Navigation safety early warning method and system considering river geological disasters

Abstract

The invention discloses a navigation safety early warning method and system considering river geological disasters. The surge height of a ship is determined mainly based on the distance between a geological disaster point position coordinate and a ship positioning coordinate in a geological disaster point influence water area in combination with a surge prediction parameter corresponding to a current water level, and the ship rolling angle is determined according to the surge height of the ship and the ship width. And carrying out ship navigation safety early warning based on the ship rolling angle. According to the method, a quantitative analysis method and an evaluation system for the influence of the landslide surge on the ship navigation safety are theoretically improved, and the accuracy and timeliness of early warning information in actual operation are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of navigation safety early warning, and more particularly to a navigation safety early warning method and system taking river geological disasters into consideration. Background Art

[0002] With the rapid economic development, the volume of cargo and passenger transportation undertaken by Yangtze River shipping is increasing day by day, and shipping safety is particularly important. However, the Yangtze River Basin has complex terrain, changeable climate, and frequent geological disasters, such as landslides, collapses, and mudslides, which seriously threaten shipping safety and the safety of life and property of residents along the coast. Among them, the Three Gorges section of the Yangtze River has always been a high-risk area for geological disasters. Due to years of alternating soaking and scouring, the damage and deterioration of the rock mass will show an accelerated destructive trend. The damage to some reservoir bank drawdown zones is particularly serious. Under unfavorable conditions of water storage and heavy rain, collapse is very likely to occur, which will cause the overall instability of the upper slope to collapse in a toppling or falling manner.

[0003] Since most of the reservoir bank sections in the Wuxia section belong to high and steep canyon sections, the deformation of the disaster point cannot be fed back in time. However, there is frequent water transportation in the Wuxia section, and landslides or unstable dangerous rock mass disasters may hit the passing hull, seriously endangering the navigation safety of ships in the waters near the disaster body. The secondary disaster of surge waves induced by the disaster body entering the river poses a major threat to ships in the lanes, adjacent floating facilities and ports, and the losses caused by them have become an important part of the losses caused by geological disasters on the reservoir bank.

[0004] At present, although a large number of studies have been conducted on surges caused by landslides, they mainly focus on the wave height, propagation characteristics, impact force and impact on coastal infrastructure of surges. Moreover, the above methods are mostly based on idealized numerical simulations and laboratory experiments, and fail to fully consider the complex navigation conditions and ship types in actual waters. In addition, the quantitative analysis methods and evaluation systems for the impact of surges on ship safety are still imperfect, especially in the assessment of ship stability, impact resistance and risk avoidance measures. There is still room for improvement.

[0005] In addition, in recent years, some landslide disasters in the Three Gorges waterway of the Yangtze River have continued to deform due to factors such as water level fluctuations and rainfall. The risk warning and forecast of geological disasters and the secondary disasters of landslides and surges caused by them, as well as emergency response, are one of the most concerned issues for relevant disaster management departments. However, the waterway risk warning and forecast and emergency response work for geological disasters still face challenges in actual operations.

[0006] First, the accuracy of the currently obtained early warning information is insufficient, lacking clear descriptions of the distance between geological hazard risk points and waterways and the impact on shipping, making it difficult for maritime agencies to accurately judge risks and take corresponding measures. Secondly, there are significant delays in the acquisition and release of early warning information. The multi-level management structure and complex transmission processes result in the early warning information not reaching the required personnel quickly, seriously affecting the timeliness of the early warning information. Summary of the Invention

[0007] In view of this, to at least partially solve the above technical problems, the present invention provides a navigation safety early warning method and system considering river geological disasters, aiming to analyze the mutual relationship between the relative spatial position relationship between ships on the waterway and geological disasters and the influence range of landslide surge propagation waves, and propose a prediction model for the intensity of the disaster-causing effect of ships affected by landslide surges, so as to effectively convert the early warning information of river geological disasters into navigation safety early warning information and achieve accurate release of navigation safety early warning information.

[0008] To achieve the above object, the present invention adopts the following technical solutions:

[0009] In the first aspect, the present application discloses a navigation safety early warning method considering river geological disasters. The steps include:

[0010] Obtain the location coordinates of geological hazard points and the predicted parameters of surges corresponding to the current water level;

[0011] Determine the ship width and corresponding ship positioning coordinates of ships in the water area affected by geological hazard points;

[0012] Calculate the distance between the two based on the location coordinates of the geological hazard point and the ship positioning coordinates, and determine the surge height at the ship based on the distance and surge prediction parameters;

[0013] Determine the ship's roll angle based on the surge height at the ship and the ship width, and conduct navigation safety early warning for the ship based on the ship's roll angle.

[0014] Further, in calculating the distance between the location coordinates of the geological hazard point and the ship positioning coordinates, the calculation formula is:

[0015]

[0016] d = R·c

[0017] In the formula, Δλ = λ s - λ b , represents the ship positioning coordinates, represents the location coordinates of the hazard point, and a and c represent intermediate variables.

[0018] Further, the surge prediction parameters include: the maximum initial surge height H of the landslide max and the maximum water depth h at the point where the landslide enters the river;

[0019] Determining the surge height at the ship based on the distance and the surge prediction parameters includes:

[0020]

[0021] In the formula, H represents the propagated surge height at the ship in the river channel, and d represents the distance between the location coordinates of the geological disaster point and the ship's positioning coordinates.

[0022] Further, determining the ship's roll angle according to the surge height at the ship and the ship's beam, the calculation formula is:

[0023] θ = arctan(H / b)

[0024] In the formula, H represents the propagated surge height at the ship in the river channel, b represents the ship's beam, and θ represents the ship's roll angle.

[0025] Further, conducting ship navigation safety early warning based on the ship's roll angle includes:

[0026] When the roll angle is greater than 15°, it is a serious impact, and a red early warning is issued;

[0027] When the roll angle is greater than 10 and less than or equal to 15, it is a high impact, and an orange early warning is issued;

[0028] When the roll angle is greater than 5 and less than or equal to 10, it is a medium impact, and a yellow early warning is issued;

[0029] When the roll angle is less than or equal to 5, it is a low impact, and a green early warning is issued.

[0030] Further, when conducting ship navigation safety early warning based on the ship's roll angle, the geological disaster early warning level is combined;

[0031] The geological disaster early warning level is divided based on the development stage, deformation speed, occurrence probability, and possible occurrence time of the deformation and failure of the geological disaster point.

[0032] In the second aspect, the present application discloses a navigation safety early warning system considering river channel geological disasters. This system applies the navigation safety early warning method considering river channel geological disasters as described above, and the system includes:

[0033] A user interaction interface for obtaining geological disaster points and the current water level value;

[0034] A data matching unit, including a real-time ship database and a geological disaster database, is configured to traverse the real-time ship database based on geological disaster points to obtain the ship widths and corresponding ship positioning coordinates of ships in the waters affected by the geological disaster points, and traverse the geological disaster database based on the geological disaster points and the current water level value to obtain the position coordinates of the geological disaster points and the surge prediction parameters corresponding to the current water level;

[0035] A surge risk judgment unit is configured to calculate the distance between the position coordinates of the geological disaster point and the ship positioning coordinates, determine the surge height at the ship based on the distance and the surge prediction parameters, and determine the roll angle of the ship according to the surge height at the ship and the ship width;

[0036] A ship safety warning unit is configured to conduct ship navigation safety warning based on the roll angle of the ship.

[0037] Preferably, conducting ship navigation safety warning includes generating and outputting warning information, and the warning information includes ship name, distance, surge height, roll angle, and degree of influence.

[0038] Preferably, conducting ship navigation safety warning further includes outputting a visualized prediction map of the ship safety influence degree, in which the positions of the geological disaster points and the real-time positions of each ship and the warning information are intuitively displayed.

[0039] Preferably, it further includes:

[0040] An emergency plan generation unit is configured to automatically retrieve the emergency disposal plan corresponding to the geological disaster point according to the priority, and the emergency disposal plan includes a recommended evasion route, a communication contact list, and an emergency material list.

[0041] The present invention discloses a navigation safety warning method and system considering river geological disasters. Compared with the prior art, the beneficial effects include:

[0042] (1) By obtaining the position coordinates of the geological disaster points and the surge prediction parameters corresponding to the current water level, and combining with the actual ship positioning coordinates, accurate analysis of the influence of ships by surges under actual navigation conditions is achieved; at the same time, the influence of different ship types (characterized by ship width) is considered, making the research results more targeted and practical;

[0043] (2) By accurately calculating the distance between the geological disaster point and the ship, and combining with the surge prediction parameters, accurate prediction of the surge height at the ship is achieved, improving the accuracy of the warning information. Further, the roll angle of the ship is calculated according to the surge height and the ship width, providing a direct quantitative index for evaluating the ship's stability and shock resistance, and establishing a navigation safety warning system based on the roll angle, clarifying the warning levels under different influence degrees, and providing a basis for the implementation of evasion measures;

[0044] (3) Simplifies the processing flow of early warning information, directly conducts early warning based on the calculation results, reduces the intermediate links of information transmission, and improves the timeliness of early warning information.

[0045] In summary, the present invention not only theoretically improves the quantitative analysis method and evaluation system for the impact of landslide-induced surges on ship navigation safety, but also improves the accuracy and timeliness of early warning information in actual operation, providing strong support for the improvement of waterway safety management level.

[0046] In addition, through accurate and timely early warning, the present application can effectively reduce or avoid ship accidents caused by landslide-induced surges, ensure waterway safety, and thus provide a new and effective tool for waterway safety management, helping to improve the response capabilities of relevant management departments to geological disasters and their secondary disasters.

[0047] Other features and advantages of the present invention will be described in the following specification, and part of them will be obvious from the specification or understood by implementing the present invention. The objectives and other advantages of the present invention can be achieved and obtained through the structures specifically pointed out in the written specification, claims, and drawings.

[0048] The technical solutions of the present invention will be further described in detail below through the drawings and embodiments. Description of the Drawings

[0049] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or in the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0050] Figure 1 It is a flow chart of the navigation safety early warning method considering river geological disasters of the present invention;

[0051] Figure 2 It is a schematic diagram of the ship roll during ship navigation of the present invention;

[0052] Figure 3 It is a development framework diagram of the prediction program for the disaster-causing impact of surges on real-time navigation ships of the present invention;

[0053] Figure 4 It is the execution logic and flow chart of the prediction program for the disaster-causing impact of surges on real-time navigation ships of the present invention;

[0054] Figure 5 It is a schematic diagram of the prediction of the impact degree of waterway ships on safety of the present invention. Detailed Embodiments

[0055] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0056] Many specific details are set forth in the following description in order to provide a thorough understanding of the present invention, but the present invention may be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the connotation of the present invention. Therefore, the present invention is not limited by the specific embodiments disclosed below.

[0057] The embodiments of the present invention disclose a navigation safety early warning method and system considering river channel geological disasters, mainly designing a prediction framework for ship navigation safety risk early warning and prediction. The specific design idea is as follows: when the geological disaster department issues a risk of instability and damage of geological disasters, all ship information in the affected waterway is extracted in real time (specifically including information such as ship name, ship type, and position in the waterway), and at the same time, the surge data of the geological disaster is extracted and input into the established prediction model to quantitatively measure the disaster-causing intensity of the geological disaster on each ship; then, the safety risk areas of the ship's waterway are clearly divided, and an emergency treatment technical plan for targeted navigation safety risk early warning of the waterway is proposed.

[0058] Embodiment 1

[0059] In this embodiment, the steps of the navigation safety early warning method are as Figure 1 , specifically including,

[0060] S1. Obtain the position coordinates of the geological disaster point and the predicted parameters of the surge corresponding to the current water level;

[0061] S2. Determine the ship width and the corresponding ship positioning coordinates of the ships in the water area affected by the geological disaster point;

[0062] S3. Calculate the distance between the two based on the position coordinates of the geological disaster point and the ship positioning coordinates, and determine the surge height at the ship based on the distance and the predicted surge parameters;

[0063] S4. Determine the roll angle of the ship according to the surge height at the ship and the ship width, and conduct navigation safety early warning for the ship based on the roll angle of the ship.

[0064] After the geological disaster is damaged and impacts into the water to form a surge, the surge propagates upstream and downstream in the waterway and affects the safety of the ships in the waterway. According to the spatial position relationship between the ship and the disaster point, this application establishes a prediction model for the degree of disaster-causing impact of the surge on real-time sailing ships.

[0065] In one embodiment,

[0066] In step S3, the specific positional relationship is determined by extracting the longitude and latitude positioning coordinates of the ship and the longitude and latitude position coordinates of the disaster point The distance between the two is calculated according to the following formula:

[0067]

[0068] d = R·c

[0069] In the formula, Δλ = λ s - λ b , represents the ship positioning coordinates, represents the disaster point position coordinates, a and c represent intermediate variables, and R is the radius of the earth, usually taking the average value R = 6371 km.

[0070] Furthermore, the surge height at the ship is determined in combination with the surge prediction parameters; based on the relative distance d between the ship and the disaster body and the surge prediction parameters, the prediction model of the surge height H at the ship provided by this application is:

[0071]

[0072] In the formula, H represents the propagation wave height at the ship in the river channel, d represents the distance between the geological disaster point position coordinates and the ship positioning coordinates, H max is the maximum first wave height of the landslide, and h is the maximum water depth at the landslide entry point into the river;

[0073] As a preferred implementation scheme, the surge prediction parameters are obtained by predicting through constructing a prediction model of the propagation wave along the geological disaster area.

[0074] Furthermore, in this embodiment, the surge warning risk of the waterway section is divided into 5 warning areas, namely:

[0075] When the surge is greater than 2.0 m, it is the red warning area of the waterway; when the surge is between 1.5 and 2.0 m, it is the orange warning area of the waterway; when the surge is between 1.0 and 1.5 m, it is the yellow warning area of the waterway; when the surge is between 0.5 and 1.0 m, it is the green warning area of the waterway; when the surge height is less than 0.5 m, it is the blue warning area of the waterway. For details, refer to Table 1:

[0076] Table 1

[0077] Swell height (m) >2 > 1.5 and ≤ 2 > 1 and ≤ 1.5 > 0.5 and ≤ 1 ≤0.5 Swell hazard Extremely high hazard area High hazard area Moderate hazard area Low hazard area Extremely low hazard area Color Red Orange Yellow Green Blue

[0078] In one embodiment,

[0079] In step S4, the roll angle of the ship is determined according to the surge height at the ship and the ship width;

[0080] During actual navigation, the main physical damage forms that a ship may suffer due to encountering swells include: rolling, pitching, heaving, and deck wetness. Since rolling is the most likely to occur and has the largest swing amplitude during ship navigation, at small angles of roll, the restoring moment of the ship is positively correlated with the roll angle. At small angles, the ship can quickly return to its original upright position, demonstrating good initial stability. However, the stability of the ship gradually weakens as the roll angle increases. After the ship reaches a certain critical roll angle (referred to as the stability limit angle), if it continues to tilt, the restoring moment will become smaller or even disappear, resulting in the ship losing its restoring force and being unable to return to its original position.

[0081] Therefore, this application selects the capsizing of the ship caused by rolling as the main physical damage form of the landslide swell to the ship. The main factors affecting the rolling motion of the ship include the initial stability of the ship, the main elements of the ship, and the hull shape, etc. The main parameters of the rolling motion of the ship in waves include the rolling period and the rolling amplitude (roll angle). Among them, the rolling period is mainly used to avoid the resonance area. Since the period when the ship encounters a landslide swell is short, the rolling period is not considered and only the roll angle is considered.

[0082] In this embodiment, the schematic diagram for calculating the roll angle is as Figure 2 ,

[0083] Considering the principle of the most dangerous estimate, first assume that when the ship encounters a landslide swell, the length of the ship is parallel to the wave propagation direction and rotates around the side of the ship away from the swell. Secondly, it is considered that the maximum roll angle is reached when the first wave train propagates to the position of the ship. At this time, the water level on one side of the ship is the still water level, and the water level on the other side depends on the maximum wave crest at this position. Then the roll angle is the arctangent value of the maximum wave height H and the ship width b, that is:

[0084] θ = arctan(H / b)

[0085] In the formula, H represents the height of the propagating wave at the position of the ship in the river channel, b represents the ship width, and θ represents the roll angle of the ship.

[0086] Furthermore, this embodiment conducts a ship navigation safety warning based on the roll angle of the ship, including:

[0087] When the roll angle is greater than 15°, it is a serious impact, and a red warning is issued;

[0088] When the roll angle is greater than 10 and less than or equal to 15, it is a high impact, and an orange warning is issued;

[0089] When the roll angle is greater than 5 and less than or equal to 10, it is a medium impact, and a yellow warning is issued;

[0090] When the roll angle is less than or equal to 5, it is a low impact, and a green warning is issued.

[0091] Refer specifically to Table 2;

[0092] Table 2

[0093] Roll angle (°) >15 > 10 and ≤ 15 > 5 and ≤ 10 ≤5 Degree of impact on ship safety Seriously affect Highly affect Moderately affect Lowly affect Color Red Orange Yellow Green

[0094] In practical applications, the basic situation of the ships entering the port in the waterway to be monitored can be counted, and based on the roll angle calculation method, combined with the division of the dangerous area of the surging waves, the basis for dividing the degree of disaster-causing impact of the surging waves on the ships sailing in real time can be proposed.

[0095] Taking the Wushan section waterway as an example, the basic situation of the ships entering the port during the period from July 1 to August 1, 2024 was counted. It was found that the types of ships entering and leaving the port were diverse, and the distribution of ship sizes was relatively scattered: the number of ships with a width of 4 - 6 meters was much higher than that of ships in other width ranges, reaching 696; the number of ships with a width range of 2 - 4 meters, 10 - 12 meters, 14 - 16 meters, 16 - 18 meters, and 18 - 20 meters all exceeded 150. At this time, the basis for dividing the degree of disaster-causing impact of the surging waves on the ships sailing in real time refers to Table 3;

[0096] Table 3

[0097]

[0098]

[0099] Example 2

[0100] When conducting ship navigation safety early warning based on the ship roll angle, combine with the geological disaster early warning level; that is, for the geological disaster monitoring and early warning of different levels of danger situations, first state its danger level, and secondly state its early warning classification, such as Level I red early warning and Level I orange early warning.

[0101] In this example, the geological disaster early warning level is divided based on the development stage, deformation speed, occurrence probability, and possible occurrence time of the deformation and failure of the geological disaster point, including:

[0102] Alarm level (red early warning): The deformation of the geological disaster hidden danger point enters the accelerating stage, and various short-term precursory characteristics of impending landslides are significant. The probability of large-scale collapses, landslides, and bank collapses occurring within a few hours or a few days is very high (implement impending landslide prediction).

[0103] Warning level (orange early warning): The deformation of the geological disaster hidden danger point enters the middle and late stages of the accelerating stage, with certain macroscopic precursory characteristics. The probability of large-scale collapses, landslides, and bank collapses occurring within a few days or a few weeks is high (implement short-term prediction).

[0104] Warning level (yellow warning): The deformation of the geological disaster hidden danger point enters the initial stage of the acceleration stage, with obvious deformation characteristics. The probability of large-scale collapses, landslides and bank collapses occurring within several months or within one year is relatively high (medium-term forecast is implemented).

[0105] Attention level (blue warning): The geological disaster hidden danger point enters the uniform deformation stage, with signs of deformation. The possibility of collapses, landslides and bank collapses occurring within one year is low (long-term forecast is implemented).

[0106] In this application, the correspondence between the navigation safety response mechanism and the geological disaster warning information is a one-to-one correspondence between the four-color warnings of red, orange, yellow and blue and the navigation safety response. The corresponding hierarchical response action table is shown in Table 4;

[0107] Table 4

[0108] Geological disaster warning level Red Orange Yellow Blue Navigation safety response level Level I Level II Level III Level IV

[0109] To further optimize the above technical solution, this embodiment further provides a deformation monitoring scheme for geological disaster points, including:

[0110] High-precision displacement sensors are arranged at the key parts of the dangerous rock mass to monitor the displacement changes of wall cracks and ground cracks in real time;

[0111] The inclination angle change of the dangerous rock mass is monitored in real time through an inclination sensor;

[0112] Environmental sensors are used to monitor environmental factors such as rainfall, groundwater level, and temperature;

[0113] The multi-source monitoring data is input into the comprehensive prediction model. Through the fusion and analysis of multi-source data, the accurate assessment and early warning of the stability state of the dangerous rock mass are realized. This method can eliminate the limitations of a single data source and improve the accuracy and reliability of early warning.

[0114] The early warning model of this application adopts a dynamic threshold adjustment mechanism, which dynamically adjusts the early warning threshold according to the historical monitoring data of the dangerous rock mass and the current environmental conditions. For example, under strong rainfall conditions, the model will automatically lower the early warning thresholds of displacement and inclination angle to cope with the potential impact of environmental factors on the stability of the dangerous rock mass.

[0115] In some embodiments, the threshold setting of the comprehensive prediction model refers to Table 5;

[0116] Table 5

[0117]

[0118]

[0119] Further, in a preferred embodiment, to reduce the false alarm rate of geological disaster points, a verification mechanism is further designed, that is, to view the alarm information:

[0120] If the alarm information comes from a single monitoring source warning, and the data reliability indicated in the information is lower than 10%, a hierarchical downgrading response is implemented: the yellow / blue warning triggers the fourth-level Tonghai safety response mechanism, and the red / orange warning activates the third-level maritime safety response mechanism;

[0121] If the warning reliability ≥ 30%, then downgrade one level of response: the yellow / blue warning triggers the fourth-level navigation safety response mechanism, the orange third-level response, and the red second-level response;

[0122] If the alarm information is a multi-source composite alarm, if four types of triggering conditions are set in the information (≥ 3 device alarms, double alarms at adjacent monitoring points, superposition of device and meteorological warnings, coordination of professional monitoring and mass prevention warnings), then maintain the corresponding relationship between the original geological disaster warning level and the navigation safety response, that is, the red, orange, yellow, and blue warnings are accurately mapped to the four-level maritime response.

[0123] The present invention not only considers the direct impact of surges on ships, but also combines the geological disaster warning level to achieve a comprehensive assessment of the channel risk. Through the clear warning level division, it provides an intuitive and easy-to-understand decision-making basis for maritime agencies and enhances the practicability of the warning system.

[0124] Embodiment III

[0125] This embodiment discloses a navigation safety warning system considering river channel geological disasters, which corresponds to the above navigation safety warning method considering river channel geological disasters.

[0126] In one embodiment, the warning system is developed based on the computer Python language (Python 3.12), and the development framework of the program is as Figure 3 shown, and the execution logic and process are as Figure 4 shown;

[0127] The specific operation idea includes:

[0128] User interaction interface, which is used for operators to select the name of a specific geological disaster point (such as "Gongjiafang to Dulong dangerous rock zone") and input the current water level value of the Three Gorges Reservoir. These two parameters will be used as the benchmark conditions for all subsequent calculations.

[0129] Data matching unit, including a real-time ship database, a geological disaster database,

[0130] Traverse the real-time ship database based on the geological disaster points input by the user to obtain the ship widths and corresponding ship positioning coordinates of the ships in the waters affected by the geological disaster points, and traverse the geological disaster database based on the geological disaster points and the current water level value to obtain the location coordinates of the geological disaster points and the surge prediction parameters corresponding to the current water level;

[0131] As an optimal solution, the data matching unit further includes a management file library for providing an index of associated emergency plan documents based on the geological disaster points input by the user;

[0132] The surge risk judgment unit is used to calculate the distance between the geological disaster point location coordinates and the ship positioning coordinates, determine the surge height at the ship based on the distance and the surge prediction parameters, and determine the ship roll angle according to the surge height at the ship and the ship width;

[0133] In this embodiment, the ship positions, geological disaster point coordinates, and surge data are subjected to spatial overlay analysis, and the expected wave height at the location is calculated for each ship using the surge height prediction formula. Subsequently, referring to Table 1, the warning area where each ship is located is automatically judged. Then, the measured width of each ship and the surge height data at the corresponding position are substituted into the roll angle calculation formula, and through model operation, the left and right rocking angle values that the ship may generate under the influence of the predicted wave height are obtained. This value directly reflects the degree of safety impact of the surge on the ship, that is, the ship's wave resistance ability.

[0134] The ship safety warning unit is used to conduct ship navigation safety warnings based on the ship roll angle.

[0135] This unit conducts ship navigation safety warnings including generating and outputting warning information and saving it to the result file. The warning information includes the ship name, distance, surge height, roll angle, and impact degree.

[0136] At the same time, in order to visually display the impact of the surge on the ship, the impact degree of the surge on the ship is further divided into four categories of corresponding colors: red, orange, yellow, and green, namely "severe impact" (red), "high impact" (orange), "moderate impact" (yellow), and "low impact" (green).

[0137] Furthermore, warning the ship navigation safety also includes outputting a visual prediction map of the ship safety impact degree to intuitively display the location of the geological disaster points and the real-time positions and warning information of each ship. As Figure 5 shown, the red star points are the geological disaster points, and the red, orange, yellow, and green points show the ship positions and the ship safety impact degrees are severe, high, moderate, and low impacts respectively. After zooming in and clicking with the mouse, the ship name, the distance from the geological disaster point, the wave height at the ship, and the roll angle and other basic situations of the ship can be displayed.

[0138] In an optimal solution, the system further includes:

[0139] An emergency plan generation unit is used to automatically retrieve the emergency response plans for corresponding geological disaster points according to the priority. The emergency response plans include recommended evacuation routes, communication contact lists, and emergency supply lists, and finally form a complete ship evacuation guidance report.

[0140] In some embodiments, the "point-to-point" warning function of the on-board Beidou intelligent terminal is further developed, and an electronic fence is set in the waters affected by geological disasters to achieve "point-to-point" reminders of safety information for ships. That is, after knowing the degree of influence of each ship by surges through the prediction program, warning information is sent to the ships by using relevant methods such as the AIS system and the VHF system.

[0141] In this embodiment, the warning system can not only organically integrate the key information of geological disasters, the surge database, and the "one point, one policy" management documents, but also dynamically output the degree of threat to ships by surges in the waters affected by geological disasters, and achieve accurate retrieval of relevant emergency management measure documents. Through the real-time analysis and warning functions of the system, the management decision-making ability of geological disasters on ship navigation safety can be effectively improved, providing technical support for ship navigation safety.

[0142] In this specification, the various embodiments are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts among the various embodiments can be referred to each other. For the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple, and the relevant parts can be referred to the description of the method part.

[0143] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown herein, but will be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A navigation safety warning method considering river geological disasters, characterized in that obtain the position coordinates of geological disaster points and the predicted surge parameters corresponding to the current water level; determine the ship width and the corresponding ship positioning coordinates of ships in the waters affected by geological disaster points; calculate the distance between the geological disaster point position coordinates and the ship positioning coordinates, and determine the surge height at the ship based on the distance and the predicted surge parameters; determine the ship roll angle according to the surge height at the ship and the ship width, and perform navigation safety warning for the ship based on the ship roll angle.

2. The navigation safety warning method according to claim 1, wherein When calculating the distance between the geological disaster point position coordinates and the ship positioning coordinates, the calculation formula is: d = R·c Wherein, Δλ = λ s - λ b , represents the ship positioning coordinates, represents the coordinates of the disaster point, a and c represent intermediate variables, and R represents the radius of the earth.

3. The navigation safety warning method according to claim 1, wherein The surge prediction parameters include: the maximum initial wave height H of the landslide max and the maximum water depth h at the point where the landslide enters the river; Determining the surge height at the ship based on the distance and the predicted surge parameters includes: In the formula, H represents the wave height of the ship in the river channel, and d represents the distance between the geological disaster point position coordinates and the ship positioning coordinates.

4. The navigation safety warning method according to claim 1, characterized in that Determining the ship roll angle according to the surge height at the ship and the ship width, the calculation formula is: θ = arctan(H / b) In the formula, H represents the wave height of the ship in the river channel, b represents the ship width, and θ represents the ship roll angle.

5. The navigation safety warning method according to claim 1, wherein Performing navigation safety warning for the ship based on the ship roll angle includes: When the roll angle is greater than 15°, it is a serious impact, and a red warning is issued; When the roll angle is greater than 10 and less than or equal to 15, it is a high impact, and an orange warning is issued; When the roll angle is greater than 5 and less than or equal to 10, it is a medium impact, and a yellow warning is issued; When the roll angle is less than or equal to 5, it is a low impact, and a green warning is issued.

6. The navigation safety warning method according to claim 5, wherein When performing navigation safety warning for the ship based on the ship roll angle, combine the geological disaster warning level; The geological disaster warning level is divided based on the development stage, deformation speed, occurrence probability, and possible occurrence time of the deformation and failure of the geological disaster point.

7. A navigation safety early warning system considering river geological disasters, characterized in that, Applying the navigation safety warning method considering river geological disasters according to any one of claims 1-6, the system includes: a user interface for obtaining geological disaster points and the current water level value; a data matching unit, including a real-time ship database and a geological disaster database, for traversing the real-time ship database based on the geological disaster point to obtain the ship width and the corresponding ship positioning coordinates of ships in the waters affected by the geological disaster point, and traversing the geological disaster database based on the geological disaster point and the current water level value to obtain the geological disaster point position coordinates and the predicted surge parameters corresponding to the current water level; a surge risk judgment unit for calculating the distance between the geological disaster point position coordinates and the ship positioning coordinates, determining the surge height at the ship based on the distance and the predicted surge parameters, and determining the ship roll angle according to the surge height at the ship and the ship width; a ship safety warning unit for performing navigation safety warning for the ship based on the ship roll angle.

8. The navigation safety warning system according to claim 7, characterized in that, Performing navigation safety warning for the ship includes generating and outputting warning information, and the warning information includes the ship name, distance, surge height, roll angle, and impact degree.

9. The navigation safety warning system according to claim 8, wherein, Performing navigation safety warning for the ship also includes outputting a visualized prediction map of the ship safety impact degree, in which the position of the geological disaster point and the real-time positions of each ship and the warning information are intuitively displayed.

10. The navigable safety warning system according to claim 7, characterized in that, It also includes: An emergency plan generation unit is used to automatically retrieve the emergency response plan for the corresponding geological disaster point according to the priority. The emergency response plan includes a recommended evacuation route, a communication contact list, and an emergency supplies list.

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