Ship accident emergency closed-loop management method, device, equipment and medium

Abstract

The invention relates to a ship accident emergency closed-loop management method, device and equipment and a medium, which are applied to the technical field of ship accident management, and the method comprises the following steps: obtaining ship monitoring data and rescue force distribution information; the ship monitoring data are analyzed, ship abnormal information is determined, and the ship abnormal information comprises self-adjustment abnormity and to-be-rescued abnormity; if the ship abnormal information comprises the to-be-rescued abnormity, a rescue strategy is determined based on the ship abnormal information and the rescue force distribution information, the rescue strategy comprises a rescue route, and the rescue route is determined based on the rescue priority; analyzing the ship abnormal information and the rescue force distribution information, and determining a maintenance improvement strategy; and determining an accident management strategy based on the rescue strategy and the maintenance improvement strategy. The method has the effect of reducing loss caused by ship accidents.

Description

Technical Field

[0001] This application relates to the technical field of ship accident management, and in particular, to a ship accident emergency closed-loop management method, device, equipment and medium. Background Art

[0002] During the operation of a ship, due to various factors such as bad weather, mechanical failures, and human operation errors, ship accidents occur frequently. Once an accident occurs, if it cannot be handled promptly and effectively, it will cause serious casualties, property losses, and environmental pollution.

[0003] Currently, there are many problems in ship accident handling. On the one hand, when an accident occurs, abnormal situations are often judged based on manual experience and a rescue plan is formulated. Limited by manual experience and energy, the efficiency and accuracy of rescue cannot be guaranteed, resulting in the inability to reduce losses in a timely manner. On the other hand, existing accident handling often lacks an effective closed-loop management mechanism. After the accident rescue is over, the abnormalities and the rescue process are not analyzed and summarized, and the lessons learned cannot be fed back into subsequent ship safety management work, resulting in the possible recurrence of similar accidents and more losses. Summary of the Invention

[0004] In order to reduce the losses caused by ship accidents, this application provides a ship accident emergency closed-loop management method, device, equipment and medium.

[0005] In a first aspect, this application provides a ship accident emergency closed-loop management method, adopting the following technical solution: A ship accident emergency closed-loop management method includes: Obtain ship monitoring data and rescue force distribution information; Analyze the ship monitoring data to determine ship abnormal information, where the ship abnormal information includes self-adjustment abnormality and abnormality to be rescued; If the ship abnormal information includes the abnormality to be rescued, determine a rescue strategy based on the ship abnormal information and the rescue force distribution information, where the rescue strategy includes a rescue route, and the rescue route is determined based on the rescue priority; Analyze the ship abnormal information and the rescue force distribution information to determine a maintenance and improvement strategy; Determine an accident management strategy based on the rescue strategy and the maintenance and improvement strategy.

[0006] By adopting the above technical solutions, by analyzing the ship monitoring data, abnormal situations can be detected in a timely manner. By automatically and quickly generating rescue strategies, the rescue efficiency is improved, thereby reducing the losses caused by untimely rescue during ship accidents; the rescue routes are determined according to the rescue priorities, so that accidents with higher rescue priorities can be rescued more timely; by analyzing the ship abnormal information and the distribution information of rescue forces after the event to determine the maintenance and improvement strategies, lessons can be learned in a timely manner, reducing the probability of subsequent abnormalities and improving the rescue efficiency, thereby further reducing the losses caused by ship accidents.

[0007] Optionally, the obtaining of the ship monitoring data includes: Obtaining ship information and crew information; Determining a first monitoring strategy based on the ship information and the crew information; Analyzing the ship information and the crew information to determine whether the ship is a key monitoring ship and whether there are key monitoring crew members; Determining a second monitoring strategy based on the key monitoring ship and the key monitoring crew members; Determining the data acquisition frequency based on the first monitoring strategy and the second monitoring strategy; Obtaining the ship monitoring data based on the data acquisition frequency.

[0008] By adopting the above technical solutions, for different ships and crew members, abnormal monitoring is carried out according to different data acquisition frequencies, saving computing resources while not affecting the monitoring effect.

[0009] Optionally, the analyzing of the ship monitoring data to determine the ship abnormal information includes: Integrating and analyzing the ship monitoring data to obtain corrected monitoring data; Analyzing the corrected monitoring data to determine the ship abnormal information; The integrating and analyzing of the ship monitoring data to obtain corrected monitoring data includes: Classifying the ship monitoring data to obtain a plurality of monitoring data combinations, and each monitoring data combination corresponds to a data type; If there are multiple ship monitoring data in the monitoring data combination, calculating the error value between every two ship monitoring data in the monitoring data combination; If the error values are all less than the first error value, determining the weight value based on the accuracy rate of each ship monitoring data; Determining the corrected monitoring data based on the weight value and the ship monitoring data; If there exists an error value greater than or equal to the first error value and all the error values are less than the second error value, the corrected monitoring data is determined based on the ship's static navigation information, historical monitoring data, and the ship's monitoring data; If there exists an error value greater than or equal to the second error value, the error value greater than or equal to the second error value is determined as a serious error value; Count the first quantity of the serious error values; Count the second quantity of all error values in the monitoring data combination; Determine the deviation ratio based on the first quantity and the second quantity; If the deviation ratio is greater than the preset deviation ratio, the corrected monitoring data is determined based on the ship's static navigation information and the historical monitoring data; If the deviation ratio is less than or equal to the preset deviation ratio, the corrected monitoring data is determined based on the ship's static navigation information, historical monitoring data, and the ship's monitoring data.

[0010] By adopting the above technical solutions, the accuracy of the ship's monitoring data is improved through mutual verification between ship's monitoring data of the same data type. When the error values between ship's monitoring data of the same data type are in different ranges, different correction methods are adopted, further improving the accuracy of the ship's monitoring data.

[0011] Optionally, the corrected monitoring data includes ship position data and video data. Analyzing the corrected monitoring data to determine ship anomaly information includes: Comparing the corrected monitoring data with the standard data threshold to determine the first anomaly information; Analyzing the ship position data to determine the second anomaly information; Identifying the video data to determine the third anomaly information; Determining the ship anomaly information based on the first anomaly information, the second anomaly information, and the third anomaly information; The analyzing the ship position data to determine the second anomaly information includes: Determining the ship's navigation speed based on the ship position data; Determining the abnormal speed and abnormal type based on the ship's navigation speed and the anomaly judgment rule; If the continuous abnormal duration corresponding to the same abnormal type for the abnormal speed exceeds the preset duration, generating speed anomaly information based on the abnormal type and the continuous abnormal duration; Obtaining the ship's navigation track of the current voyage; Obtain meteorological data based on the ship position data and the ship navigation trajectory; Generate navigation anomaly information based on the ship position data, the ship navigation trajectory, and the meteorological data; Determine the second anomaly information based on the speed anomaly information and the navigation anomaly information.

[0012] Optionally, the determining the ship anomaly information based on the first anomaly information, the second anomaly information, and the third anomaly information includes: Determine whether there are associated anomaly types among the first anomaly information, the second anomaly information, and the third anomaly information; If there are the associated anomaly types, then determine whether there are conflicts among the anomaly information corresponding to each of the associated anomaly types; Determine the anomaly information with conflicts as the anomaly information to be verified; Determine the corrected monitoring data corresponding to the anomaly information to be verified as the monitoring data to be referenced; Obtain the historical anomaly information corresponding to the monitoring data to be referenced, where the historical anomaly information includes historical monitoring data to be referenced and anomaly situations; Train a machine learning algorithm based on the historical anomaly information to obtain an anomaly detection model; Correct the anomaly information to be verified based on the anomaly detection model and the monitoring data to be referenced; Determine the ship anomaly information based on the corrected anomaly information to be verified, the first anomaly information, the second anomaly information, and the third anomaly information.

[0013] By adopting the above technical solution, first, three types of anomaly information are respectively determined through a single ship monitoring data, and then the anomaly information is corrected through the association between anomaly types and the anomaly detection model, improving the reliability of the ship anomaly information.

[0014] Optionally, the determining the rescue strategy based on the ship anomaly information and the rescue force distribution information includes: Determine the required rescue resources based on the ship anomaly information, where the required rescue resources include rescue equipment and rescue personnel; Determine the candidate resource locations based on the rescue force distribution information, where the candidate resource locations are the locations including all the required rescue resources; Obtain the information to be rescued at each candidate resource location, where the information to be rescued includes the location to be rescued, the rescue priority, and the estimated rescue duration; Determine the estimated rescue duration and the rescue priority of the current ship based on the ship anomaly information; Determine the rescue route of the rescue resources at each of the candidate resource locations based on the rescue priority; Obtain meteorological information; Determine the navigation speed based on the meteorological information; Determine the estimated rescue time of the current ship based on the rescue route, the estimated rescue duration, the passing positions, and the navigation speed, where the passing positions include the candidate resource positions, the positions to be rescued, and the position of the current ship; Determine the target rescue position as the candidate resource position with the earliest estimated rescue time; Determine the rescue route corresponding to the target rescue position as the target rescue route; Determine the rescue strategy based on the target rescue position and the target rescue route.

[0015] By adopting the above technical solutions, determining the rescue route through the rescue priority enables accidents with higher rescue priorities to be rescued first. Determining the target rescue position through the earliest estimated rescue time enables accidents to be resolved faster, reducing the losses caused by ship accidents.

[0016] Optionally, analyzing the ship anomaly information and the rescue force distribution information to determine the maintenance improvement strategy includes: Obtain historical ship anomaly information and historical maintenance cycles; Obtain the usage duration of each component of the ship; Determine the anomaly frequency of each component based on the historical ship anomaly information and the ship anomaly information; Determine the cycle correction coefficient based on the anomaly frequency and the usage duration; Determine the current maintenance cycle based on the cycle correction coefficient and the historical maintenance cycle; Obtain the current rescue response duration and the historical rescue response duration of the ocean area where the current ship is located; Determine the average response duration based on the historical rescue response duration and the current rescue response duration; Determine the rescue force maintenance strategy based on the average response duration and the rescue force distribution information; Determine the maintenance improvement strategy based on the current maintenance cycle and the rescue force maintenance strategy.

[0017] By adopting the above technical solutions, correcting the historical maintenance cycle through the anomaly frequency and usage duration of each component enables maintenance according to the current maintenance cycle to reduce the probability of accidents; adjusting the distribution of the rescue force through the rescue response duration can make the rescue more timely and reduce the losses caused by ship accidents.

[0018] In a second aspect, the present application provides a ship accident emergency closed-loop management device, adopting the following technical solution: A ship accident emergency closed-loop management device includes: A data acquisition module for acquiring ship monitoring data and rescue force distribution information; An abnormality determination module for analyzing the ship monitoring data to determine ship abnormality information, where the ship abnormality information includes self-adjustment abnormality and abnormality to be rescued; A rescue determination module for, if the ship abnormality information includes the abnormality to be rescued, determining a rescue strategy based on the ship abnormality information and the rescue force distribution information, where the rescue strategy includes a rescue route, and the rescue route is determined based on the rescue priority; A maintenance and improvement module for analyzing the ship abnormality information and the rescue force distribution information to determine a maintenance and improvement strategy; A strategy determination module for determining an accident management strategy based on the rescue strategy and the maintenance and improvement strategy.

[0019] By adopting the above technical solution, by analyzing the ship monitoring data, abnormal situations can be discovered in a timely manner. By automatically and quickly generating a rescue strategy, the rescue efficiency is improved, thereby reducing the losses caused by untimely rescue during ship accidents; the rescue route is determined according to the rescue priority, so that accidents with a higher rescue priority can be rescued more timely; by analyzing the ship abnormality information and the rescue force distribution information after the event to determine a maintenance and improvement strategy, lessons can be learned in a timely manner, reducing the probability of subsequent abnormalities, and improving the rescue efficiency, thereby further reducing the losses caused by ship accidents.

[0020] In a third aspect, the present application provides an electronic device, adopting the following technical solution: An electronic device includes a processor, and the processor is coupled to a memory; A computer program capable of being loaded and executed by the processor for the ship accident emergency closed-loop management method according to any one of the first aspect is stored on the memory.

[0021] In a fourth aspect, the present application provides a computer-readable storage medium, adopting the following technical solution: A computer-readable storage medium stores a computer program capable of being loaded and executed by the processor for the ship accident emergency closed-loop management method according to any one of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a flowchart of a ship accident emergency closed-loop management method provided by an embodiment of the present application.

[0023] Figure 2 It is a structural block diagram of a ship accident emergency closed-loop management device provided by an embodiment of the present application.

[0024] Figure 3 It is a structural block diagram of an electronic device provided by an embodiment of the present application. Specific implementation manners

[0025] The following further describes the present application in detail with reference to the accompanying drawings.

[0026] An embodiment of the present application provides a ship accident emergency closed-loop management method. This ship accident emergency closed-loop management method can be executed by an electronic device, and the electronic device can be a server or a terminal device. The server can be an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device can be a smart phone, a tablet computer, a desktop computer, etc., but is not limited thereto.

[0027] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0028] In addition, the term "and / or" in this article is only an association relationship describing associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally represents an "or" relationship between the associated objects before and after, unless otherwise specified.

[0029] As Figure 1 shown, a ship accident emergency closed-loop management method has the main processes described as follows (Steps S101 to S105): Step S101, obtain ship monitoring data and rescue force distribution information.

[0030] Vessel monitoring data refers to the data that needs to be monitored during the navigation of a vessel, including but not limited to navigation data (such as: vessel position, course, speed, draft, etc.), crew status data (such as: crew members' body temperature, heart rate, stress level, etc.), and equipment monitoring data (such as: engine speed, generator current, voltage, fuel pressure, etc.). Various vessel monitoring data are obtained from various sensors installed on the vessel and from the crew, and information on the distribution of rescue forces is obtained from the rescue management department.

[0031] Specifically, obtaining vessel monitoring data includes: obtaining vessel information and crew information; determining a first monitoring strategy based on the vessel information and crew information; analyzing the vessel information and crew information to determine whether the vessel is a key monitoring vessel and whether there are key monitoring crew members; determining a second monitoring strategy based on the key monitoring vessel and key monitoring crew members; determining the data acquisition frequency based on the first monitoring strategy and the second monitoring strategy; and obtaining vessel monitoring data based on the data acquisition frequency.

[0032] In this embodiment, vessel information and crew information are obtained from a database or from staff. Vessel information includes basic vessel information (such as: vessel name, vessel type, beam, etc.) and static vessel navigation information (such as: navigation area, vessel navigation track, etc.). Crew information includes basic crew information (name, gender, etc.) and crew resume information (position, rank, etc.). The first monitoring strategy is to monitor the vessel and crew according to a conventional monitoring strategy (pre-set, not specifically defined here). The pre-set rule is a rule for judging whether a vessel is a key monitoring vessel and whether a crew member is a key monitoring crew member. For example: if the crew member's performance evaluation score is lower than a pre-set score (pre-set, not specifically defined here), then that crew member is a key monitoring crew member. Analyze the vessel information and crew information according to the pre-set rule to determine whether the vessel is a key monitoring vessel and whether there are key monitoring crew members. The second monitoring strategy is that if there is a key monitoring vessel or there are key monitoring crew members, then the key monitoring vessel and key monitoring crew members are monitored according to a high-frequency monitoring strategy (pre-set, not specifically defined here), and other crew members or vessels (if the vessel is not a key monitoring vessel) are monitored according to a conventional monitoring strategy (pre-set, not specifically defined here). Both the conventional monitoring strategy and the high-frequency monitoring strategy include a data acquisition frequency, and the corresponding data acquisition frequencies are different for the two. Obtain vessel monitoring data for the vessel and different crew members according to the first monitoring strategy and the second monitoring strategy at the corresponding data acquisition frequencies.

[0033] Step S102: Analyze the vessel monitoring data to determine vessel anomaly information.

[0034] Among them, the abnormal information of the ship includes self-adjustment abnormality and rescue-needed abnormality. The self-adjustment abnormality is an abnormality that the crew can solve by themselves without rescue; the rescue-needed abnormality is an abnormality that the crew cannot solve by themselves and requires rescue.

[0035] Specifically, analyze the ship monitoring data to determine the abnormal information of the ship, including: integrating and analyzing the ship monitoring data to obtain corrected monitoring data; analyzing the corrected monitoring data to determine the abnormal information of the ship; integrating and analyzing the ship monitoring data to obtain corrected monitoring data, including: classifying the ship monitoring data to obtain multiple monitoring data combinations, and each monitoring data combination corresponds to a data type; if there are multiple ship monitoring data in the monitoring data combination, calculate the error value between every two ship monitoring data in the monitoring data combination; if the error values are all less than the first error value, determine the weight value based on the accuracy rate of each ship monitoring data; determine the corrected monitoring data based on the weight value and the ship monitoring data; if there is an error value greater than or equal to the first error value and all error values are less than the second error value, determine the corrected monitoring data based on the ship's static navigation information, historical monitoring data, and ship monitoring data; if there is an error value greater than or equal to the second error value, determine the error value greater than or equal to the second error value as a serious error value; count the first quantity of serious error values; count the second quantity of all error values in the monitoring data combination; determine the deviation ratio based on the first quantity and the second quantity; if the deviation ratio is greater than the preset deviation ratio, determine the corrected monitoring data based on the ship's static navigation information and historical monitoring data; if the deviation ratio is less than or equal to the preset deviation ratio, determine the corrected monitoring data based on the ship's static navigation information, historical monitoring data, and ship monitoring data.

[0036] In this embodiment, before determining the abnormal information of the ship through the ship monitoring data, it is necessary to first improve the reliability of the ship monitoring data, that is, integrate and analyze the ship monitoring data to obtain corrected monitoring data, specifically including: classifying the ship monitoring data according to the data type to obtain multiple monitoring data combinations, and each monitoring data combination corresponds to a data type. The data type is, for example, the ship position. The ship position obtained through GPS and the ship position obtained through the AIS system are divided into one monitoring data combination.

[0037] If there are multiple ship monitoring data in a monitoring data combination, calculate the error values between every two ship monitoring data in the monitoring data combination. If all the error values in the monitoring data combination are less than the first error value, obtain the accuracy rate of each type of ship monitoring data from the database or from the staff. The weight value of a type of ship monitoring data = the accuracy rate of this ship monitoring data / (the sum of the accuracy rates of all ship monitoring data corresponding to the same data type as this ship monitoring data). The corrected monitoring data of a data type is the sum of all (ship monitoring data × weight value) corresponding to this data type.

[0038] If there is an error value greater than or equal to the first error value in a monitoring data combination and all error values are less than the second error value, obtain historical monitoring data from the database. The historical monitoring data is all ship monitoring data before the current moment of the current voyage, and determine the corrected monitoring data based on the ship static navigation information, historical monitoring data, and ship monitoring data.

[0039] The specific steps for determining the corrected monitoring data based on the ship static navigation information, historical monitoring data, and ship monitoring data are as follows: Train a machine learning algorithm through the ship static navigation information and historical monitoring data to obtain a monitoring data prediction model, so as to predict the predicted ship monitoring data at the current moment according to the monitoring data prediction model. Calculate the deviation values between all the ship monitoring data in the monitoring data combination and the predicted ship monitoring data respectively. Determine the ship monitoring data with deviation values less than the preset deviation value (pre-set, not specifically limited here) as the available monitoring data. Calculate the weight value of the available monitoring data according to the accuracy rate of the available monitoring data. The method for determining the weight value is the same as above and will not be elaborated here. The corrected monitoring data of a data type is the sum of all (available monitoring data × weight value) corresponding to this data type. Among them, the machine learning algorithm can be a convolutional neural network, or a random forest algorithm, or a support vector machine, which is not specifically limited here.

[0040] If there is an error value greater than or equal to the second error value in a monitoring data combination, then the error value greater than or equal to the second error value is determined as a serious error value; count the first quantity of serious error values in the monitoring data combination, and count the second quantity of all error values (all error values include serious error values) in the monitoring data combination; deviation ratio = first quantity / second quantity. If the deviation ratio is greater than the preset deviation ratio (pre-set, not specifically limited here), it indicates that most of the monitoring data has large errors at this time and the usability is poor. Predict the predicted ship monitoring data at the current moment according to the monitoring data prediction model, and determine the predicted ship monitoring data as the corrected monitoring data; if the deviation ratio is less than or equal to the preset deviation ratio, determine the corrected monitoring data based on the ship's static navigation information, historical monitoring data, and ship monitoring data. The specific steps of "determining the corrected monitoring data based on the ship's static navigation information, historical monitoring data, and ship monitoring data" are the same as above and will not be elaborated here.

[0041] It should be noted that the first error value is less than the second error value, and both are pre-set, not specifically limited here.

[0042] If there is only one ship monitoring data in a monitoring data combination, then determine the ship monitoring data as the corrected monitoring data.

[0043] After obtaining the corrected monitoring data, analyze the corrected monitoring data to determine ship anomaly information. Among them, the data types of the corrected monitoring data and the ship monitoring data are the same, and both include but are not limited to ship position data and video data, etc.

[0044] Specifically, analyzing the corrected monitoring data to determine ship anomaly information includes: comparing the corrected monitoring data with the standard data threshold to determine the first anomaly information; analyzing the ship position data to determine the second anomaly information; identifying the video data to determine the third anomaly information; determining the ship anomaly information based on the first anomaly information, the second anomaly information, and the third anomaly information; analyzing the ship position data to determine the second anomaly information, including: determining the ship's navigation speed based on the ship position data; determining the abnormal speed and abnormal type based on the ship's navigation speed and the abnormal judgment rule; if the continuous abnormal duration of the abnormal speed corresponding to the same abnormal type exceeds the preset duration, then generate speed anomaly information based on the abnormal type and the continuous abnormal duration; obtaining the ship's navigation track of the current voyage; obtaining meteorological data based on the ship position data and the ship's navigation track; generating navigation anomaly information based on the ship position data, the ship's navigation track, and the meteorological data; determining the second anomaly information based on the speed anomaly information and the navigation anomaly information.

[0045] In this embodiment, the standard data thresholds (which can be a data range) corresponding to each data type are obtained from a database or from a staff member. The corrected monitoring data is compared with the corresponding standard data thresholds, and the corrected monitoring data that does not meet the standard data thresholds is determined as abnormal data. If there is abnormal data, the abnormal data and the corresponding abnormal type are jointly determined as the first abnormal information; the ship position data is analyzed to determine the second abnormal information; the video data is recognized by a pre-trained image recognition model to determine the third abnormal information; and the ship abnormal information is determined based on the first abnormal information, the second abnormal information, and the third abnormal information, where the image recognition model is, for example, a convolutional neural network model.

[0046] The specific process of analyzing the ship position data to determine the second abnormal information includes: calculating the ship's navigation speed based on the ship position data at every two adjacent times and the time interval, obtaining the abnormal judgment rule from the database, where the abnormal judgment rule is a rule for judging whether there is an abnormal navigation speed, and judging whether there is an abnormal speed and the corresponding abnormal type in the ship's navigation speed through the abnormal judgment rule. The abnormal types are, for example: slow speed, drifting, overspeed, etc. The continuous abnormal duration corresponding to the abnormal speed of each abnormal type is counted. If the continuous abnormal duration corresponding to the abnormal speed of the same abnormal type exceeds the preset duration, the abnormal type and the continuous abnormal duration are jointly generated as the speed abnormal information; the ship's navigation trajectory of the current voyage is found from the ship's static navigation information, and the meteorological data on the navigation trajectory after the current ship position data is obtained from the meteorological department. If the current ship position data deviates from the ship's navigation trajectory, or there is a preset meteorological condition (pre-set, for example: strong wind) in the meteorological data on the navigation trajectory after the current ship position data, the navigation abnormal information is generated. The navigation abnormal information includes the navigation trajectory abnormal information and / or the meteorological abnormal information, and the speed abnormal information and the navigation abnormal information are jointly determined as the second abnormal information.

[0047] Further, determining the ship anomaly information based on the first anomaly information, the second anomaly information, and the third anomaly information includes: determining whether there are associated anomaly types among the first anomaly information, the second anomaly information, and the third anomaly information; if there are associated anomaly types, determining whether there are conflicts among the anomaly information corresponding to each associated anomaly type; determining the anomaly information with conflicts as the anomaly information to be verified; determining the corrected monitoring data corresponding to the anomaly information to be verified as the monitoring data to be referenced; obtaining the historical anomaly information corresponding to the monitoring data to be referenced, where the historical anomaly information includes historical monitoring data to be referenced and anomaly situations; training a machine learning algorithm based on the historical anomaly information to obtain an anomaly detection model; correcting the anomaly information to be verified based on the anomaly detection model and the monitoring data to be referenced; and determining the ship anomaly information based on the corrected anomaly information to be verified, the first anomaly information, the second anomaly information, and the third anomaly information.

[0048] In this embodiment, since the first anomaly information, the second anomaly information, and the third anomaly information are basically anomalies determined by single ship monitoring data and have low reliability, it is necessary to correct the above anomaly information by combining multiple ship monitoring data. Obtain various associated anomaly types and the associations between the associated anomaly types from the database. The associated anomaly types are two or more anomaly types with associations. For example, engine anomaly and speed anomaly are mutually associated anomaly types. Determine whether there are associated anomaly types among the first anomaly information, the second anomaly information, and the third anomaly information; if there are associated anomaly types, determine whether there are conflicts among the anomaly information corresponding to each associated anomaly type according to the associations between the associated anomaly types. For example, if one anomaly information is that the engine speed is too low and another anomaly information is that the speed is too high, it is determined that there is a conflict; determine the anomaly information with conflicts as the anomaly information to be verified, and determine the corrected monitoring data corresponding to the anomaly information to be verified as the monitoring data to be referenced; obtain the historical anomaly information corresponding to the monitoring data to be referenced from the database, train a machine learning algorithm through the historical anomaly information to obtain an anomaly detection model, input the monitoring data to be referenced into the anomaly detection model for anomaly prediction to obtain predicted anomaly information, determine the predicted anomaly information as the corrected anomaly information to be verified, and jointly determine the corrected anomaly information to be verified, the first anomaly information, the second anomaly information, and the third anomaly information that do not conflict with each other as the ship anomaly information.

[0049] Step S103: If the ship anomaly information includes an anomaly requiring rescue, determine a rescue strategy based on the ship anomaly information and the rescue force distribution information.

[0050] Among them, the rescue strategy includes a rescue route. A rescue route may include multiple anomalies requiring rescue, and the rescue route is determined based on the rescue priority.

[0051] Determine whether the abnormal type in the ship abnormal information includes the abnormal situation to be rescued according to the preset rescue rules (pre-set and can be obtained from the database). If it does not include the abnormal situation to be rescued, that is, all are self-adjusting abnormalities, then send the ship abnormal information to the corresponding crew members so that the crew can handle the abnormalities; if it includes the abnormal situation to be rescued, then determine the rescue strategy according to the ship abnormal information and the rescue force distribution information, and at the same time send the ship abnormal information to the corresponding crew members.

[0052] Specifically, determining the rescue strategy based on the ship abnormal information and the rescue force distribution information includes: determining the required rescue resources based on the ship abnormal information, where the required rescue resources include rescue equipment and rescue personnel; determining the candidate resource locations based on the rescue force distribution information, and the candidate resource locations are the locations including all the required rescue resources; obtaining the to-be-rescued information of each candidate resource location, where the to-be-rescued information includes the to-be-rescued location, the rescue priority, and the estimated rescue duration; determining the estimated rescue duration and the rescue priority of the current ship based on the ship abnormal information; determining the rescue routes of the rescue resources at each candidate resource location based on the rescue priority; obtaining the meteorological information; determining the navigation speed based on the meteorological information; determining the estimated rescue time of the current ship based on the rescue route, the estimated rescue duration, the passing positions, and the navigation speed, where the passing positions include the candidate resource locations, the to-be-rescued locations, and the location of the current ship; determining the candidate resource location with the earliest estimated rescue time as the target rescue location; determining the rescue route corresponding to the target rescue location as the target rescue route; determining the rescue strategy based on the target rescue location and the target rescue route.

[0053] In this embodiment, different abnormal types require different rescue resources. The corresponding relationship between the abnormal type and the required rescue resources is stored in the database. The required rescue resources are obtained from the database according to the abnormal type in the ship abnormal information. The locations where the rescue resources in the rescue force distribution information can meet the required rescue resources are determined as the candidate resource locations. The to-be-rescued information of each candidate resource location is obtained from the rescue center or the staff. The to-be-rescued information is the location information that is waiting for the rescue force at the candidate resource location to carry out rescue in addition to the current ship. The corresponding relationship between the abnormal type and the estimated rescue duration and the corresponding relationship between the abnormal type and the rescue priority are stored in the database. The estimated rescue duration and the rescue priority of the current ship are found from the database according to the abnormal type in the ship abnormal information.

[0054] Sort all the positions to be rescued corresponding to each candidate resource position (including the ship position data corresponding to the current ship) in descending order of rescue priority to obtain the rescue route corresponding to each candidate resource position. Obtain the meteorological information of the ocean area where the candidate resource position is located, and obtain the navigation speed corresponding to the meteorological information from the database or the staff. The estimated rescue time of the current ship = the current time + the navigation duration + the total estimated rescue duration. The navigation duration is the time spent on the way when the rescue force sails along the rescue route from the candidate rescue position until it reaches the ship position data corresponding to the current ship, which can be calculated through the total navigation distance of the journey and the navigation speed. The total estimated rescue duration is the sum of the estimated rescue durations of each position to be rescued before reaching the ship position data corresponding to the current ship on the navigation route. Determine the candidate resource position with the earliest estimated rescue time as the target rescue position, and determine the rescue route corresponding to the target rescue position as the target rescue route. The rescue strategy is to select the rescue force at the target rescue position to carry out the rescue work, and the rescue force carries out the rescue work in sequence according to the target rescue route.

[0055] Step S104: Analyze the ship anomaly information and the rescue force distribution information to determine the maintenance improvement strategy.

[0056] After the accident occurs and the rescue is completed, it is necessary to analyze the accident and the rescue situation this time, so as to draw lessons and summarize experience.

[0057] Specifically, analyzing the ship anomaly information and the rescue force distribution information to determine the maintenance improvement strategy includes: obtaining the historical ship anomaly information and the historical maintenance cycle; obtaining the usage duration of each component of the ship; determining the anomaly frequency of each component based on the historical ship anomaly information and the ship anomaly information; determining the cycle correction coefficient based on the anomaly frequency and the usage duration; determining the current maintenance cycle based on the cycle correction coefficient and the historical maintenance cycle; obtaining the current rescue response duration and the historical rescue response duration of the ocean area where the current ship is located; determining the average response duration based on the historical rescue response duration and the current rescue response duration; determining the rescue force maintenance strategy based on the average response duration and the rescue force distribution information; determining the maintenance improvement strategy based on the current maintenance cycle and the rescue force maintenance strategy.

[0058] In this embodiment, historical ship anomaly information and historical maintenance cycles are obtained from a database; the usage duration of each component of the ship is obtained from the database or from the staff, and the historical ship anomaly information and the ship anomaly information are analyzed through a data analysis tool (e.g., EXCEL) to obtain the anomaly frequency of each component. The database stores the corresponding relationship between the anomaly frequency, the usage duration, and the cycle correction coefficient. The cycle correction coefficient is retrieved from the database based on the anomaly frequency and the usage duration. The current maintenance cycle = cycle correction coefficient × historical maintenance cycle.

[0059] The current rescue response duration is obtained from the staff, and the historical rescue response durations in the ocean area where the current ship is located within a preset time period (e.g., within one month) are obtained. The average response duration of all historical rescue response durations and the current rescue response duration is calculated. If the average response duration exceeds the preset response duration (pre-set, not specifically defined here), the rescue force maintenance strategy is to increase the rescue force distribution in the ocean area where the current ship is located; if the average response duration does not exceed the preset response duration, the rescue force maintenance strategy is to not increase the rescue force distribution in the ocean area where the current ship is located and maintain the current distribution. The maintenance improvement strategy includes maintaining each component according to the current maintenance cycle and adjusting the rescue force distribution according to the rescue force maintenance strategy.

[0060] Step S105: Determine the accident management strategy based on the rescue strategy and the maintenance improvement strategy.

[0061] The rescue strategy and the maintenance improvement strategy are jointly determined as the accident management strategy.

[0062] Figure 2 This is a structural block diagram of a ship accident emergency closed-loop management device 200 provided by an embodiment of the present application.

[0063] As Figure 2 shown, the ship accident emergency closed-loop management device 200 mainly includes: A data acquisition module 201 for acquiring ship monitoring data and rescue force distribution information; An anomaly determination module 202 for analyzing the ship monitoring data to determine ship anomaly information, where the ship anomaly information includes self-adjustment anomalies and anomalies requiring rescue; A rescue determination module 203 for, if the ship anomaly information includes anomalies requiring rescue, determining a rescue strategy based on the ship anomaly information and the rescue force distribution information, where the rescue strategy includes a rescue route, and the rescue route is determined based on the rescue priority; A maintenance improvement module 204 for analyzing the ship anomaly information and the rescue force distribution information to determine a maintenance improvement strategy; A policy determination module 205, configured to determine an accident management policy based on a rescue policy and a maintenance improvement policy.

[0064] As an alternative implementation manner of this embodiment, the data acquisition module 201 is further specifically configured to acquire ship monitoring data, including: acquiring ship information and crew information; determining a first monitoring policy based on the ship information and the crew information; analyzing the ship information and the crew information to determine whether the ship is a key monitoring ship and whether there are key monitoring crew members; determining a second monitoring policy based on the key monitoring ship and the key monitoring crew members; determining a data acquisition frequency based on the first monitoring policy and the second monitoring policy; and acquiring ship monitoring data based on the data acquisition frequency.

[0065] As an alternative implementation manner of this embodiment, the anomaly determination module 202 is further specifically configured to analyze the ship monitoring data to determine ship anomaly information, including: integrally analyzing the ship monitoring data to obtain corrected monitoring data; analyzing the corrected monitoring data to determine ship anomaly information; integrally analyzing the ship monitoring data to obtain corrected monitoring data, including: classifying the ship monitoring data to obtain a plurality of monitoring data combinations, each monitoring data combination corresponding to a data type; if there are multiple ship monitoring data in the monitoring data combination, calculating the error value between every two ship monitoring data in the monitoring data combination; if the error values are all less than a first error value, determining a weight value based on the accuracy rate of each ship monitoring data; determining corrected monitoring data based on the weight value and the ship monitoring data; if there is an error value greater than or equal to the first error value and all error values are less than a second error value, determining corrected monitoring data based on the ship static navigation information, historical monitoring data, and the ship monitoring data; if there is an error value greater than or equal to the second error value, determining the error value greater than or equal to the second error value as a serious error value; counting the first quantity of the serious error values; counting the second quantity of all error values in the monitoring data combination; determining a deviation ratio based on the first quantity and the second quantity; if the deviation ratio is greater than a preset deviation ratio, determining corrected monitoring data based on the ship static navigation information and the historical monitoring data; if the deviation ratio is less than or equal to the preset deviation ratio, determining corrected monitoring data based on the ship static navigation information, historical monitoring data, and the ship monitoring data.

[0066] As an alternative implementation of this embodiment, the corrected monitoring data includes ship position data and video data. The anomaly determination module 202 is further specifically configured to analyze the corrected monitoring data to determine ship anomaly information, including: comparing the corrected monitoring data with a standard data threshold to determine the first anomaly information; analyzing the ship position data to determine the second anomaly information; identifying the video data to determine the third anomaly information; determining the ship anomaly information based on the first anomaly information, the second anomaly information, and the third anomaly information; analyzing the ship position data to determine the second anomaly information, including: determining the ship's sailing speed based on the ship position data; determining the abnormal speed and abnormal type based on the ship's sailing speed and the anomaly judgment rule; if the continuous abnormal duration corresponding to the same abnormal type exceeds a preset duration, generating speed anomaly information based on the abnormal type and the continuous abnormal duration; obtaining the ship's sailing track of the current voyage; obtaining meteorological data based on the ship position data and the ship's sailing track; generating navigation anomaly information based on the ship position data, the ship's sailing track, and the meteorological data; determining the second anomaly information based on the speed anomaly information and the navigation anomaly information.

[0067] As an alternative implementation of this embodiment, the anomaly determination module 202 is further specifically configured to determine the ship anomaly information based on the first anomaly information, the second anomaly information, and the third anomaly information, including: determining whether there are associated anomaly types among the first anomaly information, the second anomaly information, and the third anomaly information; if there are associated anomaly types, determining whether the anomaly information corresponding to each associated anomaly type conflicts; determining the anomaly information with conflicts as the anomaly information to be verified; determining the corrected monitoring data corresponding to the anomaly information to be verified as the monitoring data to be referenced; obtaining the historical anomaly information corresponding to the monitoring data to be referenced, where the historical anomaly information includes the historical monitoring data to be referenced and the abnormal situation; training a machine learning algorithm based on the historical anomaly information to obtain an anomaly detection model; correcting the anomaly information to be verified based on the anomaly detection model and the monitoring data to be referenced; determining the ship anomaly information based on the corrected anomaly information to be verified, the first anomaly information, the second anomaly information, and the third anomaly information.

[0068] As an alternative implementation of this embodiment, the rescue determination module 203 is further specifically configured to determine a rescue strategy based on the ship anomaly information and the rescue force distribution information, including: determining the required rescue resources based on the ship anomaly information, where the required rescue resources include rescue equipment and rescue personnel; determining the candidate resource locations based on the rescue force distribution information, and the candidate resource locations are the locations including all the required rescue resources; obtaining the information to be rescued at each candidate resource location, where the information to be rescued includes the location to be rescued, the rescue priority, and the estimated rescue duration; determining the estimated rescue duration and the rescue priority of the current ship based on the ship anomaly information; determining the rescue routes of the rescue resources at each candidate resource location based on the rescue priority; obtaining the meteorological information; determining the navigation speed based on the meteorological information; determining the estimated rescue time of the current ship based on the rescue route, the estimated rescue duration, the passing positions, and the navigation speed, where the passing positions include the candidate resource locations, the locations to be rescued, and the location of the current ship; determining the candidate resource location with the earliest estimated rescue time as the target rescue location; determining the rescue route corresponding to the target rescue location as the target rescue route; and determining the rescue strategy based on the target rescue location and the target rescue route.

[0069] As an alternative implementation of this embodiment, the maintenance and improvement module 204 is further specifically configured to analyze the ship anomaly information and the rescue force distribution information to determine a maintenance and improvement strategy, including: obtaining the historical ship anomaly information and the historical maintenance cycle; obtaining the usage duration of each component of the ship; determining the anomaly frequency of each component based on the historical ship anomaly information and the ship anomaly information; determining the cycle correction coefficient based on the anomaly frequency and the usage duration; determining the current maintenance cycle based on the cycle correction coefficient and the historical maintenance cycle; obtaining the current rescue response duration and the historical rescue response duration of the ocean area where the current ship is located; determining the average response duration based on the historical rescue response duration and the current rescue response duration; determining the rescue force maintenance strategy based on the average response duration and the rescue force distribution information; and determining the maintenance and improvement strategy based on the current maintenance cycle and the rescue force maintenance strategy.

[0070] In one example, the modules in any of the above devices may be one or more integrated circuits configured to implement the above methods. For example: one or more application specific integrated circuits (ASICs), or, one or more digital signal processors (DSPs), or, one or more field programmable gate arrays (FPGAs), or a combination of at least two of these integrated circuit forms.

[0071] For another example, when the modules in the device can be implemented in the form of a processing element scheduler, the processing element can be a general-purpose processor, such as a central processing unit (CPU) or other processors that can call programs. For another example, these modules can be integrated together and implemented in the form of a system-on-a-chip (SOC).

[0072] Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the above-described device and modules can refer to the corresponding processes in the foregoing method embodiments, and will not be elaborated herein.

[0073] Figure 3 It is a structural block diagram of an electronic device 300 provided by an embodiment of the present application.

[0074] Such as Figure 3 As shown, the electronic device 300 includes a processor 301 and a memory 302, and may further include one or more of an information input / output (I / O) interface 303, a communication component 304, and a communication bus 305.

[0075] Among them, the processor 301 is used to control the overall operation of the electronic device 300 to complete all or part of the steps of the above-mentioned ship accident emergency closed-loop management method; the memory 302 is used to store various types of data to support the operation of the electronic device 300. These data may include, for example, instructions for any application program or method operating on the electronic device 300, and application program-related data. The memory 302 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk.

[0076] The I / O interface 303 provides an interface between the processor 301 and other interface modules, and the other interface modules may be a keyboard, a mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 304 is used for the electronic device 300 to communicate with other devices in a wired or wireless manner. The wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G or 4G, or a combination of one or more of them. Accordingly, the communication component 304 may include: a Wi-Fi component, a Bluetooth component, an NFC component.

[0077] The electronic device 300 may be implemented by one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors or other electronic components, and is used to execute the ship accident emergency closed-loop management method given in the above embodiments.

[0078] The communication bus 305 may include a path to transmit information between the above components. The communication bus 305 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The communication bus 305 may be divided into an address bus, a data bus, a control bus, etc.

[0079] The electronic device 300 may include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Tablet Computers), PMPs (Portable Multimedia Players), in-vehicle terminals (such as in-vehicle navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc., and may also be a server, etc.

[0080] This application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the ship accident emergency closed-loop management method described above are implemented.

[0081] The computer-readable storage medium may include: various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs.

[0082] The term "comprising", "including" or any other variation thereof is intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device.

[0083] The above description is only a preferred embodiment of the present application and an explanation of the applied technical principles. Those skilled in the art should understand that the scope of the application involved in the present application is not limited to the technical solution formed by the specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the foregoing application concept. For example, a technical solution formed by mutually replacing the above features with technical features having similar functions (but not limited to) applied in the present application.

Claims

1. A closed-loop management method for ship accident emergency, characterized in that Including: Obtaining ship monitoring data and rescue force distribution information; Analyzing the ship monitoring data to determine ship anomaly information, where the ship anomaly information includes self-adjustment anomalies and anomalies requiring rescue; If the ship anomaly information includes the anomalies requiring rescue, determining a rescue strategy based on the ship anomaly information and the rescue force distribution information, where the rescue strategy includes a rescue route, and the rescue route is determined based on the rescue priority; Analyzing the ship anomaly information and the rescue force distribution information to determine a maintenance improvement strategy; Determining an accident management strategy based on the rescue strategy and the maintenance improvement strategy.

2. The method according to claim 1, characterized in that, The obtaining of the ship monitoring data includes: Obtaining ship information and crew information; Determining a first monitoring strategy based on the ship information and the crew information; Analyzing the ship information and the crew information to determine whether the ship is a key monitoring ship and whether there are key monitoring crew members; Determining a second monitoring strategy based on the key monitoring ship and the key monitoring crew members; Determining the data acquisition frequency based on the first monitoring strategy and the second monitoring strategy; Obtaining the ship monitoring data based on the data acquisition frequency.

3. The method according to claim 1, wherein The analyzing of the ship monitoring data to determine ship anomaly information includes: Integrating and analyzing the ship monitoring data to obtain corrected monitoring data; Analyzing the corrected monitoring data to determine the ship anomaly information; The integrating and analyzing of the ship monitoring data to obtain corrected monitoring data includes: Classifying the ship monitoring data to obtain multiple monitoring data combinations, where each monitoring data combination corresponds to a data type; If there are multiple ship monitoring data in the monitoring data combination, calculating the error value between every two ship monitoring data in the monitoring data combination; If the error values are all less than a first error value, determining a weight value based on the accuracy rate of each ship monitoring data; Determining the corrected monitoring data based on the weight value and the ship monitoring data; If there is an error value greater than or equal to the first error value and all the error values are less than a second error value, determining the corrected monitoring data based on the ship's static navigation information, historical monitoring data, and the ship monitoring data; If there is an error value greater than or equal to the second error value, determining the error value greater than or equal to the second error value as a serious error value; Counting the first quantity of the serious error values; Counting the second quantity of all error values in the monitoring data combination; Determining a deviation ratio based on the first quantity and the second quantity; If the deviation ratio is greater than a preset deviation ratio, determining the corrected monitoring data based on the ship's static navigation information and the historical monitoring data; If the deviation ratio is less than or equal to the preset deviation ratio, determining the corrected monitoring data based on the ship's static navigation information, historical monitoring data, and the ship monitoring data.

4. The method according to claim 3, wherein The corrected monitoring data includes ship position data and video data. Analyzing the corrected monitoring data to determine ship anomaly information includes: Comparing the corrected monitoring data with standard data thresholds to determine first anomaly information; Analyzing the ship position data to determine second anomaly information; Identifying the video data to determine third anomaly information; Determining ship anomaly information based on the first anomaly information, the second anomaly information, and the third anomaly information; The analyzing the ship position data to determine second anomaly information includes: Determining the ship navigation speed based on the ship position data; Determining an abnormal speed and an abnormal type based on the ship navigation speed and an anomaly judgment rule; If the continuous anomaly duration corresponding to the same abnormal type exceeds a preset duration for the abnormal speed, generating speed anomaly information based on the abnormal type and the continuous anomaly duration; Obtaining the ship navigation track of the current voyage; Obtaining meteorological data based on the ship position data and the ship navigation track; Generating navigation anomaly information based on the ship position data, the ship navigation track, and the meteorological data; Determining second anomaly information based on the speed anomaly information and the navigation anomaly information.

5. The method according to claim 4, wherein The determining ship anomaly information based on the first anomaly information, the second anomaly information, and the third anomaly information includes: Judging whether there are associated abnormal types among the first anomaly information, the second anomaly information, and the third anomaly information; If there are associated abnormal types, judging whether there are conflicts in the anomaly information corresponding to each associated abnormal type; Determining the anomaly information with conflicts as the anomaly information to be verified; Determining the corrected monitoring data corresponding to the anomaly information to be verified as the monitoring data to be referenced; Obtaining historical anomaly information corresponding to the monitoring data to be referenced, where the historical anomaly information includes historical monitoring data to be referenced and anomaly situations; Training a machine learning algorithm based on the historical anomaly information to obtain an anomaly detection model; Correcting the anomaly information to be verified based on the anomaly detection model and the monitoring data to be referenced; Determining ship anomaly information based on the corrected anomaly information to be verified, the first anomaly information, the second anomaly information, and the third anomaly information.

6. The method according to claim 1, wherein The determining a rescue strategy based on the ship anomaly information and the rescue force distribution information includes: Determining the required rescue resources based on the ship anomaly information, where the required rescue resources include rescue equipment and rescue personnel; Determining candidate resource locations based on the rescue force distribution information, where the candidate resource locations are locations including all the required rescue resources; Obtaining the information to be rescued at each candidate resource location, where the information to be rescued includes the location to be rescued, the rescue priority, and the estimated rescue duration; Determining the estimated rescue duration and the rescue priority of the current ship based on the ship anomaly information; Determining the rescue routes of the rescue resources at each candidate resource location based on the rescue priority; Obtaining meteorological information; Determine the navigation speed based on the meteorological information; Determine the estimated rescue time of the current ship based on the rescue route, the estimated rescue duration, the passing positions, and the navigation speed, where the passing positions include the candidate resource position, the position to be rescued, and the position of the current ship; Determine the candidate resource position with the earliest estimated rescue time as the target rescue position; Determine the rescue route corresponding to the target rescue position as the target rescue route; Determine the rescue strategy based on the target rescue position and the target rescue route.

7. The method according to claim 1, characterized in that, Analyze the ship anomaly information and the rescue force distribution information to determine the maintenance improvement strategy, including: Obtain historical ship anomaly information and historical maintenance cycles; Obtain the usage duration of each component of the ship; Determine the anomaly frequency of each component based on the historical ship anomaly information and the ship anomaly information; Determine the cycle correction coefficient based on the anomaly frequency and the usage duration; Determine the current maintenance cycle based on the cycle correction coefficient and the historical maintenance cycle; Obtain the current rescue response duration and the historical rescue response duration of the ocean area where the current ship is located; Determine the average response duration based on the historical rescue response duration and the current rescue response duration; Determine the rescue force maintenance strategy based on the average response duration and the rescue force distribution information; Determine the maintenance improvement strategy based on the current maintenance cycle and the rescue force maintenance strategy.

8. An emergency closed-loop management device for ship accidents, characterized in that, Include: A data acquisition module for acquiring ship monitoring data and rescue force distribution information; An anomaly determination module for analyzing the ship monitoring data to determine ship anomaly information, where the ship anomaly information includes self-adjustment anomalies and anomalies to be rescued; A rescue determination module for, if the ship anomaly information includes the anomaly to be rescued, determining a rescue strategy based on the ship anomaly information and the rescue force distribution information, where the rescue strategy includes a rescue route determined based on the rescue priority; A maintenance improvement module for analyzing the ship anomaly information and the rescue force distribution information to determine a maintenance improvement strategy; A strategy determination module for determining an accident management strategy based on the rescue strategy and the maintenance improvement strategy.

9. An electronic device, characterized in that, Include a processor, and the processor is coupled to a memory; The processor is configured to execute a computer program stored in the memory so that the electronic device executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, Include a computer program or instruction, and when the computer program or instruction runs on a computer, the computer is caused to execute the method according to any one of claims 1 to 7.

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