Early warning method and system for ship spacing in navigable tunnel and medium

Abstract

The invention discloses an early warning method and system for the distance between ships in a navigable tunnel and a medium. Relates to the technical field of ship safety spacing design. Matching a safety spacing calculation mechanism corresponding to the current ship according to the position of the current ship in the navigable tunnel and the ship type quantitative characteristics of the current ship; calling a safety distance calculation mechanism corresponding to each ship to obtain a calculated safety distance of each ship, and performing adjacent correction to obtain a safety distance; when the measurement distance between the adjacent ships exceeds the safety distance, an alarm prompt is given in time; according to the scheme, the method is improved on the basis of a traditional ship safety spacing design technology, and a safety spacing calculation mechanism corresponding to the current ship is matched according to the position of the current ship in the navigable tunnel and the ship type quantitative characteristics of the current ship based on the special environment of the navigable tunnel; and the safe spacing of the ships in the navigable tunnel is calculated by using a safe spacing calculation mechanism, so that technical support is provided for safe and efficient operation of the navigable tunnel.

Description

Technical Field

[0001] The present invention relates to the technical field of ship safety spacing design, and in particular to a ship spacing early warning method, system and medium in a navigation tunnel. Background Art

[0002] The development of domestic river transportation has created new opportunities for waterway construction. Many mountain rivers require high-dam channelization to overcome water level differences to achieve navigability. However, mountain rivers often have narrow cross-sections, requiring navigation through high mountains. This creates an urgent need for tunnel navigation. In some regions, the water level difference between upstream and downstream of hubs is significant, making first-line navigation facilities inadequate and necessitating the construction of second-line navigation facilities. However, the narrowness of existing hubs necessitates a "two-end lock + central tunnel" approach. Currently, there are few engineering precedents for high-dam tunnel navigation, both domestically and internationally, and no standards are readily available. Therefore, research on key technologies for high-dam tunnel navigation in mountainous rivers is both crucial and urgent.

[0003] Navigation tunnels are underground waterways excavated to allow canals to pass through mountains. They are characterized by low visibility, a small cross-sectional area, and limited free space. They typically operate in a single, generally straight, navigation path. Ships must navigate in a queue and are prohibited from overtaking. A rear-end collision within a navigation tunnel would severely impact navigation safety and efficiency, resulting in minor traffic congestion and, in severe cases, ship destruction and tunnel collapse. Therefore, properly determining safe spacing between ships within a navigation tunnel is crucial.

[0004] Traditional research on safe spacing of ships mainly focuses on navigable waters on the ground. However, the environment of navigable waters on the ground is quite different from that of navigable tunnels, and cannot be applied to the safe navigation and management of ships in navigable tunnels. Therefore, it is urgent to study the safe spacing of ships in navigable tunnels. Summary of the Invention

[0005] The technical problem to be solved by the present invention is that traditional research on safe distances of ships mainly focuses on navigable waters on the ground, but the environment of navigable waters on the ground is quite different from that of navigable tunnels and cannot be applied to the safe navigation and management of ships in navigable tunnels. The purpose of the present invention is to provide a method, system and medium for warning of ship distances in navigable tunnels, to improve the method on the basis of traditional ship safe distance technology, based on the special environment of navigable tunnels, according to the current position of the ship in the navigable tunnel and the quantitative characteristics of the current ship's ship type, to match the current ship's corresponding safe distance calculation mechanism, and use the safe distance calculation mechanism to calculate the safe distance of each ship in the navigable tunnel, to provide technical support for the safe and efficient operation of the navigable tunnel.

[0006] The present invention is achieved through the following technical solutions: This solution provides a method for early warning of ship spacing in a navigation tunnel, which is characterized by comprising: Collecting navigation status data of each ship and preprocessing the navigation status data; the preprocessing includes determining the location and quantitative characteristics of the ship based on the navigation status data; Calculation mechanism determination is performed based on pre-processed navigation status data: a safety distance calculation mechanism corresponding to the current ship is matched according to the current position of the ship in the navigation tunnel and the quantitative characteristics of the current ship's ship type; a safety distance calculation mechanism that considers the influence of bow solitary waves and the tunnel environment is matched for ships at the entrance and exit sections and ships with obvious quantitative characteristics of the ship type; Retrieve the safety distance calculation mechanism corresponding to each ship, input the navigation status data into the safety distance calculation mechanism to obtain the calculated safety distance of each ship, and perform adjacent correction on the calculated safety distance to obtain the safety distance; Determine whether the measured distance between adjacent ships exceeds the safe distance, and issue an alarm when the measured distance exceeds the safe distance.

[0007] Working principle of this scheme: Traditional research on ship safety spacing mainly focuses on navigable waters on the ground. However, the environment of navigable waters on the ground is quite different from that of navigable tunnels and cannot be applied to the safe navigation and management of ships in navigable tunnels. Therefore, it is urgent to study the ship safety spacing in navigable tunnels. This scheme provides a ship spacing early warning method in navigable tunnels. It improves the method based on the traditional ship safety spacing technology. Based on the special environment of navigable tunnels, according to the current position of the ship in the navigable tunnel and the quantitative characteristics of the current ship's ship type, a safety spacing calculation mechanism corresponding to the current ship is matched. The safety spacing calculation mechanism is used to calculate the safety spacing of each ship in the navigable tunnel, providing technical support for the safe and efficient operation of the navigable tunnel.

[0008] In view of the special environment of navigation tunnels, this solution provides a new technical concept: according to the current position of the ship in the navigation tunnel and the quantitative characteristics of the current ship type, the corresponding safety distance calculation mechanism of the current ship is matched to realize the dynamic calculation of the safety distance between ships in the navigation tunnel; at the same time, different safety distance calculation mechanisms are designed for different situations to realize the differentiated calculation of the safety distance between ships in the navigation tunnel.

[0009] A further optimization scheme is that the navigation status data of each ship is collected and pre-processed, including the following method: The navigation tunnel is divided into three sections: the entrance section is from the L position before the navigation tunnel entrance to the L position after the navigation tunnel entrance; the exit section is from the L position before the navigation tunnel exit to the L position after the navigation tunnel exit; and the section between the exit section and the entrance section is the middle section; the current section of the ship in the navigation tunnel is determined based on the navigation status data; Calculate the current ship's quantitative characteristics K based on the navigation status data: ; Where p represents the ship's draft; Fr represents the Froude number; A represents the first fitting coefficient; B represents the second fitting coefficient; W represents the ship's width; and h represents the water depth.

[0010] A further optimization scheme is that the computational mechanism determination based on the pre-processed navigation status data includes the following method: Assume condition a: the ship is currently in the entrance section of the navigation tunnel; Setting condition b: The current ship is at the exit section of the navigation tunnel; Setting condition c: the current ship's ship type quantitative feature K ≥ ship type quantitative threshold Ke; If at least one of the conditions a, b, and c is met, the current ship is determined to match the first safety distance calculation mechanism; otherwise, the current ship is determined to match the second safety distance calculation mechanism; The first safety distance calculation mechanism takes into account the influence of bow solitary waves and the influence of the tunnel environment.

[0011] A further optimization solution is that the first safety distance calculation mechanism includes: Estimate the first sailing resistance of the ship; A first ship spacing model is constructed based on the first navigation resistance; the first ship spacing model includes: ; Where D represents the safety distance; D0 represents the safety margin that should be maintained after the braking of the two ships to ensure the safety of the ships; D 10 represents the reaction distance of the rear ship; D1 represents the braking distance of the rear ship; D2 represents the braking distance of the front ship; V2 represents the speed of the front ship when braking; g represents the acceleration of gravity; Z 12 Indicates the first sailing resistance of the leading ship; Z 11 represents the first sailing resistance of the rear ship; K2 represents the quantitative characteristics of the leading ship; Q2 represents the displacement of the leading ship; t1 represents the reaction time of the rear ship; V1 represents the speed of the rear ship when it receives the braking information from the leading ship; V 10 represents the speed of the rear ship when it stops; t0 represents the time when the front and rear ships are affected by the bow solitary wave; M represents the total mass of the rear ship; t 10represents the back-boat reaction time, which includes the visual oscillation time; The navigation status data is input into the first ship spacing model to obtain the calculated safe spacing of each ship.

[0012] A further optimization solution is to estimate the first sailing resistance Z of ship i according to the following formula: 1i : ; R= ; Among them, L a W represents the wetted surface area of the hull of ship i; i represents the width of ship i; C i represents the square coefficient of ship i; Indicates the resistance coefficient with respect to the water depth and draft ratio; V i represents the speed of ship i; p i represents the draft of ship i; represents the bow solitary wave resistance coefficient; β represents the bow solitary wave surface height; h represents the water depth; The coefficient representing the ratio of channel width to ship width; T represents channel width.

[0013] A further optimization solution is that the second safety distance calculation mechanism includes: Estimate the second sailing resistance of the ship; A second ship spacing model is constructed based on the second navigation resistance; the second ship spacing model includes: ; F l = ; F f = ; Where D represents the safety distance; D0 represents the safety margin that should be maintained after the two ships have finished braking to ensure the safety of the ships; D1 represents the braking distance of the rear ship; D2 represents the braking distance of the leading ship; V2 represents the speed of the leading ship when braking; g represents the acceleration of gravity; Z2 represents the second sailing resistance of the leading ship; K2 represents the quantitative characteristics of the leading ship; Q2 represents the displacement of the leading ship; t1 represents the reaction time of the rear ship; V1 represents the speed of the rear ship when receiving the braking information from the leading ship; V 10 represents the speed of the rear ship when it stops; C represents the time constant for the ship's speed to be halved; V represents speed; t represents time; t0 represents the time during which the wind load and flow load act on the front and rear ships; M represents the total mass of the rear ship; F l Indicates the flow load on the leading and trailing ships, i.e. the load caused by the ambient water flow; F f represents the wind load on the leading and trailing ships; ρ 空represents the air density; Y represents the total wind-exposed area of the front and rear ships; f x represents the lateral wind damping coefficient; f y represents the longitudinal wind damping coefficient; L1 represents the waterplane length of the rear ship; L2 represents the waterplane length of the front ship; p1 represents the draft of the rear ship; p2 represents the draft of the front ship; W1 represents the width of the rear ship; W2 represents the width of the front ship; V 水 represents the flow rate of water; u represents the kinematic viscosity coefficient of water; V f represents wind speed; X represents wind pressure unevenness coefficient; X is determined by tunnel length, tunnel width, total number of ships in the tunnel and average speed of ships in the tunnel; The navigation status data is input into the second ship spacing model to obtain the calculated safe spacing of each ship.

[0014] A further optimization scheme is that the estimation of the second sailing resistance of the ship includes a method of estimating the second sailing resistance Z of the ship i according to the following formula: 2i : ; Among them, L a W represents the wetted surface area of the hull of ship i; i represents the width of ship i; C i represents the square coefficient of ship i; Indicates the resistance coefficient with respect to the water depth and draft ratio; V i represents the speed of ship i; p i represents the draft of ship i; The coefficient representing the ratio of channel width to ship width; T represents channel width.

[0015] A further optimization scheme is to obtain the safety distance after performing adjacent correction on the calculated safety distance, including the following method: Obtain the calculated safe distance between each ship; Compare the sizes of two adjacent calculated safety distances and replace the smaller calculated safety distance with the larger one.

[0016] This solution also provides a ship spacing warning system in a navigation tunnel, which is used to implement the above-mentioned ship spacing warning method in a navigation tunnel. The system includes: The acquisition module is used to collect the navigation status data of each ship and pre-process the navigation status data; the pre-processing includes determining the location and quantitative characteristics of the ship based on the navigation status data; The judgment module is used to make a calculation mechanism judgment based on the pre-processed navigation status data: according to the current position of the ship in the navigation tunnel and the quantitative characteristics of the current ship's ship type, a safety distance calculation mechanism corresponding to the current ship is matched; for ships at the entrance and exit sections and with obvious quantitative characteristics of the ship type, a safety distance calculation mechanism that considers the influence of bow solitary waves and the influence of the tunnel environment is matched; The calculation module is used to call the safety distance calculation mechanism corresponding to each ship, input the navigation status data into the safety distance calculation mechanism to obtain the calculated safety distance of each ship, and perform adjacent correction on the calculated safety distance to obtain the safety distance; The early warning module is used to determine whether the measured distance between adjacent ships exceeds the safe distance, and to issue an alarm when the measured distance exceeds the safe distance.

[0017] The present solution also provides a computer-readable medium having a computer program stored thereon, and the computer program is executed by a processor to implement the above-mentioned method for warning the distance between ships in a navigation tunnel.

[0018] Compared with the prior art, the present invention has the following advantages and beneficial effects: 1. The present invention provides a method, system, and medium for early warning of ship spacing in a navigation tunnel. This method improves upon traditional ship safety spacing technology. Based on the unique environment of navigation tunnels, this method matches a safety spacing calculation mechanism to the current ship based on its position in the tunnel and the quantitative characteristics of its current ship type. This safety spacing calculation mechanism is then used to calculate the safety spacing between ships in the navigation tunnel, providing technical support for the safe and efficient operation of navigation tunnels. 2. The present invention provides a method, system, and medium for early warning of ship spacing in a navigation tunnel. This provides a novel technical concept: It not only matches a safety spacing calculation mechanism corresponding to the current ship in the navigation tunnel based on its current position in the navigation tunnel and the quantitative characteristics of its current ship type, thus enabling dynamic calculation of the safety spacing between ships in the navigation tunnel, but also designs different safety spacing calculation mechanisms for different situations, thus enabling differentiated calculation of safety spacing between ships in the navigation tunnel. 3. The present invention provides a method, system, and medium for warning ship spacing in a navigable tunnel. The method divides ships in the navigable tunnel by setting conditions a, b, and c. Ships located at the entrance or exit of the navigable tunnel, or ships with distinct quantitative characteristics, are significantly affected by bow solitary waves and are matched with a first safety spacing calculation mechanism that considers the effects of bow solitary waves and the tunnel environment. Ships located in the middle section of the navigable tunnel or ships with less distinct quantitative characteristics are less affected by bow solitary waves and are matched with a second safety spacing calculation mechanism. This division of the safety spacing calculation mechanisms ensures the safety and efficiency of continuous navigation of ships in the navigable tunnel. 4. The present invention provides a method, system and medium for warning the distance between ships in a navigable tunnel; the first safety distance calculation mechanism takes into account the influence of the tunnel environment, reserves a safety distance for drivers to adapt to changes in the tunnel environment, and ensures the safety of continuous navigation of ships in the navigable tunnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the exemplary embodiments of the present invention, the following briefly introduces the drawings required for use in the examples. It should be understood that the following drawings only illustrate certain embodiments of the present invention and should not be considered as limiting the scope. A person of ordinary skill in the art can also derive other relevant drawings based on these drawings without inventive effort. In the drawings: Figure 1 This is a flow chart of the ship spacing warning method in a navigation tunnel; Figure 2 This is a structural diagram of the ship spacing warning system in the navigation tunnel. DETAILED DESCRIPTION

[0020] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with examples and drawings. The exemplary embodiments of the present invention and their descriptions are only used to explain the present invention and are not intended to limit the present invention.

[0021] Traditional research on safe spacing of ships mainly focuses on navigable waters on the ground. However, the environment of navigable waters on the ground is quite different from that of navigable tunnels, and cannot be applied to the safe navigation and management of ships in navigable tunnels. Therefore, it is urgent to study the safe spacing of ships in navigable tunnels. In view of this, this solution provides the following embodiments to solve the above technical problems.

[0022] Example 1: This example provides a method for warning the distance between ships in a navigation tunnel. Figure 1 Shown in, including: Step 1: Collecting navigation status data of each ship and preprocessing the navigation status data; the preprocessing includes determining the location and quantitative characteristics of the ship type based on the navigation status data; the navigation status data in this step includes data of the ship itself, the ship's navigation status data, and data of the navigation tunnel; The specific methods for preprocessing navigation status data include: The navigation tunnel is divided into three sections: the entrance section is from the L position before the navigation tunnel entrance to the L position after the navigation tunnel entrance; the exit section is from the L position before the navigation tunnel exit to the L position after the navigation tunnel exit; and the section between the exit section and the entrance section is the intermediate section; the section where the current ship is in the navigation tunnel is determined based on the navigation status data (specifically, the positioning data of the current ship is obtained, and the section where the current ship is in the navigation tunnel is determined based on the positioning data); Calculate the current ship's quantitative characteristics K based on the navigation status data:

[0023] Where p represents the ship's draft; Fr represents the Froude number; A represents the first fitting coefficient; B represents the second fitting coefficient; W represents the ship's width; and h represents the water depth.

[0024] Step 2: Calculation mechanism determination based on pre-processed navigation status data: According to the current position of the ship in the navigation tunnel and the quantitative characteristics of the current ship's ship type, the corresponding safety distance calculation mechanism is matched. For ships at the entrance and exit sections and with obvious quantitative characteristics of the ship type, a safety distance calculation mechanism that considers the influence of bow solitary waves and the tunnel environment is matched; This step specifically includes the following methods: Assume condition a: the ship is currently in the entrance section of the navigation tunnel; Setting condition b: The current ship is at the exit section of the navigation tunnel; Setting condition c: the current ship's ship type quantitative feature K ≥ ship type quantitative threshold Ke; If at least one of the setting conditions a, b, and c is met, the current ship is determined to match the first safety distance calculation mechanism; otherwise, the current ship is determined to match the second safety distance calculation mechanism; the first safety distance calculation mechanism takes into account the influence of bow solitary waves and the influence of the tunnel environment.

[0025] The first safety distance calculation mechanism includes: S11, estimate the first sailing resistance of the ship; estimate the first sailing resistance Z of ship i according to the following formula 1i : ; R =

[0026] Among them, L a W represents the wetted surface area of the hull of ship i; i represents the width of ship i; C i represents the square coefficient of ship i; Indicates the resistance coefficient with respect to the water depth and draft ratio; V irepresents the speed of ship i; p i represents the draft of ship i; represents the bow solitary wave resistance coefficient; β represents the bow solitary wave surface height; h represents the water depth; The coefficient representing the ratio of channel width to ship width; T represents channel width.

[0027] S12: Construct a first ship spacing model based on the first navigation resistance; the first ship spacing model includes: ; Where D represents the safety distance; D0 represents the safety margin that should be maintained after the braking of the two ships to ensure the safety of the ships; D 10 represents the reaction distance of the rear ship; D1 represents the braking distance of the rear ship; D2 represents the braking distance of the front ship; V2 represents the speed of the front ship when braking; g represents the acceleration of gravity; Z 12 Indicates the first sailing resistance of the leading ship; Z 11 represents the first sailing resistance of the rear ship; K2 represents the quantitative characteristics of the leading ship; Q2 represents the displacement of the leading ship; t1 represents the reaction time of the rear ship; V1 represents the speed of the rear ship when it receives the braking information from the leading ship; V 10 represents the speed of the rear ship when it stops; t0 represents the time when the front and rear ships are affected by the bow solitary wave; M represents the total mass of the rear ship; t 10 represents the back-boat reaction time, which includes the visual oscillation time; S13, inputting the navigation status data into the first ship spacing model to obtain the calculated safe spacing of each ship.

[0028] The second safety distance calculation mechanism includes: S21, estimate the second sailing resistance of the ship; specifically, estimate the second sailing resistance Z of ship i according to the following formula: 2i :

[0029] Among them, L a W represents the wetted surface area of the hull of ship i; i represents the width of ship i; C i represents the square coefficient of ship i; Indicates the resistance coefficient with respect to the water depth and draft ratio; V i represents the speed of ship i; p i represents the draft of ship i; The coefficient representing the ratio of channel width to ship width; T represents channel width.

[0030] A navigable tunnel is a special type of restricted waterway with a small and regular cross-sectional modulus. Backflow will be generated around the hull during navigation, increasing the ship's navigation resistance. The above-mentioned second navigation resistance can be obtained based on the ship resistance estimation method when the ship is navigating in a restricted waterway.

[0031] S22: Construct a second ship spacing model based on the second navigation resistance; the second ship spacing model includes: ; F l = ; F f = ; Where D represents the safety distance; D0 represents the safety margin that should be maintained after the braking of the two ships to ensure the safety of the ships, which is expressed by the acceleration distance formula. It represents the acceleration of the ship caused by the current load and wind load on the ship; D1 represents the braking distance of the rear ship, which is expressed by the captain Topley's empirical formula, D1 = 0.024CV 10 D2 represents the braking distance of the preceding ship. A ship speed-time curve is drawn based on the ship speed during the preceding ship's braking process. The graph shows the time from the start of braking at t=0 to the end of braking at t=t s The braking distance of the leading ship is obtained by performing calculus integration on the curve graph; V2 represents the speed of the leading ship when braking; g represents the acceleration of gravity; Z2 represents the second sailing resistance of the leading ship; K2 represents the quantitative characteristics of the leading ship's ship type; Q2 represents the displacement of the leading ship; t1 represents the reaction time of the following ship; V1 represents the speed of the following ship when it receives the braking information from the leading ship; V 10 represents the speed of the rear ship when it stops; C represents the time constant for the ship's speed to be halved; V represents speed; t represents time; t0 represents the time during which the wind load and flow load act on the front and rear ships; M represents the total mass of the rear ship; F l Indicates the flow load on the leading and trailing ships, i.e. the load caused by the ambient water flow; F f represents the wind load on the leading and trailing ships, i.e. the load caused by the ambient wind; ρ 空 represents the air density; Y represents the total wind-exposed area of the front and rear ships; f x represents the lateral wind damping coefficient; f y represents the longitudinal wind damping coefficient; L1 represents the waterplane length of the rear ship; L2 represents the waterplane length of the front ship; p1 represents the draft of the rear ship; p2 represents the draft of the front ship; W1 represents the width of the rear ship; W2 represents the width of the front ship; V 水 represents the flow rate of water; u represents the kinematic viscosity coefficient of water; V f represents wind speed; X represents wind pressure unevenness coefficient; X is determined by tunnel length, tunnel width, total number of ships in the tunnel and average speed of ships in the tunnel; S23, inputting the navigation status data into the second ship spacing model to obtain the calculated safe spacing of each ship.

[0032] The second sailing resistance of the estimated ship; Due to the special environment of navigation tunnels, the factors affecting the safe distance between ships are different from those in rivers and sea channels. Navigation tunnels are a special type of restricted waterway with a small and regular cross-sectional coefficient. There are navigation gates at both ends of the navigation tunnel. Although the water flow velocity is low, backflow will be generated around the ship during navigation, forming bow solitary waves with greater influence at the entrance and exit sections of the navigation tunnel, while new bow solitary waves are less likely to appear in the middle section of the navigation tunnel; in addition, the bow solitary waves generated by ships of different ship types also have great differences, resulting in large differences in the safety distances required between ships of different ship types; a unified safety distance calculation method cannot well guarantee The navigation tunnel operates safely and efficiently; therefore, this plan divides the ships in the navigation tunnel by setting conditions a, b and c. As long as the ships are located at the entrance and exit sections of the navigation tunnel, or the ships have obvious quantitative characteristics of the ship type, they are greatly affected by the bow solitary wave, and the first safety distance calculation mechanism that takes into account the influence of the bow solitary wave and the tunnel environment is matched; while for the ships located in the middle section of the navigation tunnel or the ships have unclear quantitative characteristics of the ship type, they are less affected by the bow solitary wave, and thus the second safety distance calculation mechanism is matched; through the division of the safety distance calculation mechanism, the safety and efficiency of continuous navigation of ships in the navigation tunnel are guaranteed.

[0033] Since there is a large difference in ambient illumination inside and outside the navigation tunnel at the entrance and exit sections, it is easy to cause drivers to experience white hole effect, black hole effect or adaptation lag, leading to "rear-end" collision accidents; therefore, the first safety distance calculation mechanism provided by this scheme takes into account the influence of the tunnel environment, reserves a safety distance affected by the tunnel environment, and ensures the safety of continuous navigation of ships in the navigation tunnel.

[0034] Step 3: Retrieve the safety distance calculation mechanism corresponding to each ship, input the navigation status data into the safety distance calculation mechanism to obtain the calculated safety distance of each ship, and perform adjacent correction on the calculated safety distance to obtain the safety distance; The method of performing adjacent correction on the calculated safety distance to obtain the safety distance includes: Obtain the calculated safe distance between each ship; Compare the sizes of two adjacent calculated safety distances and replace the smaller calculated safety distance with the larger one.

[0035] Step 4: Determine whether the measured distance between adjacent ships exceeds the safe distance. If the measured distance exceeds the safe distance, an alarm will be issued.

[0036] This embodiment improves upon the traditional ship safety spacing technology. Based on the special environment of navigation tunnels, this embodiment matches the current ship's position in the navigation tunnel and the quantitative characteristics of the current ship's type to determine the corresponding safety spacing calculation mechanism. This safety spacing calculation mechanism is then used to calculate the safety spacing between ships in the navigation tunnel, providing technical support for the safe and efficient operation of navigation tunnels. In response to the special environment of navigation tunnels, this embodiment provides a new technical concept: not only does it match the current ship's position in the navigation tunnel and the quantitative characteristics of the current ship's type to determine the corresponding safety spacing calculation mechanism, enabling dynamic calculation of ship safety spacing in navigation tunnels, but it also designs different safety spacing calculation mechanisms for different situations, enabling differentiated calculation of ship safety spacing in navigation tunnels.

[0037] Example 2: This example provides a ship spacing warning system in a navigation tunnel, such as Figure 2 As shown, for implementing the method for warning the distance between ships in a navigation tunnel described in Example 1, the system includes: The acquisition module is used to collect the navigation status data of each ship and pre-process the navigation status data; The judgment module is used to make a calculation mechanism judgment based on the pre-processed navigation status data: according to the current position of the ship in the navigation tunnel and the quantitative characteristics of the current ship's ship type, a safety distance calculation mechanism corresponding to the current ship is matched; for ships at the entrance and exit sections and with obvious quantitative characteristics of the ship type, a safety distance calculation mechanism that considers the influence of bow solitary waves and the influence of the tunnel environment is matched; The calculation module is used to call the safety distance calculation mechanism corresponding to each ship, input the navigation status data into the safety distance calculation mechanism to obtain the calculated safety distance of each ship, and perform adjacent correction on the calculated safety distance to obtain the safety distance; The early warning module is used to determine whether the measured distance between adjacent ships exceeds the safe distance, and to issue an alarm when the measured distance exceeds the safe distance.

[0038] Embodiment 3: This embodiment provides a computer-readable medium having a computer program stored thereon, wherein the computer program is executed by a processor to implement the method for warning the distance between ships in a navigation tunnel as described in Embodiment 1; specifically, the following steps are performed: Step 1: collecting navigation status data of each ship and preprocessing the navigation status data; the preprocessing includes determining the location and quantitative characteristics of the ship based on the navigation status data; Step 2: Calculate the mechanism based on the pre-processed navigation status data: According to the current position of the ship in the navigation tunnel and the quantitative characteristics of the current ship type, match the corresponding safety distance calculation mechanism of the current ship; Step 3: Retrieve the safety distance calculation mechanism corresponding to each ship, input the navigation status data into the safety distance calculation mechanism to obtain the calculated safety distance of each ship, and perform adjacent correction on the calculated safety distance to obtain the safety distance; Step 4: Determine whether the measured distance between adjacent ships exceeds the safe distance. If the measured distance exceeds the safe distance, an alarm will be issued.

[0039] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for early warning of ship spacing in a navigation tunnel, characterized in that: include: Collecting navigation status data of each ship and preprocessing the navigation status data; The pre-processing includes determining the location of the ship and the quantitative characteristics of the ship type according to the navigation status data; Calculation mechanism determination based on pre-processed navigation status data: According to the current position of the ship in the navigation tunnel and the quantitative characteristics of the current ship type, the corresponding safety distance calculation mechanism of the current ship is matched; A safety distance calculation mechanism is provided for ships at the inlet and outlet sections and with obvious quantitative characteristics of the ship type, taking into account the influence of bow solitary waves and the influence of the tunnel environment; Retrieve the safety distance calculation mechanism corresponding to each ship, input the navigation status data into the safety distance calculation mechanism to obtain the calculated safety distance of each ship, and perform adjacent correction on the calculated safety distance to obtain the safety distance; Determine whether the measured distance between adjacent ships exceeds the safe distance, and issue an alarm when the measured distance exceeds the safe distance.

2. The method for warning the distance between ships in a navigation tunnel according to claim 1, characterized in that: The method of collecting navigation status data of each ship and preprocessing the navigation status data includes: The navigation tunnel is divided into three sections: the entrance section is from the L position before the navigation tunnel entrance to the L position after the navigation tunnel entrance; the exit section is from the L position before the navigation tunnel exit to the L position after the navigation tunnel exit; and the section between the exit section and the entrance section is the middle section; the current section of the ship in the navigation tunnel is determined based on the navigation status data; Calculate the current ship's quantitative characteristics K based on the navigation status data: ； Where p represents the ship's draft; Fr represents the Froude number; A represents the first fitting coefficient; B represents the second fitting coefficient; W represents the ship's width; and h represents the water depth.

3. The method for warning the distance between ships in a navigation tunnel according to claim 2, characterized in that: The method of performing a computational mechanism determination based on the pre-processed navigation status data includes: Assume condition a: the ship is currently in the entrance section of the navigation tunnel; Setting condition b: The current ship is at the exit section of the navigation tunnel; Setting condition c: the current ship's ship type quantitative feature K ≥ ship type quantitative threshold Ke; If at least one of the conditions a, b, and c is met, the current ship is determined to match the first safety distance calculation mechanism; otherwise, the current ship is determined to match the second safety distance calculation mechanism; The first safety distance calculation mechanism takes into account the influence of bow solitary waves and the influence of the tunnel environment.

4. A method for warning the distance between ships in a navigation tunnel according to claim 3, characterized in that: The first safety distance calculation mechanism includes: Estimate the first sailing resistance of the ship; A first ship spacing model is constructed based on the first navigation resistance; the first ship spacing model includes: ； Where D represents the safety distance; D0 represents the safety margin that should be maintained after the braking of the two ships to ensure the safety of the ships; D 10 represents the reaction distance of the rear ship; D1 represents the braking distance of the rear ship; D2 represents the braking distance of the front ship; V2 represents the speed of the front ship when braking; g represents the acceleration of gravity; Z 12 Indicates the first sailing resistance of the leading ship; Z 11 represents the first sailing resistance of the rear ship; K2 represents the quantitative characteristics of the leading ship; Q2 represents the displacement of the leading ship; t1 represents the reaction time of the rear ship; V1 represents the speed of the rear ship when it receives the braking information from the leading ship; V 10 represents the speed of the rear ship when it stops; t0 represents the time when the front and rear ships are affected by the bow solitary wave; M represents the total mass of the rear ship; t 10 represents the reaction time of the following ship, which includes the visual oscillation time; C represents the time constant for the ship speed to be halved; t s Indicates the moment when the braking of the preceding ship ends; The navigation status data is input into the first ship spacing model to obtain the calculated safe spacing of each ship.

5. The method for warning the distance between ships in a navigation tunnel according to claim 4, characterized in that: The first sailing resistance Z of ship i is estimated according to the following formula: 1i : ； R= ； Among them, L a W represents the wetted surface area of the hull of ship i; i represents the width of ship i; C i represents the square coefficient of ship i; Indicates the resistance coefficient with respect to the water depth and draft ratio; V i represents the speed of ship i; p i represents the draft of ship i; represents the bow solitary wave resistance coefficient; β represents the bow solitary wave surface height; h represents the water depth; The coefficient representing the ratio of channel width to ship width; T represents channel width.

6. The method for warning the distance between ships in a navigation tunnel according to claim 3, characterized in that: The second safety distance calculation mechanism includes: Estimate the second sailing resistance of the ship; A second ship spacing model is constructed based on the second navigation resistance; the second ship spacing model includes: ； F l = ； F f = ； Where D represents the safety distance; D0 represents the safety margin that should be maintained after the two ships have finished braking to ensure the safety of the ships; D1 represents the braking distance of the rear ship; D2 represents the braking distance of the leading ship; V2 represents the speed of the leading ship when braking; g represents the acceleration of gravity; Z2 represents the second sailing resistance of the leading ship; K2 represents the quantitative characteristics of the leading ship; Q2 represents the displacement of the leading ship; t1 represents the reaction time of the rear ship; V1 represents the speed of the rear ship when receiving the braking information from the leading ship; V 10 represents the speed of the rear ship when it stops; C represents the time constant for the ship's speed to be halved; V represents speed; t represents time; t0 represents the time during which the wind load and flow load act on the front and rear ships; M represents the total mass of the rear ship; F l Indicates the flow load on the leading and trailing ships, i.e. the load caused by the ambient water flow; F f represents the wind load on the leading and trailing ships; ρ 空 represents the air density; Y represents the total wind-exposed area of the front and rear ships; f x represents the lateral wind damping coefficient; f y represents the longitudinal wind damping coefficient; L1 represents the waterplane length of the rear ship; L2 represents the waterplane length of the front ship; p1 represents the draft of the rear ship; p2 represents the draft of the front ship; W1 represents the width of the rear ship; W2 represents the width of the front ship; V 水 represents the flow rate of water; u represents the kinematic viscosity coefficient of water; V f represents wind speed; X represents wind pressure unevenness coefficient; X is determined by tunnel length, tunnel width, total number of ships in the tunnel and average speed of ships in the tunnel; t s Indicates the moment when the braking of the preceding ship ends; The navigation status data is input into the second ship spacing model to obtain the calculated safe spacing of each ship.

7. The method for warning the distance between ships in a navigation tunnel according to claim 6, characterized in that: The second sailing resistance of the estimated ship; Method included: Estimate the second sailing resistance Z of ship i according to the following formula: 2i : ； Among them, L a W represents the wetted surface area of the hull of ship i; i represents the width of ship i; C i represents the square coefficient of ship i; Indicates the resistance coefficient with respect to the water depth and draft ratio; V i represents the speed of ship i; p i represents the draft of ship i; The coefficient representing the ratio of channel width to ship width; T represents channel width.

8. The method for warning the distance between ships in a navigation tunnel according to claim 1, characterized in that: The method of performing adjacent correction on the calculated safety distance to obtain the safety distance includes: Obtain the calculated safe distance between each ship; Compare the sizes of two adjacent calculated safety distances and replace the smaller calculated safety distance with the larger one.

9. A ship spacing warning system in a navigation tunnel, characterized by: A system for implementing a method for warning the distance between ships in a navigation tunnel according to any one of claims 1 to 8, comprising: The acquisition module is used to collect the navigation status data of each ship and pre-process the navigation status data; The determination module is used to determine the calculation mechanism based on the pre-processed navigation status data: according to the current position of the ship in the navigation tunnel and the quantitative characteristics of the current ship type, the safety distance calculation mechanism corresponding to the current ship is matched; The calculation module is used to call the safety distance calculation mechanism corresponding to each ship, input the navigation status data into the safety distance calculation mechanism to obtain the calculated safety distance of each ship, and perform adjacent correction on the calculated safety distance to obtain the safety distance; The early warning module is used to determine whether the measured distance between adjacent ships exceeds the safe distance, and to issue an alarm when the measured distance exceeds the safe distance.

10. A computer-readable medium having a computer program stored thereon, characterized in that: The computer program is executed by a processor to implement a method for warning the distance between ships in a navigation tunnel as described in any one of claims 1 to 8.

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