Non-navigable hole bridge pier submarine self-triggering ship interception method and related device

Abstract

Embodiments of the present application relate to the fields of data processing and interception prediction, and provide a non-navigable hole bridge pier submarine self-triggering ship interception method and related device. The method comprises: acquiring a first image set of a target ship in a target water area; determining driving information and target position information of the target ship according to the first image set; performing route prediction according to the driving information, the target position information and attribute information of the target ship to obtain a first predicted route; determining collision information between the target ship and a target bridge according to the first predicted route to obtain a collision prediction result; if the collision prediction result indicates that a collision occurs, determining control parameters of a ship interception device according to the first predicted route and the attribute information of the target ship; and controlling the ship interception device to intercept the target ship by using the control parameters, thereby reducing the impact of the ship on the bridge pier and improving the safety of the bridge pier.

Description

Technical Field

[0001] This application relates to the fields of data processing and interception prediction technology, specifically to a submersible self-triggered ship interception method and related devices for non-navigable bridge piers. Background Technology

[0002] To address the issues of low pier strength and difficulty in protecting against ship collisions in non-navigable spans of large cross-sea bridges, existing solutions typically involve installing anti-collision devices around the piers. However, vessels passing through the area around cross-sea bridges may include large cargo ships. If a large cargo ship, fully loaded, collides with a pier due to unforeseen circumstances, its large mass and inertia will result in significant kinetic energy. The existing method of installing anti-collision devices around the piers will still result in considerable energy impacting the piers, potentially causing damage or a reduced lifespan. Summary of the Invention

[0003] This application provides a method and related device for submersible self-triggered ship interception on non-navigable bridge piers. It can predict the ship's route and determine whether there is a collision risk. If there is a collision risk, it will actively intercept the ship to further reduce the impact of the ship on the bridge pier and improve the safety of the bridge pier.

[0004] A first aspect of this application provides a method for determining a business product, the method comprising: Acquire the first set of images of the target vessel in the target waters; The navigation information and target location information of the target vessel are determined based on the first image set; Based on the driving information, the target location information, and the attribute information of the target vessel, a route prediction is performed to obtain a first predicted route. Based on the first predicted route, the collision information between the target vessel and the target bridge is determined, and the collision prediction result is obtained. If the collision prediction result indicates that a collision has occurred, the control parameters of the ship interception device are determined based on the first predicted route and the attribute information of the target ship. The control parameters are used to control the ship interception device to intercept the target ship.

[0005] In one possible implementation, the step of predicting the route based on the driving information, the target location information, and the attribute information of the target vessel to obtain a first predicted route includes: Extract the driving speed and driving direction from the driving information, and extract the current draft of the ship from the ship's attribute information; Based on the speed value, the target position information, and the direction of travel, a first reference predicted route for the target vessel is determined; The turning coefficient of the target vessel is determined based on the current draft; The maximum avoidance route of the target vessel is determined based on the steering coefficient and the first reference predicted route. The maximum avoidance route and the first predicted route are determined as the first predicted route.

[0006] In one possible implementation, determining the collision information between the target vessel and the target bridge based on the first predicted route to obtain a collision prediction result includes: The first collision information between the target vessel and the target bridge is determined based on the maximum avoidance route. The second collision information between the target vessel and the target bridge is determined based on the first reference predicted route. The collision prediction result is determined based on the first collision information, the second collision information, and the location information of the non-navigable piers of the target bridge.

[0007] In one possible implementation, determining the control parameters of the ship interception device based on the first predicted route, the attribute information of the target ship, and the navigation information includes: The maximum avoidance route and the first reference predicted route are fused to obtain the actual predicted route of the target vessel. The interception location information is determined based on the actual predicted route and the current location information of the ship interception device; Based on the predicted velocity value at the interception location and the weight information in the target vessel's attribute information, the first kinetic energy of the target vessel at the interception location is determined. The interception energy of the ship interception device is determined based on the first kinetic energy, the interception location information, and the location information of the non-navigable piers of the target bridge. The control parameters of the ship interception device are determined based on the interception location information and the interception energy.

[0008] In one possible implementation, determining the interception energy of the ship interception device based on the first kinetic energy, the interception location information, and the location information of the non-navigable span piers of the target bridge includes: Based on the interception location information and the location information of the non-navigable span piers of the target bridge, determine the safe interception sliding distance after intercepting the target vessel; The first sub-interception energy is determined based on the interception sliding safety distance and the first kinetic energy; The energy consumed by the interceptor device as it moves to the location indicated by the interception location information is determined based on the interception location information. The interception energy of the ship interception device is calculated based on the first interception energy, the energy consumed by motion, and the energy loss coefficient.

[0009] A second aspect of this application provides a submersible self-triggering vessel interception device for non-navigable bridge piers, the device comprising: The acquisition unit is used to acquire a first set of images of the target vessel in the target waters. The first determining unit is used to determine the navigation information and target location information of the target vessel based on the first image set; The prediction unit is used to predict the route based on the driving information, the target location information and the attribute information of the target vessel, and obtain a first predicted route. The second determining unit is used to determine the collision information between the target vessel and the target bridge based on the first predicted route, and to obtain the collision prediction result. The third determining unit is used to determine the control parameters of the ship interception device based on the first predicted route and the attribute information of the target ship if the collision prediction result indicates that a collision has occurred. The control unit is used to control the ship interception device to intercept the target ship using the control parameters.

[0010] In one possible implementation, the prediction unit is specifically used for: Extract the driving speed and driving direction from the driving information, and extract the current draft of the ship from the ship's attribute information; Based on the speed value, the target position information, and the direction of travel, a first reference predicted route for the target vessel is determined; The turning coefficient of the target vessel is determined based on the current draft; The maximum avoidance route of the target vessel is determined based on the steering coefficient and the first reference predicted route. The maximum avoidance route and the first predicted route are determined as the first predicted route.

[0011] In one possible implementation, the second determining unit is specifically used for: The first collision information between the target vessel and the target bridge is determined based on the maximum avoidance route. The second collision information between the target vessel and the target bridge is determined based on the first reference predicted route. The collision prediction result is determined based on the first collision information, the second collision information, and the location information of the non-navigable piers of the target bridge.

[0012] In one possible implementation, the third determining unit is specifically used for: The maximum avoidance route and the first reference predicted route are fused to obtain the actual predicted route of the target vessel. The interception location information is determined based on the actual predicted route and the current location information of the ship interception device; Based on the predicted velocity value at the interception location and the weight information in the target vessel's attribute information, the first kinetic energy of the target vessel at the interception location is determined. The interception energy of the ship interception device is determined based on the first kinetic energy, the interception location information, and the location information of the non-navigable piers of the target bridge. The control parameters of the ship interception device are determined based on the interception location information and the interception energy.

[0013] In one possible implementation, regarding the determination of the interception energy of the ship interception device based on the first kinetic energy, the interception location information, and the location information of the non-navigable span piers of the target bridge, the third determining unit is specifically used for: Based on the interception location information and the location information of the non-navigable span piers of the target bridge, determine the safe interception sliding distance after intercepting the target vessel; The first sub-interception energy is determined based on the interception sliding safety distance and the first kinetic energy; The energy consumed by the interceptor device as it moves to the location indicated by the interception location information is determined based on the interception location information. The interception energy of the ship interception device is calculated based on the first interception energy, the energy consumed by motion, and the energy loss coefficient.

[0014] A third aspect of this application provides a terminal including a processor, an input device, an output device, and a memory, wherein the processor, input device, output device, and memory are interconnected, wherein the memory is used to store a computer program, the computer program including program instructions, and the processor is configured to invoke the program instructions to execute the step instructions as described in the first aspect of this application.

[0015] A fourth aspect of this application provides a computer-readable storage medium storing a computer program for electronic data interchange, wherein the computer program causes a computer to perform some or all of the steps described in the first aspect of this application.

[0016] A fifth aspect of this application provides a computer program product, wherein the computer program product includes a non-transitory computer-readable storage medium storing a computer program operable to cause a computer to perform some or all of the steps described in the first aspect of this application. The computer program product may be a software installation package.

[0017] Implementing the embodiments of this application has the following beneficial effects: By acquiring a first set of images of target vessels in the target waters, determining the vessel's navigation information and target location information based on the first set of images, and performing route prediction based on the navigation information, target location information, and target vessel attribute information to obtain a first predicted route, and determining collision information between the target vessel and the target bridge based on the first predicted route to obtain a collision prediction result, if the collision prediction result indicates a collision, then determining the control parameters of the vessel interception device based on the first predicted route and the target vessel attribute information, and using the control parameters to control the vessel interception device to intercept the target vessel, it is possible to predict the vessel's route and determine whether there is a collision risk. If there is a collision risk, the vessel is actively intercepted to further reduce the impact of the vessel on the bridge pier and improve the safety of the bridge pier. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This application provides a schematic diagram of a ship interception device. Figure 2 This application provides a flowchart illustrating a method for submersible self-triggered vessel interception via a non-navigable bridge pier. Figure 3 This is a schematic diagram of the structure of a terminal provided in an embodiment of this application; Figure 4 This application provides a structural schematic diagram of a submersible self-triggered ship interception device for non-navigable bridge piers. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] The terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0022] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0023] To better understand the submersible self-triggered vessel interception method for non-navigable span bridge piers provided in this application embodiment, the following is a brief introduction to the application scenarios of this method. For non-navigable span bridge piers of large cross-sea bridges, during passage, because they are not on the shipping route, they suffer from low resistance and difficulty in preventing ship collisions. Typically, only protective devices are installed around piers on the shipping route, or the strength of these protective devices is lower than that of the piers on the shipping route. However, collisions between ships and non-navigable span bridge piers can still occur due to ship malfunctions or operational errors. Since there are many non-navigable span bridge piers, installing separate protective devices for each pier would result in significant protection costs and would be detrimental to subsequent maintenance.

[0024] To address the aforementioned technical problems, this application provides a mobile ship interception device that can cover multiple non-navigable bridge piers. It can predict the ship's route and determine whether there is a collision risk. If there is a collision risk, it actively intercepts the ship to further reduce the impact of the ship on the bridge pier, improve the safety of the bridge pier, and reduce costs.

[0025] Please see Figure 1, Figure 1 This application provides a schematic diagram of a ship interception device. For example... Figure 1 As shown, the interception device (submersible self-triggering ship interception system) can receive the ship's attribute information through an intelligent receiving terminal, and predict the ship's route based on the acquired image set and other factors to determine whether there is a collision risk. If there is a collision risk, it will actively intercept the ship to further reduce the impact of the ship on the bridge pier, improve the safety of the bridge pier, and reduce costs.

[0026] Please see Figure 2 , Figure 2 This application provides a flowchart illustrating a submersible self-triggered vessel interception method for bridge piers in non-navigable channels. (See attached diagram.) Figure 2 As shown, the method includes: 201. Obtain the first set of images of the target vessel in the target waters.

[0027] The target waterway can be understood as the waters near the target bridge where vessels can pass. Specifically, it could be the area corresponding to a bridge pier that is not a navigable channel, where vessels are prone to colliding with the pier. Therefore, monitoring of this target waterway is necessary. This can be achieved by acquiring a first set of images using cameras installed on the target bridge, then transmitting the images to a processor for further processing. The processor can be a front-end processing device installed on the target bridge. After determining the control parameters for the vessel interception device, it sends these parameters to the device for control.

[0028] Specifically, when acquiring the first set of images, the images can be acquired at certain time intervals, and the corresponding first images can be timestamped after acquisition to record the shooting time for subsequent calculations of driving information and location information.

[0029] 202. Determine the navigation information and target location information of the target vessel based on the first image set.

[0030] Specifically, the position information of the target vessel at each image acquisition time can be determined based on the first image in the first image set. The velocity value and direction of travel in the navigation information can then be determined based on this position information and the time interval between image acquisitions. Specifically, a general method for determining the velocity value and direction of travel can be used to obtain the velocity value and direction of travel in the target vessel's navigation information. A general position extraction method can also be used to extract the position information of the target vessel in each first image, thus obtaining the target position information.

[0031] 203. Based on the driving information, the target location information, and the attribute information of the target vessel, a route prediction is performed to obtain a first predicted route.

[0032] The target vessel's attribute information includes its current draft. A reference predicted route can be determined based on the vessel's navigation information and target position information. Combining this with the turning coefficient determined by the current draft and the reference predicted route, a maximum avoidance route is determined. Finally, the reference predicted route and the maximum avoidance route are selected as the first predicted route. Because of inertia and power, a vessel has a certain turning angle when turning. Under certain circumstances, even if a full turn is achieved in a certain direction, it may not be able to avoid a collision.

[0033] Specifically, the step of predicting the route based on the driving information, the target location information, and the attribute information of the target vessel to obtain a first predicted route includes: A1. Extract the driving speed and driving direction from the driving information, and extract the current draft of the ship from the ship's attribute information; A2. Determine the first reference predicted route of the target vessel based on the driving speed value, the target position information, and the driving direction; A3. Determine the turning coefficient of the target vessel based on the current draft; A4. Determine the maximum avoidance route for the target vessel based on the steering coefficient and the first reference predicted route; A5. The maximum avoidance route and the first predicted route are determined as the first predicted route.

[0034] This involves predicting the position and speed for the next moment based on the driving speed, target location information, and driving direction. After obtaining the position and speed for the next moment, further predictions are made to obtain the position and speed for each moment within a subsequent period. By connecting the positions at each moment within this subsequent period using a smooth curve as a reference, the corresponding driving speed is marked at each position, thus obtaining the first reference predicted route.

[0035] The turning coefficient of the target vessel can be determined based on its current draft. This turning coefficient can be understood as the difficulty factor for the target vessel to change its direction when traveling in a straight line. When a vessel is navigating in water, its turning maneuvers are related to factors such as its current load capacity, in order to maintain stability and the actual turning force required. Simultaneously, the target vessel's navigator actively predicts the possibility of a collision. If a collision occurs, the navigator will change its course to avoid the collision. Therefore, it is necessary to consider the target vessel's maximum turning angle during turning to make maximum risk avoidance predictions.

[0036] When determining the steering coefficient, it can be specifically based on the current draft and current speed. A larger current draft results in a smaller steering coefficient, and a smaller current draft results in a larger steering coefficient. Conversely, a higher speed indicates greater kinetic energy carried by the target vessel. Therefore, when the steering force reaches its maximum, if the steering force remains constant, the greater the steering kinetic energy, the smaller the steering coefficient; and vice versa. The steering coefficient characterizes the difficulty of turning and the maximum possible steering angle.

[0037] Based on the steering angle and the target vessel's maximum steering force, and using the starting position of the first reference predicted route as a reference position, the maximum steering angle and maximum steering force are applied at each subsequent time step to determine the maximum avoidance route for the target vessel in its current state. Specifically, particle swarm optimization can be used to optimize the determination of the maximum avoidance route.

[0038] Finally, the maximum avoidance route and the first predicted route are determined as the first predicted route. Then, subsequent collision prediction can be carried out through route prediction. For example, if a collision with the target bridge still occurs when using the maximum avoidance route, then the collision cannot be avoided. In this case, the ship must be intercepted by the ship to avoid or reduce the losses caused by the collision with the target bridge.

[0039] 204. Determine the collision information between the target vessel and the target bridge based on the first predicted route to obtain the collision prediction result.

[0040] Specifically, determining the collision information between the target vessel and the target bridge based on the first predicted route to obtain the collision prediction result includes: B1. Determine the first collision information between the target vessel and the target bridge based on the maximum avoidance route; B2. Determine the second collision information between the target vessel and the target bridge based on the first reference predicted route; B3. Based on the first collision information, the second collision information, and the location information of the non-navigable piers of the target bridge, the collision prediction result is determined.

[0041] Specifically, it can be determined whether there is an overlap between the maximum avoidance route and the target bridge. This overlap can be understood as whether the maximum avoidance route intersects with the location of the bridge piers. If an overlap exists, the first collision information indicates an unavoidable collision with the bridge, requiring interception. Otherwise, the first collision information indicates a possible collision with the bridge, but the collision can be avoided. Since the maximum avoidance route does not overlap with the target bridge, it means that a collision can be avoided with timely steering. If the maximum avoidance route overlaps with the target bridge, it means that a collision cannot be avoided even with steering.

[0042] Specifically, it is also possible to extract whether there is an overlap between the first reference predicted route and the target bridge. If there is an overlap, the second collision information can be that a collision may occur; if there is no overlap, the second collision information can be that there is no collision.

[0043] The overlapping points corresponding to the first collision information and the second collision information are obtained. If the location information of the overlapping points includes the location information of the non-navigable channel pier, the collision prediction result is that a collision has occurred; otherwise, the collision result is that there is no collision. Since the ship interception device in this application can provide collision protection for non-navigable channel piers, when a collision with a non-navigable channel pier is determined, the ship interception device needs to be controlled to intercept the collision to ensure safety. Of course, if the collision point is a navigable channel pier, and if the ship interception device has the capability to intercept, it can also be controlled to intercept the collision.

[0044] 205. If the collision prediction result indicates that a collision has occurred, the control parameters of the ship interception device shall be determined based on the first predicted route and the attribute information of the target ship.

[0045] Specifically, determining the control parameters of the ship interception device based on the first predicted route, the attribute information of the target ship, and the navigation information includes: C1. The maximum avoidance route and the first reference predicted route are fused to obtain the actual predicted route of the target vessel. C2. Determine the interception location information based on the actual predicted route and the current location information of the ship interception device; C3. Based on the predicted velocity value at the interception location and the weight information in the target vessel's attribute information, determine the first kinetic energy of the target vessel at the interception location; C4. Determine the interception energy of the ship interception device based on the first kinetic energy, the interception location information, and the location information of the non-navigable piers of the target bridge. C5. Determine the control parameters of the ship interception device based on the interception location information and the interception energy.

[0046] The method for fusing the maximum avoidance route and the first reference predicted route to obtain the actual predicted route of the target vessel can be as follows: Since the maximum avoidance route is an avoidance route under extreme conditions, the actual sailing path may not be reached. Therefore, the maximum avoidance route and the first reference predicted route can be fused. During the fusion, the historical turning power data of the target vessel when it turns can be extracted. Based on the historical turning power data, the first reference predicted course and the maximum avoidance route are fused to obtain the actual predicted route.

[0047] Specifically, the dynamic fluctuation coefficient of historical steering power data can be extracted. Based on this coefficient and the historical steering power data, predicted steering power data is determined. This predicted steering power data is then applied to the first reference predicted route, and the route is adjusted to obtain the first intermediate predicted route. The steering power of the maximum avoidance route is reduced to the predicted steering power data, and the route is adjusted again to obtain the second intermediate predicted route. The first and second intermediate predicted routes are then merged to obtain the actual predicted route of the target vessel. The fusion of the first and second intermediate predicted routes can be performed using either the mean method or a weighted coefficient method. This allows for the fusion of predicted routes without steering power and maximum avoidance routes with maximum steering power, based on predicted steering power data, thus improving the accuracy of determining the actual predicted route of the target vessel.

[0048] The interception position information can be determined by using general kinematic laws based on the actual predicted route and the current position information of the ship interception device.

[0049] The first kinetic energy at the interception location can be calculated using a general kinetic energy calculation method.

[0050] In one specific implementation, determining the interception energy of the ship interception device based on the first kinetic energy, the interception location information, and the location information of the non-navigable piers of the target bridge includes: D1. Based on the interception location information and the location information of the non-navigable piers of the target bridge, determine the safe interception sliding distance after intercepting the target vessel; D2. Determine the first sub-interception energy based on the interception sliding safety distance and the first kinetic energy; D3. Determine the energy consumed by the interceptor device as it moves to the position indicated by the interceptor position information based on the interception position information. D4. Calculate the interception energy based on the first sub-interception energy, the energy consumed by motion, and the energy loss coefficient to obtain the interception energy of the ship interception device.

[0051] The interception and taxiing safety distance can be understood as the maximum distance that the target vessel will not collide with a non-navigable channel pier after taxiing following interception. This maximum distance should be lower than the straight-line distance between the interception location and the location of the non-navigable channel pier of the target bridge to ensure safety. For example, it can be the straight-line distance minus a fixed distance value. This fixed distance value is set based on experience or historical data.

[0052] Within a safe distance, the minimum energy required to bring the target vessel to a stop is the first sub-interception energy. Specifically, the first sub-interception energy can be determined based on the energy consumption power during interception, the safe interception distance, and the initial kinetic energy. Specifically, during interception, the vessel also experiences water resistance. The work done by water resistance is related to the actual interception distance; the longer the distance, the greater the work done by resistance, and the lower the corresponding first sub-interception energy. Therefore, the minimum first sub-interception energy can be obtained within a safe distance.

[0053] When determining the energy consumed during exercise, a general energy consumption calculation method can be used to obtain the energy consumed during operation.

[0054] Finally, the sum of the first interception energy and the energy consumed by motion can be divided by the energy loss coefficient to obtain the interception energy of the ship interception device.

[0055] Finally, the method for determining the control parameters of the ship's interception device based on the interception location information and the interception energy can be to use a control parameter generation model to generate the corresponding control parameters. The control parameter generation model is a pre-trained model used to generate control parameters.

[0056] 206. The control parameters are used to control the ship interception device to intercept the target ship.

[0057] In this example, a first set of images of a target vessel in the target waterway is acquired. The vessel's navigation information and target location information are determined based on the first set of images. A first predicted route is obtained based on the navigation information, target location information, and attribute information of the target vessel. Collision information between the target vessel and the target bridge is determined based on the first predicted route, resulting in a collision prediction result. If the collision prediction result indicates a collision, control parameters for a vessel interception device are determined based on the first predicted route and the target vessel's attribute information. These control parameters are then used to control the vessel interception device to intercept the target vessel. Therefore, the vessel's route can be predicted, and a collision risk can be identified. If a collision risk exists, the vessel is actively intercepted to further reduce the impact of the vessel on the bridge pier and improve the safety of the bridge pier.

[0058] For examples consistent with the above embodiments, please refer to... Figure 3 , Figure 3 This is a schematic diagram of the structure of a terminal provided in an embodiment of this application, such as... Figure 3 As shown, it includes a processor, an input device, an output device, and a memory, which are interconnected. The memory is used to store a computer program, which includes program instructions. The processor is configured to call the program instructions. The program includes instructions for performing the following steps. Acquire the first set of images of the target vessel in the target waters; The navigation information and target location information of the target vessel are determined based on the first image set; Based on the driving information, the target location information, and the attribute information of the target vessel, a route prediction is performed to obtain a first predicted route. Based on the first predicted route, the collision information between the target vessel and the target bridge is determined, and the collision prediction result is obtained. If the collision prediction result indicates that a collision has occurred, the control parameters of the ship interception device are determined based on the first predicted route and the attribute information of the target ship. The control parameters are used to control the ship interception device to intercept the target ship.

[0059] The above mainly describes the solutions of the embodiments of this application from the perspective of the method execution process. It is understood that, in order to achieve the above functions, the terminal includes the corresponding hardware structure and / or software modules for executing each function. Those skilled in the art should readily recognize that, in conjunction with the units and algorithm steps of the various examples described in the embodiments provided herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0060] This application embodiment can divide the terminal into functional units according to the above method example. For example, each function can be divided into a separate functional unit, or two or more functions can be integrated into one processing unit. The integrated unit can be implemented in hardware or as a software functional unit. It should be noted that the unit division in this application embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0061] For those consistent with the above, please refer to Figure 4 , Figure 4 This application provides a schematic diagram of a submersible self-triggering ship interception device for non-navigable bridge piers, as illustrated in this embodiment. Figure 4 As shown, the device includes: Acquisition unit 401 is used to acquire a first set of images of target vessels in the target waters; The first determining unit 402 is used to determine the driving information and target location information of the target vessel based on the first image set; The prediction unit 403 is used to predict the route based on the driving information, the target location information and the attribute information of the target vessel to obtain a first predicted route. The second determining unit 404 is used to determine the collision information between the target vessel and the target bridge based on the first predicted route, and to obtain the collision prediction result. The third determining unit 405 is used to determine the control parameters of the ship interception device based on the first predicted route and the attribute information of the target ship if the collision prediction result indicates that a collision has occurred. Control unit 406 is used to control the ship interception device to intercept the target ship using the control parameters.

[0062] In one possible implementation, the prediction unit 403 is specifically used for: Extract the driving speed and driving direction from the driving information, and extract the current draft of the ship from the ship's attribute information; Based on the speed value, the target position information, and the direction of travel, a first reference predicted route for the target vessel is determined; The turning coefficient of the target vessel is determined based on the current draft; The maximum avoidance route of the target vessel is determined based on the steering coefficient and the first reference predicted route. The maximum avoidance route and the first predicted route are determined as the first predicted route.

[0063] In one possible implementation, the second determining unit 404 is specifically used for: The first collision information between the target vessel and the target bridge is determined based on the maximum avoidance route. The second collision information between the target vessel and the target bridge is determined based on the first reference predicted route. The collision prediction result is determined based on the first collision information, the second collision information, and the location information of the non-navigable piers of the target bridge.

[0064] In one possible implementation, the third determining unit 405 is specifically used for: The maximum avoidance route and the first reference predicted route are fused to obtain the actual predicted route of the target vessel. The interception location information is determined based on the actual predicted route and the current location information of the ship interception device; Based on the predicted velocity value at the interception location and the weight information in the target vessel's attribute information, the first kinetic energy of the target vessel at the interception location is determined. The interception energy of the ship interception device is determined based on the first kinetic energy, the interception location information, and the location information of the non-navigable piers of the target bridge. The control parameters of the ship interception device are determined based on the interception location information and the interception energy.

[0065] In one possible implementation, regarding the determination of the interception energy of the ship interception device based on the first kinetic energy, the interception location information, and the location information of the non-navigable span piers of the target bridge, the third determining unit 405 is specifically used for: Based on the interception location information and the location information of the non-navigable span piers of the target bridge, determine the safe interception sliding distance after intercepting the target vessel; The first sub-interception energy is determined based on the interception sliding safety distance and the first kinetic energy; The energy consumed by the interceptor device as it moves to the location indicated by the interception location information is determined based on the interception location information. The interception energy of the ship interception device is calculated based on the first interception energy, the energy consumed by motion, and the energy loss coefficient.

[0066] This application also provides a computer storage medium storing a computer program for electronic data exchange, which causes a computer to perform some or all of the steps of any of the non-navigable channel bridge pier submersible self-triggering ship interception methods described in the above method embodiments.

[0067] This application also provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program that causes a computer to perform some or all of the steps of any of the non-navigable channel pier submersible self-triggering ship interception methods described in the above method embodiments.

[0068] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0069] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0070] In the several embodiments provided in this application, it should be understood that the disclosed apparatus can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical or other forms.

[0071] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0072] Furthermore, the functional units in the various embodiments of the application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software program module.

[0073] If the integrated unit is implemented as a software program module and sold or used as an independent product, it can be stored in a computer-readable storage device (CMD). Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned memory includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0074] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage device, which may include: a flash drive, a read-only memory, a random access memory, a magnetic disk, or an optical disk, etc.

[0075] The embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for submersible self-triggered vessel interception on non-navigable bridge piers, characterized in that, The method includes: Acquire the first set of images of the target vessel in the target waters; The navigation information and target location information of the target vessel are determined based on the first image set; Based on the driving information, the target location information, and the attribute information of the target vessel, a route prediction is performed to obtain a first predicted route. Based on the first predicted route, the collision information between the target vessel and the target bridge is determined, and the collision prediction result is obtained. If the collision prediction result indicates that a collision has occurred, the control parameters of the ship interception device are determined based on the first predicted route and the attribute information of the target ship. The control parameters are used to control the ship interception device to intercept the target ship; The first predicted route includes the maximum avoidance route and the first reference predicted route; The step of determining the control parameters of the ship interception device based on the first predicted route, the attribute information of the target ship, and the navigation information includes: The maximum avoidance route and the first reference predicted route are fused to obtain the actual predicted route of the target vessel. The interception location information is determined based on the actual predicted route and the current location information of the ship interception device; Based on the predicted velocity value at the interception location and the weight information in the target vessel's attribute information, the first kinetic energy of the target vessel at the interception location is determined. The interception energy of the ship interception device is determined based on the first kinetic energy, the interception location information, and the location information of the non-navigable piers of the target bridge. The control parameters of the ship interception device are determined based on the interception location information and the interception energy. The process of fusing the maximum avoidance route and the first reference predicted route to obtain the actual predicted route of the target vessel includes: Extract the dynamic fluctuation coefficient from historical steering dynamic data. Determine the predicted steering dynamic data based on the dynamic fluctuation coefficient and historical steering dynamic data when the target vessel is turning. Apply the predicted steering dynamic data to the first reference predicted route and then adjust the route to obtain the first intermediate predicted route. Reduce the steering dynamic of the maximum avoidance route to the predicted steering dynamic data and then adjust the route to obtain the second intermediate predicted route. Merge the first intermediate predicted route and the second intermediate predicted route to obtain the actual predicted route of the target vessel.

2. The submersible self-triggered vessel interception method for non-navigable bridge piers according to claim 1, characterized in that, The step of predicting a route based on the driving information, the target location information, and the attribute information of the target vessel to obtain a first predicted route includes: Extract the driving speed and driving direction from the driving information, and extract the current draft of the ship from the ship's attribute information; Based on the speed value, the target position information, and the direction of travel, a first reference predicted route for the target vessel is determined; The turning coefficient of the target vessel is determined based on the current draft; The maximum avoidance route of the target vessel is determined based on the steering coefficient and the first reference predicted route. The maximum avoidance route and the first reference predicted route are determined as the first predicted route.

3. The submersible self-triggered vessel interception method for non-navigable bridge piers according to claim 2, characterized in that, The step of determining the collision information between the target vessel and the target bridge based on the first predicted route to obtain the collision prediction result includes: The first collision information between the target vessel and the target bridge is determined based on the maximum avoidance route. The second collision information between the target vessel and the target bridge is determined based on the first reference predicted route. The collision prediction result is determined based on the first collision information, the second collision information, and the location information of the non-navigable piers of the target bridge.

4. The submersible self-triggered vessel interception method for non-navigable bridge piers according to claim 1, characterized in that, The step of determining the interception energy of the ship interception device based on the first kinetic energy, the interception location information, and the location information of the non-navigable piers of the target bridge includes: Based on the interception location information and the location information of the non-navigable piers of the target bridge, determine the safe interception sliding distance after intercepting the target vessel; The first sub-interception energy is determined based on the interception sliding safety distance and the first kinetic energy; The energy consumed by the interceptor device as it moves to the location indicated by the interception location information is determined based on the interception location information. The interception energy of the ship interception device is calculated based on the first interception energy, the energy consumed by motion, and the energy loss coefficient.

5. A submersible self-triggered ship interception device for non-navigable bridge piers, characterized in that, The device includes: The acquisition unit is used to acquire a first set of images of the target vessel in the target waters. The first determining unit is used to determine the navigation information and target location information of the target vessel based on the first image set; The prediction unit is used to predict the route based on the driving information, the target location information and the attribute information of the target vessel, and obtain a first predicted route. The second determining unit is used to determine the collision information between the target vessel and the target bridge based on the first predicted route, and to obtain the collision prediction result. The third determining unit is used to determine the control parameters of the ship interception device based on the first predicted route and the attribute information of the target ship if the collision prediction result indicates that a collision has occurred. A control unit is configured to control the ship interception device to intercept the target ship using the control parameters. The first predicted route includes the maximum avoidance route and the first reference predicted route; The third determining unit is also used for: The maximum avoidance route and the first reference predicted route are fused to obtain the actual predicted route of the target vessel. The interception location information is determined based on the actual predicted route and the current location information of the ship interception device; Based on the predicted velocity value at the interception location and the weight information in the target vessel's attribute information, the first kinetic energy of the target vessel at the interception location is determined. The interception energy of the ship interception device is determined based on the first kinetic energy, the interception location information, and the location information of the non-navigable piers of the target bridge. The control parameters of the ship interception device are determined based on the interception location information and the interception energy. The process of fusing the maximum avoidance route and the first reference predicted route to obtain the actual predicted route of the target vessel includes: Extract the dynamic fluctuation coefficient from historical steering dynamic data. Determine the predicted steering dynamic data based on the dynamic fluctuation coefficient and historical steering dynamic data when the target vessel is turning. Apply the predicted steering dynamic data to the first reference predicted route and then adjust the route to obtain the first intermediate predicted route. Reduce the steering dynamic of the maximum avoidance route to the predicted steering dynamic data and then adjust the route to obtain the second intermediate predicted route. Merge the first intermediate predicted route and the second intermediate predicted route to obtain the actual predicted route of the target vessel.

6. The submersible self-triggered ship interception device for non-navigable bridge piers according to claim 5, characterized in that, The prediction unit is specifically used for: Extract the driving speed and driving direction from the driving information, and extract the current draft of the ship from the ship's attribute information; Based on the speed value, the target position information, and the direction of travel, a first reference predicted route for the target vessel is determined; The turning coefficient of the target vessel is determined based on the current draft; The maximum avoidance route of the target vessel is determined based on the steering coefficient and the first reference predicted route. The maximum avoidance route and the first reference predicted route are determined as the first predicted route.

7. The submersible self-triggered ship interception device for non-navigable bridge piers according to claim 6, characterized in that, The second determining unit is specifically used for: The first collision information between the target vessel and the target bridge is determined based on the maximum avoidance route. The second collision information between the target vessel and the target bridge is determined based on the first reference predicted route. The collision prediction result is determined based on the first collision information, the second collision information, and the location information of the non-navigable piers of the target bridge.

8. A terminal, characterized in that, The system includes a processor, an input device, an output device, and a memory, which are interconnected. The memory stores a computer program, which includes program instructions. The processor is configured to invoke the program instructions to execute the submersible self-triggering vessel interception method for non-navigable piers as described in any one of claims 1-4.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, the computer program including program instructions, which, when executed by a processor, cause the processor to perform the submersible self-triggering ship interception method for non-navigable piers as described in any one of claims 1-4.

Images