Real-time monitoring method and system based on ship operation state

Abstract

The invention discloses a real-time monitoring method and system based on a ship running state, and relates to the technical field of ships, and the method comprises the following steps: obtaining ship navigation environment information and running state information of a ship, and combining the ship navigation environment information and the running state information of the ship to form a ship data set; wherein the ship navigation environment information comprises meteorological data, sea condition data and surrounding ship distribution information, and the operation state information comprises power system parameters and key navigation indexes; if the ship navigation environment information in the ship data set meets the condition, feature extraction and recognition are carried out on the ship navigation environment information, and the ship navigation risk level is determined by combining the ship navigation environment information with the running state information of the ship; the effect is that whether the working state of the ship power system needs to be adjusted can be judged.

Description

Technical Field

[0001] The present invention relates to the field of ship technology, and more particularly, to a real-time monitoring method and system based on ship operation status. Background Art

[0002] In the modern shipping industry, safe and efficient ship operations are crucial. With the booming global trade, shipping is responsible for transporting large quantities of goods and personnel, and the navigation environment it faces is becoming increasingly complex and changeable.

[0003] From a navigational perspective, weather conditions such as strong winds, heavy rain, and dense fog, sea conditions such as rough waves and turbulent currents, and the dense concentration of surrounding vessels due to increasingly busy maritime traffic all pose numerous challenges to navigation. For example, during typhoon season, ships may encounter strong winds and waves exceeding their capacity. Failure to accurately assess risks and adjust power systems in a timely manner can lead to serious accidents such as capsizing and collisions. Furthermore, in narrow waterways or near ports, where densely populated vessels are present, the risk of collision increases if power systems cannot be accurately adjusted to actual conditions.

[0004] In terms of the characteristics of the ship itself, ships of different types, tonnages, and ages have different power systems and navigation performance. As the core of a ship's navigation, the reliability and stability of the ship's power system directly affect navigation safety. However, power system components will gradually wear out during long-term operation, and operating parameters may fluctuate due to various factors. For example, long-term high-load operation of the engine will lead to increased component wear, and fuel system failures may cause abnormal fluctuations in fuel consumption rate, all of which will affect the ship's power output and navigation performance. At the same time, the ship's key navigation indicators such as speed, heading, and ship attitude are also affected by the navigation environment and the state of the power system. Once deviations occur, the ship may deviate from the planned route and be unable to maintain a stable navigation attitude.

[0005] Traditional methods for adjusting ship power systems often rely on the crew's experience and judgment, lacking comprehensive and accurate monitoring and analysis of the vessel's navigation environment and operating status. This approach is ill-suited to the complex and ever-changing modern shipping environment, and cannot timely and accurately adjust the power system based on the vessel's actual risk profile. Furthermore, previous assessments of ship operational risk often focused on a single factor, such as meteorological conditions or power system parameters. This lacks systematicity and comprehensiveness, and fails to fully reflect the severity of a vessel's operating conditions. Summary of the Invention

[0006] In view of the shortcomings of the existing technology, the purpose of the present invention is to provide a real-time monitoring method and system based on the operating status of a ship.

[0007] To achieve the above object, the present invention provides the following technical solutions:

[0008] A real-time monitoring method based on the operating status of a ship, the method comprising the following steps:

[0009] Obtaining ship navigation environment information and the ship's own operating status information, and combining the ship's navigation environment information and the ship's own operating status information to form a ship dataset; wherein the ship navigation environment information includes meteorological data (such as wind speed, wind direction, temperature, and air pressure), sea condition data (such as wave height, current speed and direction), and surrounding ship distribution information; the operating status information includes power system parameters (such as engine speed, fuel consumption rate, and output power) and key navigation indicators (such as speed, heading, and ship attitude);

[0010] If the ship navigation environment information in the ship data set meets the conditions, the ship navigation environment information is extracted and identified, and the ship navigation risk level is determined by combining the ship navigation environment information with the ship's own operating status information;

[0011] If the ship navigation environment information in the ship data set does not meet the conditions, the ship's own operating status information, ship navigation environment information and key navigation indicators are processed and analyzed to determine the danger index of the ship's operating status;

[0012] According to the risk level of the ship's navigation, the power control data of the ship at the risk level is matched to obtain the power adjustment index of the ship at the corresponding risk level;

[0013] The working state of the ship's power system is determined and adjusted by comparing the danger index of the ship's operating state with the power adjustment index under the corresponding risk level.

[0014] Preferably, if the ship navigation environment information in the ship data set does not meet the conditions, the ship's own operating status information, ship navigation environment information and key navigation indicators are processed and analyzed to determine the danger index of the ship's operating status, specifically including the following steps:

[0015] If the ship navigation environment information in the ship data set does not meet the conditions, the key information in the ship's own operating status information is extracted (for example, key performance indicators are extracted from the engine operating data), and the key information is matched with the ship performance standard table to obtain the ship operation safety value;

[0016] Determine the danger of the ship's power system by judging the power system parameters in the ship's data set; and assess the danger of the ship's navigation path based on key navigation indicators and ship navigation environment information;

[0017] The danger index of the ship's operating status is determined based on the ship's operating safety value, the danger of the ship's power system and the danger of the ship's navigation path.

[0018] Preferably, judging and adjusting the working state of the ship power system according to the comparison between the danger index of the ship operation state and the power adjustment index under the corresponding risk level specifically includes the following steps:

[0019] Compare the danger index of the ship's operating status with the power adjustment index under the corresponding risk level;

[0020] If the danger index is greater than or equal to the power adjustment index, an adjustment instruction is issued to the ship's power system (such as reducing the engine speed, changing the propeller angle, etc.) to adjust the ship's power status;

[0021] If the danger index is less than the power adjustment index, the current ship power status will be maintained.

[0022] Preferably, if the ship navigation environment information in the ship data set meets the conditions, the ship navigation environment information is subjected to feature extraction and recognition, and the ship navigation environment information is combined with the ship's own operating status information to determine the risk level of the ship navigation, specifically including the following steps:

[0023] Extracting features from meteorological data to obtain meteorological characteristics, and performing spectrum analysis on sea condition data to determine sea condition characteristics; wherein the sea condition characteristics are the changing patterns of waves and currents;

[0024] Determine whether there is a threat to ship navigation based on meteorological and sea conditions;

[0025] If the wind speed reaches the preset wind speed threshold and the angle between the ship's heading and the wave direction does not meet the navigation conditions, it is determined that there is a high-risk navigation situation;

[0026] If there is a high-risk navigation situation, the risk level is determined by judging whether the ship's power system can cope with the current environment;

[0027] If there are no high-risk navigation conditions, the basic operating condition of the ship will be judged based on the ship's own operating status information; check whether the ship's power system parameters are within the normal range, and judge whether the key navigation indicators are stable. If all parameters are normal, the basic operating condition level of the ship will be judged as good; if some parameters have abnormal fluctuations but do not affect the normal navigation of the ship, it will be judged as general; if there are key parameters that seriously deviate from the normal range and affect the safety of the ship's navigation, it will be judged as poor.

[0028] Preferably, if the ship navigation environment information in the ship data set does not meet the conditions, the key information in the ship's own operating status information is extracted, and the key information is matched with the ship performance standard table to obtain the ship operation safety value, which specifically includes the following steps:

[0029] Extracting key performance indicators from the power system parameters and key navigation indicators from the key navigation indicators; wherein the key performance indicators include engine torque and fuel injection amount, and the key navigation indicators include speed change rate and heading deviation;

[0030] If the key performance indicators and key navigation indicators of the ship's power system are within the normal range specified in the ship performance standard table and the fluctuation is small, the ship operation safety value is set as the first safety value;

[0031] If some key performance indicators or key navigation indicators exceed the normal range but are within the fluctuation range, the ship operation safety value will be set to the second safety value;

[0032] If all key performance indicators or key navigation indicators are outside the normal range, the ship operation safety value will be set to the third safety value;

[0033] The first safety value is greater than the second safety value, and the second safety value is greater than the third safety value.

[0034] Preferably, judging the power system parameters in the ship data set to determine the dangerousness of the ship power system specifically includes the following steps:

[0035] Assess the degree of wear of power system components based on the power system's operating time, cumulative output power, historical data, and equipment maintenance records; if the degree of component wear exceeds a specified threshold, the power system is judged to be at high risk;

[0036] The stability of the power system parameters (such as engine speed and fuel consumption rate) is judged by analyzing the time series. If the power system parameter fluctuation exceeds the normal fluctuation range, the parameter instability coefficient of the power system is calculated based on the frequency and amplitude of the fluctuation.

[0037] The danger of the power system is determined based on the degree of wear of the power system components and the parameter instability coefficient.

[0038] Preferably, determining the danger index of the ship's operating state according to the ship's operating safety value, the danger of the ship's power system, and the danger of the ship's navigation path specifically includes the following steps:

[0039] If the ship's navigation is at a high risk level, the ship's operating safety value is the third safety value, the power system is highly dangerous, and the navigation path is highly dangerous, the ship's operating status risk index is set to the first risk index;

[0040] If the ship's navigation is at a medium risk level, the ship's operating safety value is the second safety value, the danger level of the power system is at a medium risk level, and the navigation path is moderately dangerous, the danger index of the ship's operating status is set to the second danger index;

[0041] If the ship's navigation is at a low risk level, the ship's operating safety value is the third safety value, the power system's risk is low, and the navigation path's risk is low, then the ship's operating status risk index is set to the third risk index;

[0042] Among them, the first risk index is greater than the second risk index, and the second risk index is greater than the third risk index.

[0043] Preferably, according to the risk level of the ship's navigation, the power control data of the ship at the risk level is matched to obtain the power adjustment index of the ship at the corresponding risk level, which specifically includes the following steps:

[0044] Extracting historical power control data for different ships under various navigation risk levels; wherein the historical power control data includes the timing and amplitude of power adjustments and the ship's response;

[0045] According to the current ship's navigation risk level, filter out power control data with the same or similar risk level from historical data;

[0046] Calculate the average appropriate amplitude and frequency of power adjustment under the risk level, and then calculate the power adjustment index of the ship under the corresponding risk level based on the average appropriate amplitude and frequency of power adjustment.

[0047] A real-time monitoring system based on ship operation status, comprising:

[0048] Acquisition module: acquires ship navigation environment information and the ship's own operating status information, and combines the ship's navigation environment information and the ship's own operating status information to form a ship data set; wherein the ship navigation environment information includes meteorological data, sea state data and surrounding ship distribution information, and the operating status information includes power system parameters and key navigation indicators;

[0049] Extraction and determination module: If the ship navigation environment information in the ship data set meets the conditions, the ship navigation environment information is extracted and identified, and the ship navigation environment information is combined with the ship's own operating status information to determine the risk level of the ship's navigation;

[0050] Processing and analysis module: If the ship navigation environment information in the ship data set does not meet the conditions, the ship's own operating status information, ship navigation environment information and key navigation indicators are processed and analyzed to determine the danger index of the ship's operating status;

[0051] Determination module: Matches the power control data of the ship at the risk level according to the risk level of the ship's navigation to obtain the power adjustment index of the ship at the corresponding risk level;

[0052] Adjustment module: According to the comparison between the danger index of the ship's operating status and the power adjustment index under the corresponding risk level, the working status of the ship's power system is judged and adjusted.

[0053] An electronic device comprises a memory, a processor and a computer program stored in the memory and executable on the processor. When the processor executes the program, a real-time monitoring method based on the operating status of a ship is implemented.

[0054] Compared with the prior art, the present invention has the following beneficial effects:

[0055] This invention comprehensively collects information about the vessel's navigation environment and its own operating status. By integrating this multi-dimensional data into a vessel dataset, it provides comprehensive insight into the vessel's internal and external conditions. This enables early detection of potential risks, such as foreseeing threats to navigation from severe weather and complex sea conditions, or promptly identifying power system anomalies and deviations from key navigation indicators. This significantly improves the timeliness and accuracy of risk warnings, effectively reducing the probability of navigation accidents and providing a solid defense for safe navigation.

[0056] Different assessment strategies are set up for the ship's navigation environment information. When the environmental information meets the conditions, feature extraction and identification are carried out to deeply analyze the meteorological characteristics and sea conditions, and the risk level of the ship's navigation is accurately determined in combination with the ship's own operating status information, such as accurately determining the existence and specific level of high-risk navigation conditions. If the environmental information does not meet the conditions, the ship's own operating status information, navigation environment information and key navigation indicators are used to carefully analyze and calculate the hazard index of the ship's operating status, including extracting key information and matching it with the ship's performance standard table to obtain the operating safety value, and evaluating the hazard of the power system and the hazard of the navigation path. This differentiated and refined risk assessment method can give accurate risk judgments based on different situations, providing a scientific and accurate basis for the subsequent implementation of targeted prevention and control measures.

[0057] Based on the determined risk level of a vessel's navigation, the solution screens historical power control data and calculates a power adjustment index for that risk level. This index comprehensively considers factors such as the timing and magnitude of power adjustments, as well as the vessel's response. The ship's operational risk index is then compared with the power adjustment index to determine whether adjustments to the vessel's power system are necessary. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 The present invention proposes a flow chart of a real-time monitoring method based on the ship's operating status;

[0059] Figure 2 The present invention proposes a module schematic diagram of a real-time monitoring system based on the ship's operating status;

[0060] Figure 3 It is a structural diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0061] Reference Figure 1 As shown, Example 1 further illustrates a real-time monitoring method based on ship operation status proposed by the present invention.

[0062] A real-time monitoring method based on the operating status of a ship, the method comprising the following steps:

[0063] Obtain the ship's navigation environment information and the ship's own operating status information, and combine the ship's navigation environment information and the ship's own operating status information to form a ship data set; the ship's navigation environment information includes meteorological data (such as wind speed, wind direction, temperature, and air pressure), sea condition data (such as wave height, current speed and direction), and surrounding ship distribution information; the operating status information includes power system parameters (such as engine speed, fuel consumption rate, and output power) and key navigation indicators (such as speed, heading, and ship attitude);

[0064] If the ship navigation environment information in the ship data set meets the conditions, the ship navigation environment information is extracted and identified, and the ship navigation risk level is determined by combining the ship navigation environment information with the ship's own operating status information;

[0065] If the ship navigation environment information in the ship data set does not meet the conditions, the ship's own operating status information, ship navigation environment information and key navigation indicators are processed and analyzed to determine the danger index of the ship's operating status;

[0066] According to the risk level of the ship's navigation, the power control data of the ship at the risk level is matched to obtain the power adjustment index of the ship at the corresponding risk level;

[0067] The working state of the ship's power system is determined and adjusted by comparing the danger index of the ship's operating state with the power adjustment index under the corresponding risk level.

[0068] This application utilizes professional meteorological sensors, such as anemometers that accurately measure wind speed through rotating cups or ultrasonic principles, and wind vanes that determine wind direction based on the angular relationship between its windward surface and a fixed axis; temperature sensors that sense ambient temperature based on principles such as thermocouples and thermistors; and pressure sensors that use pressure-sensitive elements to sense changes in atmospheric pressure to measure air pressure. Sea condition data is collected with the help of wave sensors, which can measure wave height through principles such as gravitational acceleration and pressure changes, while current meters use electromagnetic induction, acoustic Doppler, and other technologies to determine current speed and direction. Information on the distribution of surrounding ships is mainly obtained through the Automatic Identification System (AIS). AIS equipment receives and sends information such as ship identification codes, ship positions, speeds, and headings to obtain real-time information on the dynamic distribution of surrounding ships.

[0069] In a ship's propulsion system, the engine speed sensor uses electromagnetic induction, the Hall effect, and other principles to convert the engine crankshaft speed signal into an electrical signal for measurement. Fuel consumption is calculated using a fuel flow meter, which accurately measures fuel flow based on volumetric and mass methods. Output power is calculated based on engine torque and speed, combined with a power calculation formula. Speed can be determined by a Doppler velocimeter, which uses the Doppler effect to measure the ship's speed relative to the water flow, or by a speed log, which measures the distance the ship travels through the water. Heading is determined by a compass, such as a magnetic compass based on the geomagnetic field and a gyrocompass, which uses the gyroscopic principle to indicate the ship's direction of travel. Attitude sensors, such as accelerometers and gyroscopes, detect changes in the ship's roll, pitch, and heading, among other parameters. These sensors aggregate the information they collect to form a ship dataset.

[0070] The collected meteorological data is subjected to feature extraction, such as fast Fourier transform (FFT) analysis of the frequency characteristics of data such as wind speed and wind direction, and key features such as wind speed change trends and wind direction periodicity are extracted. For sea condition data, spectrum analysis techniques (such as power spectrum density analysis) are used to determine the frequency components and energy distribution of waves and currents, so as to clarify their changing patterns. The extracted meteorological characteristics and sea condition characteristics are compared with the ship navigation safety standards. When the wind speed reaches the preset wind speed threshold and the angle between the ship's heading and the wave direction does not meet the established navigation conditions, it is determined that a high-risk navigation condition exists. On this basis, the performance parameters of the ship's power system (such as the engine's output power, torque reserve, etc.) are further evaluated to determine whether it can cope with the current complex navigation environment. These factors are combined to ultimately determine the risk level of the ship's navigation.

[0071] Key information is extracted from the ship's operating status. Key performance indicators (KPIs) such as engine torque and fuel injection volume are selected from the power system parameters, while speed change rate and heading deviation are selected from the key navigation indicators. This key information is carefully compared with a pre-set ship performance standard table. If the KPIs and KPIs of the ship's power system are within the normal range specified in the standard table with minimal fluctuations, the ship's operating status is stable, and the ship's operating safety value is set as the first safety value. If some KPIs or KPIs are outside the normal range but still within the fluctuation range, it indicates a certain risk in the ship's operation, and the second safety value is set. If all KPIs or KPIs are outside the normal range, the ship's operation is considered to be in a high-risk state, and the third safety value is set. Furthermore, based on information such as the power system's operating time, cumulative output power, historical fault data, and equipment maintenance records, Prognostic Health Management (PHM) technology is used to assess the wear of power system components. When component wear exceeds a specified threshold, the power system is deemed to be at high risk. Using time series analysis, the temporal variations of power system parameters (such as engine speed and fuel consumption rate) are studied to determine their stability. If parameter fluctuations exceed the normal range, the power system parameter instability coefficient is calculated based on the frequency and amplitude of the fluctuations. Furthermore, by combining key navigation indicators with information about the ship's navigation environment, a geographic information system (GIS) and electronic nautical charts are used to analyze the presence of obstacles, shoals, densely trafficked areas, and other hazardous areas along the ship's navigation path, thereby assessing the hazard level of the navigation path. Finally, a risk assessment model (such as the analytic hierarchy process or fuzzy comprehensive evaluation method) is used to determine the hazard index of the ship's operating status, combining the ship's operational safety value, the hazard level of the power system, and the hazard level of the ship's navigation path.

[0072] A historical power control database is established to store power control data for different ships under various navigation risk levels. This includes the timing of power adjustments (e.g., when encountering specific sea conditions or equipment anomalies), the magnitude (e.g., the increase or decrease in engine speed, the adjustment ratio of fuel supply), and the ship's response (e.g., speed change, attitude adjustment effect). After determining the current ship's navigation risk level, power control data for the same or similar risk levels are filtered from the historical database. Statistical methods, such as mean calculation and variance analysis, are used to calculate parameters such as the average appropriate magnitude and frequency of power adjustments under that risk level. Based on these parameters, a mathematical model is constructed to calculate the ship's power adjustment index for the corresponding risk level. The ship's operational risk index is compared with the power adjustment index. If the risk index is greater than or equal to the power adjustment index, it indicates that the current ship's power system is not adequate to cope with the potential risk. The ship's control system issues adjustment commands to the power system, adjusting parameters such as engine speed and fuel supply through actuators such as the electronic speed governor and fuel injection control system to optimize the ship's power state and ensure safe and stable operation. If the danger index is less than the power adjustment index, it indicates that the current power system status can meet the navigation requirements, maintain the current ship power status, and avoid unnecessary power adjustment losses.

[0073] If the ship navigation environment information in the ship data set does not meet the conditions, the ship's own operating status information, ship navigation environment information and key navigation indicators are processed and analyzed to determine the danger index of the ship's operating status, specifically including the following steps:

[0074] If the ship navigation environment information in the ship data set does not meet the conditions (the various indicators in the ship navigation environment information, such as meteorological data, sea state data, and surrounding ship distribution information, are within the range where the ship can sail safely and normally), the key information in the ship's own operating status information is extracted (for example, key performance indicators are extracted from the engine operating data), and the key information is matched with the ship performance standard table to obtain the ship operation safety value;

[0075] Determine the danger of the ship's power system by judging the power system parameters in the ship's data set; and assess the danger of the ship's navigation path based on key navigation indicators and ship navigation environment information;

[0076] The danger index of the ship's operating status is determined based on the ship's operating safety value, the danger of the ship's power system and the danger of the ship's navigation path.

[0077] When the vessel's navigational environment information fails to meet the requirements, key information is extracted from the vessel's own operating status. For example, using engine operating data, sensors collect engine torque, fuel injection rate, and speed data, filtering out key performance indicators (KPIs) such as torque and fuel injection rate. Furthermore, KPIs such as speed change rate and heading deviation are extracted from the KPIs. This key information is then compared with a pre-set ship performance standard table. If both the KPIs and KPIs are within the normal range specified in the standard table and have minimal fluctuations, the vessel is operating well and the ship's operational safety value is set to a higher level (e.g., the first safety value). If some indicators are outside the normal range but still within the fluctuation range, the vessel's operation carries a certain risk and is set to a medium level (e.g., the second safety value). If all indicators are outside the normal range, the vessel's operation risk is high and is set to a lower level (e.g., the third safety value).

[0078] The power system parameters in the ship data set are analyzed. On the one hand, based on information such as the power system's operating time, cumulative output power, historical fault data, and equipment maintenance records, fault diagnosis and life prediction models are used to assess the degree of wear of power system components. For example, by analyzing the wear of the engine cylinder liner and the wear of the piston ring, it is determined whether the component wear exceeds the specified threshold. If it does, the power system is judged to be at high risk. On the other hand, time series analysis is performed on power system parameters (such as engine speed, fuel consumption rate, etc.) to determine their stability. When the power system parameter fluctuations exceed the normal fluctuation range, the parameter instability coefficient of the power system is calculated using statistical methods based on the frequency and amplitude of the fluctuations. The degree of component wear and the parameter instability coefficient are comprehensively considered to ultimately determine the danger level of the power system.

[0079] The hazard level of the navigation path is assessed based on key navigation indicators (such as speed and heading) and information about the vessel's navigation environment (such as the distribution of surrounding ships, sea conditions, and obstacle distribution). By leveraging electronic chart systems and vessel navigation equipment, combined with real-time sea condition data (such as wave height, current speed, and direction) and the location and dynamic information of surrounding ships, Geographic Information System (GIS) technology is used to analyze the presence of dangerous areas such as shoals, reefs, and traffic control zones along the navigation path, as well as the vessel's likelihood of entering these dangerous areas at its current speed and heading, to comprehensively determine the hazard level of the navigation path.

[0080] By incorporating three factors—the ship's operational safety value, the hazard of the ship's power system, and the hazard of the ship's navigation path—into a comprehensive assessment model (e.g., using a weighted summation method, assigning different weights to each factor based on its impact on ship operational safety), a ship operational hazard index is calculated. This hazard index provides a direct reflection of the hazard level of the ship's current operational state, providing a decision-making basis for ship operators and management departments, allowing them to take timely measures to ensure the safe operation of the ship.

[0081] The operation state of the ship's power system is determined and adjusted by comparing the danger index of the ship's operation state with the power adjustment index under the corresponding risk level, specifically including the following steps:

[0082] Compare the danger index of the ship's operating status with the power adjustment index under the corresponding risk level;

[0083] If the danger index is greater than or equal to the power adjustment index, an adjustment instruction is issued to the ship's power system (such as reducing the engine speed, changing the propeller angle, etc.) to adjust the ship's power status;

[0084] If the danger index is less than the power adjustment index, the current ship power status will be maintained.

[0085] This application determines the risk index of a vessel's operating status through a comprehensive analysis of the vessel's navigation environment (such as weather, sea conditions, and the distribution of surrounding ships) and the vessel's own operating status (such as power system parameters and key navigation indicators). Furthermore, based on the vessel's navigation risk level, historical power control data is used to extract information such as the timing, magnitude, and response of power adjustments, and calculate the power adjustment index for the corresponding risk level.

[0086] The ship's operational status hazard index and the corresponding power adjustment index at the risk level are input into the ship's control system's decision module for comparison. The module then makes a judgment based on pre-set comparison rules to determine the relative magnitude of the two.

[0087] If the hazard index is greater than or equal to the power adjustment index, the current state of the ship's power system is insufficient to address the potential risk. The ship's control system will issue adjustment commands to the power system's actuators. For example, the electronic governor will reduce engine speed and power output, or a signal will be sent to the thruster control system to change the thruster angle, adjusting the direction and magnitude of the ship's thrust, thereby adjusting the ship's power state to the actual risk situation. If the hazard index is less than the power adjustment index, the current state of the ship's power system is sufficient to meet navigation requirements. The ship's control system will not issue any adjustment commands, maintaining the current operating state of the ship's power system and ensuring stable operation.

[0088] If the ship navigation environment information in the ship data set meets the conditions, the ship navigation environment information is extracted and identified, and the ship navigation risk level is determined by combining the ship navigation environment information with the ship's own operating status information. Specifically, the following steps are included:

[0089] Meteorological data is extracted to obtain meteorological features, and sea state data is subjected to spectrum analysis to determine sea state features; sea state features are the changing patterns of waves and currents;

[0090] Determine whether there is a threat to ship navigation based on meteorological and sea conditions;

[0091] If the wind speed reaches the preset wind speed threshold and the angle between the ship's heading and the wave direction does not meet the navigation conditions, it is determined that there is a high-risk navigation situation;

[0092] If there is a high-risk navigation situation, the risk level is determined by judging whether the ship's power system can cope with the current environment;

[0093] If there are no high-risk navigation conditions, the basic operating condition of the ship will be judged based on the ship's own operating status information; check whether the ship's power system parameters are within the normal range, and judge whether the key navigation indicators are stable. If all parameters are normal, the basic operating condition level of the ship will be judged as good; if some parameters have abnormal fluctuations but do not affect the normal navigation of the ship, it will be judged as general; if there are key parameters that seriously deviate from the normal range and affect the safety of the ship's navigation, it will be judged as poor.

[0094] When the ship's navigation environment meets the requirements, feature extraction of meteorological data is first performed. Sensors are used to collect meteorological data such as wind speed, wind direction, temperature, and air pressure. Signal processing techniques such as Fourier transforms are then used to determine the data's frequency, amplitude, and other characteristics, thereby generating meteorological signatures. For sea condition data, wave sensors and current meters are used to collect information such as wave height, current speed, and direction. Spectral analysis methods, such as calculating power spectral density, are then used to determine the patterns of wave and current fluctuations, i.e., sea condition signatures.

[0095] The extracted meteorological and sea condition characteristics are fed into a risk assessment model, which uses pre-defined rules to determine whether a threat to navigation exists. Specifically, a high-risk navigation situation is identified when the wind speed reaches a preset threshold and the angle between the ship's heading and the wave direction does not meet navigation conditions (for example, if the angle is too small, it can easily lead to dangerous conditions such as excessive roll).

[0096] If a high-risk navigation situation is identified, the vessel's power system will be further assessed for its ability to cope with the current environment. Power system parameters such as engine output power, torque reserve, and fuel supply stability will be reviewed to determine the system's ability to maintain safe navigation in a high-risk environment. If all power system parameters are in good condition and there is sufficient reserve to cope with the risk, the risk level will be considered relatively low. If some power system parameters are unstable or reserve is insufficient, the risk level will be considered high.

[0097] If no high-risk navigation conditions exist, the ship's basic operating condition is determined based on the ship's own operating status information. Check that power system parameters, such as engine speed, fuel consumption rate, and output power, are within normal ranges. Also, monitor the stability of key navigation indicators, such as speed change rate and course deviation. If all parameters are normal, the ship's basic operating condition is good. If some parameters experience abnormal fluctuations but remain within the ship's acceptable range and do not affect normal navigation, the condition is considered fair. If key parameters deviate significantly from normal ranges and could potentially impact the ship's navigation safety, the condition is considered poor.

[0098] If the ship navigation environment information in the ship data set does not meet the conditions, the key information in the ship's own operating status information is extracted and matched with the ship performance standard table to obtain the ship operation safety value. The specific steps include:

[0099] Extracting key performance indicators from power system parameters and key navigation indicators from key navigation indicators; wherein the key performance indicators include engine torque and fuel injection amount, and the key navigation indicators include speed change rate and heading deviation;

[0100] If the key performance indicators and key navigation indicators of the ship's power system are within the normal range specified in the ship performance standard table and the fluctuation is small, the ship operation safety value is set as the first safety value;

[0101] If some key performance indicators or key navigation indicators exceed the normal range but are within the fluctuation range, the ship operation safety value will be set to the second safety value;

[0102] If all key performance indicators or key navigation indicators are outside the normal range, the ship operation safety value will be set to the third safety value;

[0103] The first safety value is greater than the second safety value, and the second safety value is greater than the third safety value.

[0104] When the ship's navigation environment information does not meet the requirements, the system uses real-time sensor data collected from the ship's power system parameters to filter out key performance indicators such as engine torque and fuel injection volume. It also extracts key navigation indicators such as speed change rate and course deviation from the key navigation indicators. These indicators directly reflect the key characteristics of the ship's power system and navigation status.

[0105] The extracted key performance indicators and key navigation indicators are compared with a pre-established ship performance standard table. The ship performance standard table specifies the normal range of each indicator, which is determined based on ship design parameters, industry standards and long-term practical experience.

[0106] If the key performance indicators and key navigation indicators of the ship's power system are all within the normal range specified in the ship performance standard table and have little fluctuation within a certain period of time, it means that the ship's operating status is stable and all systems are working normally. At this time, the ship's operating safety value is set to the first safety value, indicating that the ship is in a relatively safe and reliable operating state.

[0107] If some key performance indicators or key navigation indicators exceed normal ranges but remain within acceptable fluctuations, this indicates that certain risk factors exist in the ship's operation, but do not yet pose a serious threat to ship safety. In this case, the ship's operational safety value is set as the second safety value, prompting management to pay attention to changes in relevant indicators and take appropriate measures.

[0108] If all key performance indicators or key navigation indicators are outside the normal range, it indicates that the ship is in poor operating condition and may pose a major safety hazard, such as a high risk of power system failure or affected navigation stability. In this case, the ship's operating safety value is set to the third safety value, indicating that an immediate comprehensive inspection and treatment is required to ensure ship safety.

[0109] The power system parameters in the ship data set are judged to determine the dangerousness of the ship power system, which specifically includes the following steps:

[0110] Assess the degree of wear of power system components based on the power system's operating time, cumulative output power, historical data, and equipment maintenance records; if the degree of component wear exceeds a specified threshold, the power system is judged to be at high risk;

[0111] The stability of the power system parameters (such as engine speed and fuel consumption rate) is judged by analyzing the time series. If the power system parameter fluctuation exceeds the normal fluctuation range, the parameter instability coefficient of the power system is calculated based on the frequency and amplitude of the fluctuation.

[0112] The danger of the power system is determined based on the degree of wear of the power system components and the parameter instability coefficient.

[0113] This application collects information such as the operating time, cumulative output power, historical data and equipment maintenance records of the power system. For example, the engine's operating hours are recorded to understand its usage time, and the cumulative output power data is obtained from the power monitoring equipment. With the help of wear models and empirical data, this information is comprehensively analyzed to evaluate the degree of wear of power system components. For example, for key components such as engine pistons and cylinder liners, the relationship between wear and operating time and load is used to determine whether the amount of wear exceeds the specified threshold. If exceeded, it means that the components are severely worn and the power system is at high risk. Problems such as power reduction and fault shutdown may occur.

[0114] Key power system parameters such as engine speed and fuel consumption rate are selected and arranged in chronological order to form a time series. Statistical methods and signal processing techniques (such as calculating statistical quantities such as mean, variance, and standard deviation) are used to obtain the fluctuation of parameters within a certain period of time. A normal fluctuation range is set, which is determined based on the ship power system design standards, operating specifications, and historical data. When the parameter fluctuation exceeds this range, the frequency and amplitude of the fluctuation are further analyzed to calculate the parameter instability coefficient. For example, if the engine speed fluctuates frequently and significantly, the instability coefficient is calculated using a specific formula based on the number of fluctuations (frequency) and the amplitude of the speed change to quantify the degree of parameter instability.

[0115] Component wear and parameter instability coefficients are used as evaluation indicators in a comprehensive assessment model. This model employs a weighted approach, assigning different weights based on their impact on the power system's risk. For example, component wear is given a higher weight because it has a greater impact on power system reliability. A comprehensive score is calculated, and the power system's risk level (low, medium, or high risk) is determined based on this score, providing a basis for decision-making in ship power system maintenance and operation management.

[0116] The risk index of the ship's operating status is determined based on the ship's operating safety value, the risk of the ship's power system, and the risk of the ship's navigation path, specifically including the following steps:

[0117] If the ship's navigation is at a high risk level, the ship's operating safety value is the third safety value, the power system is highly dangerous, and the navigation path is highly dangerous, the ship's operating status risk index is set to the first risk index;

[0118] If the ship's navigation is at a medium risk level, the ship's operating safety value is the second safety value, the danger level of the power system is at a medium risk level, and the navigation path is moderately dangerous, the danger index of the ship's operating status is set to the second danger index;

[0119] If the ship's navigation is at a low risk level, the ship's operating safety value is the third safety value, the power system's risk is low, and the navigation path's risk is low, then the ship's operating status risk index is set to the third risk index;

[0120] Among them, the first risk index is greater than the second risk index, and the second risk index is greater than the third risk index.

[0121] This application determines the ship's operational safety level based on the matching of key performance indicators and key navigation indicators extracted from the ship's operational status information with the ship's performance standard table. If all indicators are outside the normal range, the third safety level is achieved; if some indicators are outside the normal range but within the fluctuation range, the second safety level is achieved; and if all indicators are within the normal range with minimal fluctuation, the first safety level is achieved.

[0122] By evaluating the degree of wear of power system components (based on operating time, cumulative output power, historical data and equipment maintenance records) and the stability of power system parameters (analyzing the time series fluctuations of parameters such as engine speed and fuel consumption rate), it is determined whether the power system is at a high, medium or low risk level.

[0123] Combining key navigation indicators (such as speed and heading) and ship navigation environment information (such as the distribution of surrounding ships, sea conditions, and obstacle distribution), electronic nautical chart systems, geographic information systems and other technologies are used to determine whether the navigation path is highly, moderately, or less dangerous.

[0124] The levels of the above three factors are combined and matched. When the ship's navigation is at a high-risk level, the ship's operating safety value is the third safety value, the power system is highly dangerous, and the navigation path is highly dangerous, the corresponding risk index of the ship's operating status is set to the first risk index, indicating that the ship faces a very high risk. If the ship's navigation is at a medium-risk level, the ship's operating safety value is the second safety value, the power system is at a medium-risk level, and the navigation path is moderately dangerous, the risk index is set to the second risk index, indicating a moderate risk level. When the ship's navigation is at a low-risk level, the ship's operating safety value is the third safety value, the power system is low-risk, and the navigation path is low-risk, the risk index is set to the third risk index, indicating a low risk in the ship's operation.

[0125] When operating a ship, crew members can adjust their navigation strategies based on the risk index and choose safer routes or speeds; ship management departments can arrange maintenance plans based on the risk index, giving priority to inspections of ships with high risk indices to ensure the safe operation of the ship.

[0126] According to the risk level of the ship's navigation, the power control data of the ship at the risk level is matched to obtain the power adjustment index of the ship at the corresponding risk level, which specifically includes the following steps:

[0127] Extract historical power control data for different ships under various navigation risk levels; historical power control data includes the timing and amplitude of power adjustments and the ship's response;

[0128] According to the current ship's navigation risk level, filter out power control data with the same or similar risk level from historical data;

[0129] Calculate the average appropriate amplitude and frequency of power adjustment under the risk level, and then calculate the power adjustment index of the ship under the corresponding risk level based on the average appropriate amplitude and frequency of power adjustment.

[0130] This application establishes a historical database of ship power control data, which collects power control data of different ships under various navigation risk levels. The data sources include the ship's own monitoring system records, statistical data from the ship operation management department, etc. These historical power control data cover the timing of power adjustment (for example, the time point for power adjustment when encountering specific working conditions such as strong winds and rapids), the amplitude (such as the increase or decrease in engine speed, the change in propeller angle) and the ship's response (such as speed changes, the effect of ship attitude adjustment) and other information.

[0131] After determining the current vessel's navigation risk level, data is filtered from the historical database based on that risk level. Data retrieval and matching algorithms are used to identify power control data with the same or similar risk levels. Similar risk levels can be determined based on factors such as meteorological conditions (e.g., similar wind speed and direction ranges), sea conditions (e.g., similar wave heights and current speeds), and the vessel's own state (e.g., similar load capacity and ship type).

[0132] Statistical analysis of the selected power control data is performed to calculate the average appropriate range of power adjustments for the risk level, such as the average engine speed adjustment and the average thruster angle adjustment. The frequency of power adjustments, or the number of power adjustments per unit time, is also calculated. Furthermore, these parameters can be integrated and calculated using mathematical models or algorithms, taking into account factors such as the ship's response. Ultimately, the ship's power adjustment index for the corresponding risk level is derived. This index serves as an important basis for adjusting the ship's power system, guiding the appropriate adjustment of power output based on the current risk level.

[0133] Reference Figure 2 As shown, embodiment 1 further illustrates a real-time monitoring system based on ship operation status proposed by the present invention.

[0134] A real-time monitoring system based on ship operation status, comprising:

[0135] Acquisition module: Acquires ship navigation environment information and the ship's own operating status information, and combines the ship's navigation environment information and the ship's own operating status information to form a ship data set; the ship's navigation environment information includes meteorological data, sea state data, and surrounding ship distribution information, and the operating status information includes power system parameters and key navigation indicators;

[0136] Extraction and determination module: If the ship navigation environment information in the ship data set meets the conditions, the ship navigation environment information is extracted and identified, and the ship navigation environment information is combined with the ship's own operating status information to determine the risk level of the ship's navigation;

[0137] Processing and analysis module: If the ship navigation environment information in the ship data set does not meet the conditions, the ship's own operating status information, ship navigation environment information and key navigation indicators are processed and analyzed to determine the danger index of the ship's operating status;

[0138] Determination module: Matches the power control data of the ship at the risk level according to the risk level of the ship's navigation to obtain the power adjustment index of the ship at the corresponding risk level;

[0139] Adjustment module: According to the comparison between the danger index of the ship's operating status and the power adjustment index under the corresponding risk level, the working status of the ship's power system is judged and adjusted.

[0140] Reference Figure 3 As shown, an electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements a real-time monitoring method based on the operating status of a ship. The electronic device may include: a processor 610, a communications interface 620, a memory 630, and a communication bus 640. The processor 610, the communications interface 620, and the memory 630 communicate with each other via the communication bus 640. The processor 610 can call logic instructions in the memory 630 to execute the real-time monitoring method based on the operating status of a ship.

[0141] In addition, the logic instructions in the above-mentioned memory 630 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when sold or used as an independent product. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0142] On the other hand, the present invention also provides a computer program product, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute a real-time monitoring method based on the operating status of a ship.

[0143] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform a real-time monitoring method based on the operating status of a ship.

[0144] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they may be located in one location or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of the present embodiment. Persons of ordinary skill in the art will be able to understand and implement the present invention without inventive effort.

[0145] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a necessary general hardware platform, or of course, by hardware. Based on this understanding, the essence of the above technical solution or the part that contributes to the existing technology can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or certain parts of the embodiments.

[0146] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A real-time monitoring method based on ship operation status, characterized in that: The method comprises the following steps: Acquiring ship navigation environment information and the ship's own operating status information, and combining the ship's navigation environment information and the ship's own operating status information to form a ship data set; wherein the ship navigation environment information includes meteorological data, sea state data, and surrounding ship distribution information, and the operating status information includes power system parameters and key navigation indicators; If the ship navigation environment information in the ship data set meets the conditions, the ship navigation environment information is extracted and identified, and the ship navigation risk level is determined by combining the ship navigation environment information with the ship's own operating status information; If the ship navigation environment information in the ship data set does not meet the conditions, the ship's own operating status information, ship navigation environment information and key navigation indicators are processed and analyzed to determine the danger index of the ship's operating status; According to the risk level of the ship's navigation, the power control data of the ship at the risk level is matched to obtain the power adjustment index of the ship at the corresponding risk level; The working state of the ship's power system is determined and adjusted by comparing the danger index of the ship's operating state with the power adjustment index under the corresponding risk level.

2. A real-time monitoring method based on ship operation status according to claim 1, characterized in that: If the ship navigation environment information in the ship data set does not meet the conditions, the ship's own operating status information, ship navigation environment information and key navigation indicators are processed and analyzed to determine the danger index of the ship's operating status, specifically including the following steps: If the ship navigation environment information in the ship data set does not meet the conditions, the key information in the ship's own operating status information is extracted, and the key information is matched with the ship performance standard table to obtain the ship operation safety value; Determine the danger of the ship's power system by judging the power system parameters in the ship's data set; and assess the danger of the ship's navigation path based on key navigation indicators and ship navigation environment information; The danger index of the ship's operating status is determined based on the ship's operating safety value, the danger of the ship's power system and the danger of the ship's navigation path.

3. A real-time monitoring method based on ship operation status according to claim 1, characterized in that: The operation state of the ship's power system is determined and adjusted by comparing the danger index of the ship's operation state with the power adjustment index under the corresponding risk level, specifically including the following steps: Compare the danger index of the ship's operating status with the power adjustment index under the corresponding risk level; If the danger index is greater than or equal to the power adjustment index, an adjustment instruction is issued to the ship's power system to adjust the ship's power status; If the danger index is less than the power adjustment index, the current ship power status will be maintained.

4. A real-time monitoring method based on ship operation status according to claim 1, characterized in that: If the ship navigation environment information in the ship data set meets the conditions, the ship navigation environment information is extracted and identified, and the ship navigation risk level is determined by combining the ship navigation environment information with the ship's own operating status information. Specifically, the following steps are included: Extracting features from meteorological data to obtain meteorological characteristics, and performing spectrum analysis on sea condition data to determine sea condition characteristics; wherein the sea condition characteristics are the changing patterns of waves and currents; Determine whether there is a threat to ship navigation based on meteorological and sea conditions; If the wind speed reaches the preset wind speed threshold and the angle between the ship's heading and the wave direction does not meet the navigation conditions, it is determined that there is a high-risk navigation situation; If there is a high-risk navigation situation, the risk level is determined by judging whether the ship's power system can cope with the current environment; If there is no high-risk navigation condition, the basic operating condition of the ship is judged based on the ship's own operating status information.

5. A real-time monitoring method based on ship operation status according to claim 2, characterized in that: If the ship navigation environment information in the ship data set does not meet the conditions, the key information in the ship's own operating status information is extracted and matched with the ship performance standard table to obtain the ship operation safety value. The specific steps include: Extracting key performance indicators from the power system parameters and key navigation indicators from the key navigation indicators; wherein the key performance indicators include engine torque and fuel injection amount, and the key navigation indicators include speed change rate and heading deviation; If the key performance indicators and key navigation indicators of the ship's power system are within the normal range specified in the ship performance standard table and the fluctuation is small, the ship operation safety value is set as the first safety value; If some key performance indicators or key navigation indicators exceed the normal range but are within the fluctuation range, the ship operation safety value will be set to the second safety value; If all key performance indicators or key navigation indicators are outside the normal range, the ship operation safety value will be set to the third safety value; The first safety value is greater than the second safety value, and the second safety value is greater than the third safety value.

6. A real-time monitoring method based on ship operation status according to claim 5, characterized in that: The power system parameters in the ship data set are judged to determine the dangerousness of the ship power system, which specifically includes the following steps: Assess the degree of wear of power system components based on the power system's operating time, cumulative output power, historical data, and equipment maintenance records; if the degree of component wear exceeds a specified threshold, the power system is judged to be at high risk; The stability of the power system parameters is judged based on the time series of the power system parameters; if the power system parameter fluctuation exceeds the normal fluctuation range, the parameter instability coefficient of the power system is calculated based on the frequency and amplitude of the fluctuation; The danger of the power system is determined based on the degree of wear of the power system components and the parameter instability coefficient.

7. A real-time monitoring method based on ship operation status according to claim 6, characterized in that: The risk index of the ship's operating status is determined based on the ship's operating safety value, the risk of the ship's power system, and the risk of the ship's navigation path, specifically including the following steps: If the ship's navigation is at a high risk level, the ship's operating safety value is the third safety value, the power system is highly dangerous, and the navigation path is highly dangerous, the ship's operating status risk index is set to the first risk index; If the ship's navigation is at a medium risk level, the ship's operating safety value is the second safety value, the danger level of the power system is at a medium risk level, and the navigation path is moderately dangerous, the danger index of the ship's operating status is set to the second danger index; If the ship's navigation is at a low risk level, the ship's operating safety value is the third safety value, the power system's risk is low, and the navigation path's risk is low, then the ship's operating status risk index is set to the third risk index; Among them, the first risk index is greater than the second risk index, and the second risk index is greater than the third risk index.

8. A real-time monitoring method based on ship operation status according to claim 7, characterized in that: According to the risk level of the ship's navigation, the power control data of the ship at the risk level is matched to obtain the power adjustment index of the ship at the corresponding risk level, which specifically includes the following steps: Extracting historical power control data for different ships under various navigation risk levels; wherein the historical power control data includes the timing and amplitude of power adjustments and the ship's response; According to the current ship's navigation risk level, filter out power control data with the same or similar risk level from historical data; Calculate the average appropriate amplitude and frequency of power adjustment under the risk level, and then calculate the power adjustment index of the ship under the corresponding risk level based on the average appropriate amplitude and frequency of power adjustment.

9. A real-time monitoring system based on ship operation status, applied to a real-time monitoring method based on ship operation status according to any one of claims 1 to 8, characterized in that: include: Acquisition module: acquires ship navigation environment information and the ship's own operating status information, and combines the ship's navigation environment information and the ship's own operating status information to form a ship data set; wherein the ship navigation environment information includes meteorological data, sea state data and surrounding ship distribution information, and the operating status information includes power system parameters and key navigation indicators; Extraction and determination module: If the ship navigation environment information in the ship data set meets the conditions, the ship navigation environment information is extracted and identified, and the ship navigation environment information is combined with the ship's own operating status information to determine the risk level of the ship's navigation; Processing and analysis module: If the ship navigation environment information in the ship data set does not meet the conditions, the ship's own operating status information, ship navigation environment information and key navigation indicators are processed and analyzed to determine the danger index of the ship's operating status; Determination module: Matches the power control data of the ship at the risk level according to the risk level of the ship's navigation to obtain the power adjustment index of the ship at the corresponding risk level; Adjustment module: According to the comparison between the danger index of the ship's operating status and the power adjustment index under the corresponding risk level, the working status of the ship's power system is judged and adjusted.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, a real-time monitoring method based on the ship operation status as described in any one of claims 1 to 8 is implemented.

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