shore-side image data. According to the judgment results, determine that all ships have completed mooring. Further, judge the distance between two adjacent ships and the distance between the ship and the two sides of the lock chamber within the video of the shore-side image data. According to the judgment results, determine whether there are abnormal situations in the lock, including: collision between ships, ship hitting the lock gate.

[0214] The shore-side information receiving module 501 is further configured to determine the water level difference between the lock chamber water level and the upstream / downstream water level according to the acquired water level data.

[0215] Calculate the water level difference between the lock chamber water level and the upstream / downstream water level according to the real-time water level data of the upstream / downstream approach channels of the lock chamber. The following calculation formula can be used:

[0216] △h 上 =h 1 -h 2a (5)

[0217] △h 下 =h 1 -h 2b (6)

[0218] Where, △h 上 is the water level difference between the lock chamber water level and the upstream water level;

[0219] △h 下 is the water level difference between the lock chamber water level and the downstream water level;

[0220] h 1 is the real-time water level data in the lock;

[0221] h 2a is the real-time water level data of the upstream approach channel of the lock chamber;

[0222] h 2b is the real-time water level data of the downstream approach channel of the lock chamber.

[0223] When △h≠0, it indicates that water is being flushed in or out of the lock chamber. At this time, start the real-time calculation of the critical offshore distances s min and s′ min between the ship and the lock chamber.

[0224] The surrounding environment judgment module 502 is configured to obtain the ship-side perception data, including ship-side positioning data and ship-side image data, which are sent at a certain frequency by the perception devices such as RTK positioning terminals and cameras installed on the ship, and preprocess the acquired data.

[0225] The surrounding environment judgment module 502 is further configured to determine the straight line connection equation of the starboard / port side of the ship according to the obtained ship side positioning data.

[0226] Among them, the coordinates of two ship side positioning terminals on one side of the ship are obtained as (X 1a , Y 1a ), (X 1b , Y 1b ). Through equation solving, the straight line connection equation of the port side on one side of the ship is obtained as A 3 x + B 3 y + C 3 = 0; Similarly, the coordinates of two ship side positioning terminals on the other side of the ship are obtained as (X 1c , Y 1c ), (X 1d , Y 1d ). Through equation solving, the straight line connection equation of the starboard side on the other side of the ship is obtained as A 4 x + B 4 y + C 4 = 0, so as to obtain two straight line equations corresponding to the left and right sides of the ship as the straight line connection equations of the port side / starboard side of the ship respectively.

[0227] The surrounding environment judgment module 502 is further configured to determine the included angle θ between the ship and the shore according to the straight line connection equations of the port side / starboard side of the ship and the shoreline equations of the two side lock chambers.

[0228] As shown in combination with Figure 7 , the following steps are adopted to calculate the included angle θ between the ship and the shore:

[0229] The first step: Calculate the direction vector of A 1 x + B 1 y + C 1 = 0: u = (-B 1 , A 1 );

[0230] The second step: Calculate the direction vector of A 3 x + B 3 y + C 3 = 0: v = (-B 3 , A 3 );

[0231] The third step: Calculate the dot product of the vectors:

[0232] The fourth step: Calculate the cosine value of the included angle between the two straight lines:

[0233] The fifth step: Calculate the included angle θ between the ship and the shore according to the cosine value of the included angle between the two straight lines.

[0234] If θ = 0°, it indicates that the two straight lines are parallel to each other, that is, the heading of the ship is parallel to the chambers on both sides, the heading angle of the ship has no deviation, and no abnormal situation occurs;

[0235] If θ = 90°, it indicates that the two straight lines are perpendicular to each other, that is, the heading of the ship is perpendicular to the chambers on both sides, the heading angle of the ship deviates by 90 degrees, the ship sails laterally, and an abnormal situation occurs;

[0236] If θ ∈ (0°, 90°), it indicates that the two straight lines intersect and are not perpendicular, that is, the heading of the ship is neither perpendicular nor parallel to the chambers on both sides, the heading angle of the ship deviates, and a collision risk occurs.

[0237] The surrounding environment judgment module 502 is further configured to send the obtained included angle between the ship and the shore to the collision judgment and early warning module 503.

[0238] The surrounding environment judgment module 502 is further configured to send the obtained ship side positioning data to the collision judgment and early warning module 503.

[0239] The surrounding environment judgment module 502 is further configured to perform target image recognition and abnormal situation analysis based on the obtained ship side image data.

[0240] Obtain the ship side image data sent by the ship side cameras arranged at the bow and stern of the ship at a certain frequency, monitor the surrounding environment of the ship and the ship mooring status in real time, and combine artificial intelligence technology to identify the specified target objects and analyze abnormal situations in the real-time video.

[0241] Combined with the judgment conditions in Table 3, image recognition is performed on the images taken by the ship side cameras, and the specific description is as follows:

[0242] Combined with the content in Table 3, judge the cable connection status and the number of cable connections between the ship and the chamber. According to the judgment results, determine the mooring status of the ship, including: the ship is not moored, the ship is being moored, the ship has completed mooring; further, judge the cable distance and the relative distance of the ship from the fixed point. According to the judgment results, determine the tightness status of the cable, including: the cable becomes tight, the cable becomes loose; further, judge the distance between ships to determine whether there is a risk of ship collision; judge the distance between the ship and the chamber to determine whether there is a risk of chamber collision. In this way, the intelligent analysis of the surrounding environment such as the cable status, water surface status, and other ships in the real-time video is realized.

[0243]

[0244] Table 3

[0245] The collision judgment and warning module 503 is used to determine the collision risk between the ship and the lock chamber according to the offshore distance of the ship from the shoreline sent by the shore-side information receiving module 501 and the included angle between the ship and the shore sent by the surrounding environment judgment module 502.

[0246] Among them, the collision risk R between the ship and the lock chamber lock can be determined by the following formula:

[0247]

[0248] Among them, R lock is the collision risk between the ship and the lock chamber;

[0249] l 0 is the width of the lock chamber;

[0250] s 0 is the offshore distance of the ship from the shoreline;

[0251] θ is the included angle between the ship and the shore.

[0252] The collision judgment and warning module 503 is also used to determine the collision risk between the ship and other ships according to the ship-side positioning data sent by the surrounding environment judgment module 502.

[0253] Among them, since the factors affecting the collision risk between ships include: the positional relationship between the ship and adjacent ships, the distance relationship between the ship and adjacent ships, therefore, the collision risk R between ships in the lock chamber and other ships boat can be described in two cases:

[0254] In one case, the two ships in the lock chamber are in a front-back position. At this time, the calculation of the collision risk between the ship and other ships can be carried out by the following formula:

[0255]

[0256] Among them, R boat is the collision risk between the ship and other ships;

[0257] X t is the abscissa of the ship at time t;

[0258] X′ t is the abscissa of other ships at time t;

[0259] X t+1 is the abscissa of the ship at time t + 1;

[0260] X′ t+1 is the abscissa of other ships at time t + 1.

[0261] If Rboat > 1, it indicates that the front - rear position between the two ships increases with time, that is, the two ships are moving away from each other and the collision risk is low; when R boat continues to increase, the collision risk continues to decrease;

[0262] If R boat = 1, it indicates that the front - rear position between the two ships remains unchanged with time, that is, the two ships are relatively stationary in position and the collision risk remains unchanged;

[0263] If R boat < 1, it indicates that the front - rear position between the two ships decreases with time, that is, the two ships are approaching each other and the collision risk is high. When the two ships approach until R boat continues to decrease to 0, it indicates that the two ships have collided.

[0264] In another case, the two ships in the lock chamber are in the left - right position, that is, the side - by - side position. At this time, the calculation of the collision risk between the ship and other ships can be carried out using the following formula:

[0265]

[0266] where R boat is the collision risk between the ship and other ships;

[0267] Y t is the ordinate of the ship at time t;

[0268] Y t ' is the ordinate of the other ship at time t;

[0269] Y t+1 is the ordinate of the ship at time t + 1;

[0270] Y′ t+1 is the ordinate of the other ship at time t + 1.

[0271] If R boat > 1, it indicates that the side - by - side position between the two ships increases with time, that is, the two ships are moving away from each other and the collision risk is low; when R boat continues to increase, the collision risk continues to decrease;

[0272] If R boat = 1, it indicates that the side - by - side position between the two ships remains unchanged with time, that is, the two ships are relatively stationary in position and the collision risk remains unchanged;

[0273] If R boat < 1, it indicates that the side - by - side position between the two ships decreases with time, that is, the two ships are approaching each other and the collision risk is high. When the two ships approach until Rboat When it continues to decrease to 0, it indicates that the two ships have collided.

[0274] The collision judgment and early warning module 503 is also used to determine the comprehensive collision risk of the lock and obtain the collision risk early warning level according to the offshore distance of the ship to the shoreline sent by the shore-side information receiving module 501 and the included angle between the sent ship and the shore judged from the surrounding environment.

[0275] Among them, the comprehensive collision risk of the lock includes: the collision risk R of the ship with the lock chamber lock and the collision risk R of the ship with other ships boat . By setting the weight coefficients μ 1 and μ 2 for the collision risk of the ship with the lock chamber and the collision risk of the ship with other ships respectively, the comprehensive judgment result of the lock collision early warning level is obtained. The calculation of the lock collision risk can adopt the following formula:

[0276] R = μ 1 R lock + μ 2 R boat (10)

[0277] Among them, R is the comprehensive collision risk of the lock;

[0278] R lock is the collision risk of the ship with the lock chamber;

[0279] R boat is the collision risk of the ship with other ships;

[0280] μ 1 and μ 2 are the weight coefficients.

[0281] Combined with the foregoing, when the two ships are in the front and back positions, the comprehensive collision risk of the lock is calculated as follows:

[0282]

[0283] Similarly, when the two ships are in the side-by-side position, the comprehensive collision risk of the lock is calculated as follows:

[0284]

[0285] Combined with Table 4, the larger the value of R obtained, the greater the comprehensive collision risk of the lock and the higher the collision risk early warning level. Among them, the larger the value of R lock , the greater the collision risk of the ship with the lock chamber. When R lock is 1, it indicates that the ship has collided with the lock chamber; the smaller the value of R boat , the greater the collision risk of the ship with other ships. When Rlock When it is 0, it indicates that the ship has collided with other ships.

[0286] Collision risk warning level <![CDATA[R lock > <![CDATA[R boat > No risk 0 >1 Low risk (0,a1] [1,b2) Medium risk (a1, a2] [b2, b1) High risk (a2,1) [b1,0) Collision occurred 1 0

[0287] Table 4

[0288] Among them, the weight coefficient μ 1 、μ 2 can be determined in the following way:

[0289] Combined with the lock collision risk level division standard in Table 4, to exclude the influence of subjective factors, the entropy weight method is selected for objective weighting. Suppose there are m factors, denoted as S = {S 1 , S 2 ,..., S m}, where m represents the number of schemes of the weight coefficient of collision risk; suppose there are n indicators, denoted as X = {X 1 , X 2 ,..., X n}, where n represents the number of collision risk warning levels corresponding to the weight coefficient; and suppose the measured value of the sub-item index value X i of the factor S j is b ij . The specific steps are as follows:

[0290] The first step: Initialize m to 2 and n to 5 initially;

[0291] The second step: Input the dimensionless measurement matrix: B = [b ij m×n , and let where i = 1, 2; j = 1, 2,..., 5;

[0292] The third step: Output the information entropy of each indicator: where i = 1, 2, j = 1, 2,..., 5;

[0293] where when p ij = 0, it is stipulated that p ij log 2 p ij = 0, then 0 ≤ h ij ≤ 1, where i = 1, 2, j = 1, 2,..., 5;

[0294] The fourth step: Calculate the variation degree coefficient d ij of each indicator respectively: d ij = 1 - h ij , where i = 1, 2, j = 1, 2,..., 5;

[0295] The fifth step: Calculate the weight of each indicator: ​Obtain the objective weight vector of each index: W = [w 1 , w 2 ,..., w n , where j = 1, 2,..., 5;

[0296] Step 6: Calculate the comprehensive score of each factor: where i = 1, 2, j = 1, 2,..., 5, obtain the comprehensive score vector of each factor: S = [s 1 , s 2 , so as to obtain the weight coefficients μ 1 , μ 2 .

[0297] The ship adjustment control module 504 is used to adjust the offshore distance of the ship from the shoreline and / or the angle between the ship and the shore according to the collision risk warning level, the shore-side image data sent by the shore-side information receiving module, and the ship-side image data sent by the surrounding environment judgment module.

[0298] The ship warning verification module 505 is used to verify the warning situation according to the collision risk warning level, the shore-side image data sent by the shore-side information receiving module, and the ship-side image data sent by the surrounding environment judgment module.

[0299] Among them, when the collision warning information is triggered, the shore-side and ship-side cameras are called directionally. When the collision warning condition is not met, it indicates that a false warning occurs at this time, and the warning information is closed in the reverse direction, so as to realize the verification of the warning situation and prevent false warnings.

[0300] The accident automatic evidence collection module 506 is used to control the shore-side camera to obtain the video image of the alarm ship and its location when the accident automatic evidence collection module is triggered, and transmit the video image back to the shore-based center as accident evidence for subsequent accident result determination and claim.

[0301] In one case, when R lock = 1 or R boat = 0, it indicates that a collision has occurred at this time, and the accident automatic evidence collection module is automatically triggered.

[0302] In another case, image recognition is performed on the shore-side image data and the ship-side image data. When the distance between two ships is 0, or the distance between a ship and a lock chamber on one side is 0, it indicates that a collision has occurred at this time, and the accident automatic evidence collection module is automatically triggered.

[0303] Next, taking the actual scenario of a ship passing through a lock as an example, as shown in Figure 8 , the embodiment of the present application provides a method for deploying equipment of a ship passing through a lock collaborative warning system, which is applied to the above-mentioned ship passing through a lock collaborative warning system, and is specifically described as follows:

[0304] The equipment in the ship lock passage collaborative early warning system includes: ship-side RTK positioning terminals 801-804, ship lock passage risk handling equipment 805, shore-side RTK positioning terminals 806-809, water level measuring instrument 812 in the lock chamber, upstream / downstream water level measuring instruments 813-814 of the lock chamber, ship-side high-definition cameras 815-816, shore-side high-definition cameras 817-818, 4G / 5G network base stations 819, and shore-based center 820; among which,

[0305] Ship-side RTK positioning terminals 801-804: refer to Global Navigation Satellite System (GNSS) positioning terminals with RTK positioning capabilities, which are respectively deployed at the heads and tails on both sides of the ship for ship positioning and transmit the positioning data results to the ship lock passage risk handling equipment 805;

[0306] Shore-side RTK positioning terminals 806-809: refer to GNSS positioning terminals with RTK positioning capabilities, which are respectively deployed on the two lock chamber walls 811 on both sides of the lock chamber 810 of the ship lock for measuring the reference line positions of the lock chamber walls. The position measurement data will be transmitted to the ship lock passage risk handling equipment 805 through a wireless communication network, such as the 4th generation mobile communication (4G) or the 5th generation mobile communication (5G);

[0307] Water level measuring instrument 812 in the lock chamber: used to measure the real-time water level data in the ship lock and transmit the data to the ship lock passage risk handling equipment 805 in real time through a wireless communication network;

[0308] Upstream / downstream water level measuring instruments 813-814 of the lock chamber: used to measure the real-time water level data outside the ship lock and transmit the data to the ship lock passage risk handling equipment 805 in real time through a wireless communication network;

[0309] Ship-side high-definition cameras 815-816: can be arranged at the bow and stern of the ship, capable of shooting, performing intelligent recognition and analysis on the captured images, and transmitting the image information containing on-site situations such as the ship's surrounding environment and cable conditions back to the ship lock passage risk handling equipment 805;

[0310] Shore-side high-definition cameras 817-818: can be arranged on both sides of the ship lock, capable of shooting, performing intelligent recognition and analysis on the captured images, and transmitting the image information containing on-site situations such as ships, cables, and water surfaces in the lock chamber back to the ship lock passage risk handling equipment 805;

[0311] 4G / 5G Network Base Station 819: It includes a 4G / 5G public mobile communication base station, which serves as a mobile communication switching center and transmits and receives information and radio signals with terminals within a certain radio coverage area. In the embodiments of the present application, the base station can be the general term for the signal baseband processing part, the signal radio frequency processing part, and the antenna;

[0312] Onshore Center 820: It remotely and dynamically monitors the ship's passage through the lock and has an automatic accident evidence collection function. After a collision accident occurs, it retrieves the ship-side image information captured by the ship-side high-definition cameras 815 - 816 and the shore-side image information captured by the shore-side high-definition cameras 817 - 818 and saves them as accident evidence for subsequent accident determination.

[0313] In the embodiments of the present application, taking the actual scenario of a ship passing through a lock as an example, combined with the above-mentioned ship passage collaborative early warning method and the equipment deployment method of the ship passage collaborative early warning system, the embodiments of the present application provide a working process of the ship passage collaborative early warning system. Refer to Figure 9 As shown, according to the working process of the ship passage collaborative early warning system, controlling the operation of each equipment component in the ship passage collaborative early warning system can achieve the implementation process in the ship passage collaborative early warning method provided above, which will not be elaborated here.

[0314] The embodiments of the present application provide a computer-readable storage medium that stores one or more programs, and the one or more programs can be executed by one or more processors to implement the implementation process in the ship passage risk processing method provided in the corresponding embodiments such as Figure 1 、 Figure 4 、 Figure 9 which will not be elaborated here.

[0315] It should be noted that the above computer storage medium / memory can be a read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), ferromagnetic random access memory (FRAM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD-ROM), etc.; it can also be various terminals including one or any combination of the above memories, such as mobile phones, computers, tablet devices, personal digital assistants, etc.

[0316] It should be understood that the "one embodiment" or "an embodiment" or "the embodiments of the present application" or "the foregoing embodiments" or "some embodiments" or "some implementation manners" mentioned throughout the specification mean that specific features, structures, or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, the "in one embodiment" or "in an embodiment" or "the embodiments of the present application" or "the foregoing embodiments" or "some embodiments" or "some implementation manners" that appear throughout the specification do not necessarily refer to the same embodiment. In addition, these specific features, structures, or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the sequence numbers of the above processes do not mean the order of execution is prior or posterior, and the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application. The sequence numbers of the embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0317] In several embodiments provided by the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are only illustrative. For example, the division of units is only a logical function division, and there can be other division methods in actual implementation, such as: multiple units or components can be combined, or can be integrated into another system, or some features can be ignored, or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed with each other can be through some interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical, or other forms.

[0318] The units described above as separate components may or may not be physically separated, and the components shown as units may or may not be physical units; they may be located in one place or distributed over multiple network units; some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0319] In addition, each functional unit in the embodiments of the present application may all be integrated into one processing unit, or each unit may be separately used as one unit, or two or more units may be integrated into one unit; the above-mentioned integrated units may be implemented in the form of hardware, or in the form of a combination of hardware and software functional units.

[0320] The methods disclosed in several method embodiments provided by the present application can be arbitrarily combined without conflict to obtain new method embodiments.

[0321] The features disclosed in several product embodiments provided by the present application can be arbitrarily combined without conflict to obtain new product embodiments.

[0322] The features disclosed in several method or device embodiments provided by the present application can be arbitrarily combined without conflict to obtain new method embodiments or device embodiments.

[0323] Those of ordinary skill in the art can understand that all or part of the steps for implementing the above method embodiments can be completed by hardware related to program instructions. The foregoing program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps including the above method embodiments; and the foregoing storage medium includes: various media such as removable storage devices, read-only memory (ROM), magnetic disks, or optical discs that can store program codes.

[0324] Alternatively, if the above-mentioned integrated units of the present application are implemented in the form of software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the embodiments of the present application essentially or the part that contributes to the related technology can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the methods described in various embodiments of the present application. And the foregoing storage medium includes: various media such as removable storage devices, ROM, magnetic disks, or optical discs that can store program codes.

[0325] It should be noted that the attached drawings in the embodiments of the present application are only for illustrating the schematic positions of various components on the terminal device, and do not represent the actual positions in the terminal device. The actual positions of each component or each area can be changed or offset according to the actual situation (for example, the structure of the terminal device). Moreover, the proportions of different parts in the terminal device in the figure do not represent the actual proportions.

[0326] As described above, the above are only the implementation manners of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all 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 method for handling risks of a ship passing through a lock, characterized in that, the method includes: obtaining first information and second information; the first information can reflect relevant information sensed by the shore side; the second information can reflect relevant information sensed by the ship side; determining a first risk value and a second risk value according to the first information and the second information; the first risk value indicates the degree of collision risk between the ship and the lock chamber of the lock; the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship, and the reference ship and the ship are located in the same lock chamber; determining a collision risk identification result according to the first risk value and the second risk value; controlling the ship according to the collision risk identification result.

2. The method according to claim 1, characterized in that, the determining of the first risk value according to the first information and the second information includes: determining a first position parameter of the ship when passing through the lock according to the first information and the second information; the first position parameter includes the distance of the ship from the shore and / or the ship-shore angle; determining the first risk value according to the distance of the ship from the shore and / or the ship-shore angle.

3. The method according to claim 2, characterized in that, the first information includes the positioning result data of the shore side, the second information includes the positioning result data of the ship side, and the determining of the first position parameter of the ship when passing through the lock according to the first information and the second information includes: determining a first equation according to the positioning result data of the shore side; the first equation is a linear expression of the lock chamber on the same side of the shore side; determining a second equation according to the positioning result data of the ship side; the second equation is a linear expression of the port and starboard sides of the ship; determining the distance of the ship from the shore according to the first equation and the positioning result data of the ship side; determining the ship-shore angle according to the first equation and the second equation.

4. The method according to claim 3, characterized in that, the first information includes the shore side video image, the second information includes the ship side video image, and the controlling of the ship according to the collision risk identification result includes: if the collision risk identification result, the shore side video image and the ship side video image meet the collision warning conditions, adjusting the distance of the ship from the shore and / or the ship-shore angle; the adjusted distance of the ship from the shore and / or the adjusted ship-shore angle can enable the ship to avoid a collision.

5. The method according to claim 4, characterized in that, before the controlling of the ship according to the collision risk identification result, it further includes: if the collision risk identification result, the shore side video image and the ship side video image do not meet the collision warning conditions, turning off the alarm for the collision risk identification result.

6. The method according to claim 4, characterized in that, after the determining of the collision risk identification result according to the first risk value and the second risk value, it further includes: When the first risk value meets the first numerical condition and / or the second risk value meets the second numerical condition, send the shore-side video image to the shore-based central device.

7. The method according to claim 1, wherein, the determining the second risk value according to the first information and the second information includes: determining a second position parameter of the ship and a reference ship according to the second information; the second position parameter indicates the positional relationship between the ship and the reference ship; determining the second risk value according to the second position parameter.

8. The method according to claim 1, wherein, the determining the collision risk identification result according to the first risk value and the second risk value includes: obtaining a first weight coefficient of the first risk value and a second weight coefficient of the second risk value; determining a weighted sum result of the first risk value and the second risk value according to the first weight coefficient and the second weight coefficient.

9. The method according to claim 1, wherein, the first information includes real-time water level data of the lock chamber and upstream or downstream; the determining the collision risk identification result according to the first risk value and the second risk value further includes: when the real-time water level data of the lock chamber and upstream or downstream meets the water level difference condition, determining the collision risk identification result according to the first risk value and the second risk value.

10. A ship lock passing risk processing device, wherein, the device includes: an acquisition unit, configured to obtain first information and second information; the first information can reflect relevant information sensed on the shore side; the second information can reflect relevant information sensed on the ship side; a processing unit, configured to determine a first risk value and a second risk value according to the first information and the second information; the first risk value indicates the degree of collision risk between the ship and the lock chamber; the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship, and the reference ship and the ship are located in the same lock chamber; the processing unit is further configured to determine a collision risk identification result according to the first risk value and the second risk value; the processing unit is further configured to control the ship according to the collision risk identification result.

11. A ship lock passing risk processing system, wherein, the system includes: a shore-side risk processing device and a ship-side risk processing device; wherein, the shore-side risk processing device is configured to obtain first information, and the first information can reflect relevant information sensed on the shore side; send the first information to the ship-side risk processing device; The ship side risk handling device is used to obtain second information that can reflect relevant information sensed on the ship side; receive the first information sent by the shore side risk handling device; determine a first risk value and a second risk value according to the first information and the second information; the first risk value indicates the degree of collision risk between the ship and the lock chamber, and the second risk value indicates the degree of collision risk between the ship and a reference ship; the reference ship is different from the ship and is located in the same lock chamber as the ship; determine a collision risk identification result according to the first risk value and the second risk value; and control the ship according to the collision risk identification result.

12. A risk handling device for a ship passing through a lock, characterized in that, the device comprises: a memory for storing executable instructions; a processor for executing the executable instructions stored in the memory to implement the ship passing through lock risk handling method according to any one of claims 1 to 9.

13. A computer-readable storage medium, characterized in that, it stores executable instructions which, when executed, are used to cause a processor to execute the ship passing through lock risk handling method according to any one of claims 1 to 9.

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