Intelligent laying method of laying ship fusing construction positioning and SCADA visualization

Abstract

The application relates to the technical field of ocean engineering construction, and discloses an intelligent laying method of a laying ship combining construction positioning and SCADA visualization, which comprises the following steps: synchronously collecting coordinate and attitude parameters of the laying ship through a Beidou positioning terminal and an inertial navigation device, and combining with seabed topographic surveying data to construct a three-dimensional digital twin model of a construction scene; based on the model, analyzing boundary and gradient characteristics of a target laying area, and generating an initial laying path planning scheme; in the operation process, real-time monitoring of position deviation and ocean current velocity data is carried out, and the laying path is dynamically adjusted; through a SCADA system visual interface, the position of the laying ship, path adjustment records and seabed topographic changes are displayed in real time. The application realizes high-precision positioning, dynamic path optimization and whole-process three-dimensional visual monitoring of laying operation, solves the problems of large positioning deviation and response lag of the traditional method, and significantly improves the construction precision and efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of marine engineering construction, and in particular to an intelligent laying method for a laying vessel integrating construction positioning and SCADA visualization. Background Art

[0002] In marine engineering construction, the laying of submarine pipelines, cables, and other facilities is a critical technical step, and the quality of their construction directly impacts project safety and service life. Traditional laying operations rely primarily on manual operation and empirical judgment, resulting in low positioning accuracy, crude path planning, and delayed dynamic adjustments. Especially in complex seabed topography and ocean currents, laying vessels are susceptible to external interference, causing the laying material to shift or accumulate, which can lead to construction accidents in serious cases.

[0003] Existing technologies have used a single Beidou positioning system or inertial navigation system for position monitoring. However, these systems lack the ability to integrate multi-source data, making it impossible to correct vessel posture and path deviations in real time. Furthermore, traditional SCADA systems are primarily used for equipment status monitoring and lack deep integration with construction positioning data. This results in insufficient three-dimensional visualization, making it difficult for construction personnel to intuitively understand changes in seabed topography and the status of laid materials.

[0004] Existing solutions to these problems have the following shortcomings: First, positioning data and terrain data are not updated synchronously, limiting the accuracy of digital twin models; second, path planning relies on static algorithms and cannot dynamically respond to environmental changes such as ocean currents; and third, the mechanisms for identifying and recovering from abnormal conditions are imperfect, resulting in a high risk of construction interruption. Therefore, an intelligent paving method that integrates high-precision positioning, real-time data analysis, and 3D visualization is needed to improve construction efficiency and safety. Summary of the Invention

[0005] The purpose of the present invention is to provide an intelligent laying method for a laying vessel that integrates construction positioning and SCADA visualization, so as to solve the problems raised in the above background technology.

[0006] To achieve the above objectives, the present invention provides an intelligent laying method for a laying vessel integrating construction positioning and SCADA visualization, the method comprising:

[0007] S1: The current coordinate information and attitude parameters of the laying vessel are collected synchronously through the Beidou positioning terminal and the inertial navigation device, and the seabed topography mapping data of the construction area is obtained synchronously;

[0008] S2: Transmit the laying vessel’s coordinate information, attitude parameters, and seabed topography data to the SCADA system to establish a three-dimensional digital twin model of the construction scene;

[0009] S3: Analyze the boundary range of the target paving area and the seabed slope characteristics based on the digital twin model to generate an initial paving path planning scheme;

[0010] S4: During the laying operation, the laying vessel position offset data and the ocean current velocity information fed back by the SCADA system are collected in real time, and the laying path is dynamically adjusted according to the offset data and velocity information;

[0011] S5: The SCADA system visual interface synchronously displays the real-time position of the laying vessel, path adjustment records and seabed topography changes to complete the intelligent laying operation.

[0012] Preferably, in S1, the current coordinate information and attitude parameters of the laying vessel are synchronously collected by the Beidou positioning terminal and the inertial navigation device. The specific implementation method includes:

[0013] Determine the start time of the laying vessel operation, start the Beidou positioning terminal to record the coordinates of the ship's antenna at a frequency of seconds, and simultaneously start the inertial navigation device to obtain the ship's pitch angle, roll angle, and heading angle parameters;

[0014] Obtain seabed topographic mapping data for the construction area. Specific implementation methods include:

[0015] The pre-stored historical mapping data of the multi-beam echo sounder is called, and the data content includes the distribution of the target area's contour lines and the location information of seabed obstacles.

[0016] Preferably, in S2, the coordinate information, attitude parameters and seabed topography data of the laying vessel are transmitted to the SCADA system to establish a three-dimensional digital twin model of the construction scene. The specific operations include:

[0017] The coordinate information output by the Beidou positioning terminal is converted into UTM projection coordinate coefficient values ​​through industrial Ethernet, the attitude parameters output by the inertial navigation device are converted into Euler angle representation, and the seabed terrain data is converted into grid point elevation values;

[0018] Based on the built-in 3D modeling engine of the SCADA system, the converted coordinate information, attitude parameters and elevation values ​​are spatially aligned to generate a 3D digital twin scene including the laying ship model, seabed terrain model and obstacle model.

[0019] Preferably, in S3, the boundary range of the target paving area and the seabed slope characteristics are analyzed based on the digital twin model to generate an initial paving path planning scheme, and the judgment process involved is as follows:

[0020] Delineate the four corner coordinate points of the target layout area in the 3D digital twin model, and connect the four corner coordinate points to form a closed polygon boundary;

[0021] Traverse the elevation values ​​of all grid points within the polygon boundary, calculate the ratio of the elevation difference and horizontal distance between adjacent grid points, and count the maximum slope value and average slope value in the area;

[0022] The minimum turning radius and optimal travel speed of the laying vessel are determined according to the maximum slope value and the average slope value, and the continuous curved laying path is planned based on the turning radius and travel speed.

[0023] Preferably, in S4, during the laying operation, the laying vessel position offset data and the ocean current velocity information fed back by the SCADA system are collected in real time, and the specific collection method is:

[0024] The real-time coordinates of the laying vessel are continuously obtained through the Beidou positioning terminal, compared with the theoretical coordinates in the initial path planning scheme, and the lateral and longitudinal offsets between the actual position and the theoretical position are calculated;

[0025] The SCADA system reads the data from the flow velocity sensors installed in the construction area. The data includes the velocity values ​​of the surface ocean current and the mid-ocean current.

[0026] The paving path is dynamically adjusted based on the offset data and flow rate information. The specific adjustment method is as follows:

[0027] When the lateral offset exceeds the preset threshold, the bow heading angle is corrected in the opposite direction of the offset; when the velocity of the intermediate ocean current exceeds the critical value, the speed of the laying ship is reduced and the length of a single laying is shortened.

[0028] Preferably, the logic for obtaining the lateral offset and longitudinal offset between the actual position and the theoretical position of the laying vessel is as follows:

[0029] Record the X-axis coordinate value and Y-axis coordinate value of the layout ship in the UTM projection coordinate system at the current moment, and record them as real-time X coordinate and real-time Y coordinate respectively;

[0030] Obtain the theoretical X coordinate and theoretical Y coordinate at the corresponding moment in the initial path planning scheme;

[0031] The difference between the real-time X coordinate and the theoretical X coordinate is calculated as the longitudinal offset, and the difference between the real-time Y coordinate and the theoretical Y coordinate is calculated as the lateral offset.

[0032] Preferably, in S5, the real-time position of the laying vessel, the path adjustment record and the change of the seabed topography are synchronously displayed through the SCADA system visualization interface, and the specific display rules are as follows:

[0033] Set up a dynamic trajectory layer in the left area of ​​the visualization interface, using different colored segments to distinguish the initial planned path from the real-time adjusted path;

[0034] Set up a data table in the middle area of ​​the interface. The table columns include timestamp, horizontal offset, vertical offset and ocean current velocity value;

[0035] A three-dimensional scene view is set in the right area of ​​the interface to display the relative position relationship between the current laying ship model and the seabed terrain model through transparent overlay.

[0036] Preferably, the laying operation process also includes an abnormal state identification step, and the specific identification process is as follows:

[0037] Real-time monitoring of the Beidou positioning terminal signal strength value and the inertial navigation device data update frequency. When the signal strength value is lower than the minimum reception threshold or the data update frequency is lower than the standard frequency, it is determined that the positioning system is abnormal;

[0038] Real-time monitoring of the communication status between the SCADA system and each sensor. If no ocean current velocity data is received for three consecutive periods, it is determined that the data transmission is abnormal.

[0039] When an abnormality in the positioning system or data transmission is detected, the sound and light alarm device is triggered and the laying operation is suspended.

[0040] Preferably, after the sound and light alarm device is triggered and the paving operation is suspended, an abnormal state recovery step is also included, and the specific recovery operation includes:

[0041] In case of positioning system anomalies, switch to the backup Beidou positioning terminal and restart the inertial navigation unit, resynchronize the time base and resume data collection;

[0042] For abnormal data transmission, check the connection status of the industrial Ethernet switch, replace the faulty network port cable, and re-establish the communication link between the SCADA system and the sensor;

[0043] After the abnormal state is recovered, the local path adjustment plan is regenerated based on the actual position of the laying ship at the time of recovery and the scope of the remaining laying area.

[0044] Preferably, while dynamically adjusting the paving path, a paving material status monitoring step is also included. The specific monitoring method is:

[0045] An industrial camera is installed at the stern of the laying vessel to collect image data of the laying material at the moment it enters the water at a frequency of 2 frames per second;

[0046] Grayscale processing and edge detection are performed on the image data to extract the unfolding contour line of the paving material;

[0047] Calculate the difference between the maximum and minimum widths of the unfolded contour line. When the difference exceeds the allowable deviation range of the material, reduce the speed of the laying vessel and increase the left and right swing amplitude of the bow until the contour line width difference returns to the allowable range.

[0048] Compared with the prior art, the present invention has the following beneficial effects:

[0049] This invention achieves multi-dimensional optimization of laying vessel operations by integrating construction positioning with SCADA visualization technology. The use of Beidou positioning and synchronous data acquisition with an inertial navigation system ensures high-precision synchronization of coordinate information and attitude parameters, resolving the positioning error problem caused by data asynchrony in traditional single systems. A three-dimensional digital twin model constructed by combining historical data from a multibeam echo sounder accurately reflects the seabed topography of the construction area, providing a reliable basis for path planning.

[0050] The dynamic path adjustment function based on the digital twin model significantly improves the adaptability of laying operations. By comparing theoretical and actual coordinates in real time and combining it with ocean current velocity data, the system can quickly correct lateral and longitudinal offsets to avoid material placement deviations. Furthermore, by reducing travel speed or adjusting heading angle, it effectively copes with interference from complex marine environments and ensures uniform distribution of laid materials.

[0051] The SCADA system's visual interface integrates dynamic trajectories, data tables, and 3D scene views, providing intuitive operational support for construction personnel. Different colored lines distinguish the initial and adjusted paths, and a transparent overlay displays the relative position of the vessel and the terrain, significantly enhancing the controllability and transparency of the construction process. The introduction of abnormal state recognition and recovery mechanisms further ensures construction continuity. By monitoring positioning signal strength and data update frequency, the system can promptly trigger alarms and switch to backup equipment, reducing downtime.

[0052] The laid material status monitoring function uses image processing technology to detect the material's profile in real time, ensuring laying quality. If the profile width exceeds the allowable range, the system automatically adjusts the vessel's speed and swing amplitude to prevent material accumulation or tearing. This function overcomes the shortcomings of traditional manual monitoring and achieves closed-loop control of laying quality. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 This is a working principle diagram of the intelligent laying method for laying vessels integrating construction positioning and SCADA visualization according to the present invention;

[0054] Figure 2 Design drawings for initial layout of path planning;

[0055] Figure 3 Design diagram for abnormal state identification and recovery;

[0056] Figure 4 Design drawing for paving material condition monitoring. DETAILED DESCRIPTION

[0057] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0058] See also Figures 1-4 The present invention provides an intelligent laying method for laying vessels that integrates construction positioning and SCADA visualization. The specific implementation steps are as follows:

[0059] The Beidou positioning terminal and inertial navigation device simultaneously collect the current coordinate information and attitude parameters of the laying vessel, and simultaneously obtain the seabed topography mapping data of the construction area. The Beidou positioning terminal records the coordinates of the ship's antenna at a frequency of seconds, and the inertial navigation device obtains the pitch, roll, and heading parameters of the hull. The seabed topography mapping data of the construction area is pre-stored historical mapping data of the multi-beam echo sounder, including the distribution of depth contours in the target area and the location of seabed obstacles.

[0060] The paving vessel's coordinate information, attitude parameters, and seabed topography data are transmitted to the SCADA system to create a 3D digital twin model of the construction scene. Specifically, the coordinate information output by the Beidou positioning terminal is converted into UTM projection coordinate coefficients via industrial Ethernet. The attitude parameters output by the inertial navigation device are converted into Euler angle representation. The seabed topography data is converted into grid point elevation values. The converted coordinate information, attitude parameters, and elevation values ​​are then spatially aligned using the SCADA system's built-in 3D modeling engine to generate a 3D digital twin scene that includes the paving vessel model, seabed topography model, and obstacle model.

[0061] The digital twin model analyzes the boundaries of the target paving area and the characteristics of the seabed slope to generate an initial paving path plan. Within the 3D digital twin model, the four corner coordinates of the target paving area are delineated and connected to form a closed polygonal boundary. The elevation values ​​of all grid points within the polygonal boundary are traversed, and the elevation difference and horizontal distance ratio between adjacent grid points are calculated. The maximum and average slope values ​​within the area are then calculated. The minimum turning radius and optimal travel speed of the paving vessel are determined based on these values. A continuous curved paving path is then planned based on these turning radius and travel speed.

[0062] During the laying operation, the laying vessel's position offset data and ocean current velocity information fed back by the SCADA system are collected in real time, and the laying path is dynamically adjusted based on the offset data and velocity information. The Beidou positioning terminal continuously obtains the laying vessel's real-time coordinate values, compares them with the theoretical coordinate values ​​in the initial path planning plan, and calculates the lateral and longitudinal offsets between the actual and theoretical positions. At the same time, the SCADA system reads data from velocity sensors deployed in the construction area, including surface and mid-layer current velocity values. When the lateral offset exceeds the preset threshold, the bow heading angle is corrected in the opposite direction of the offset; when the mid-layer current velocity exceeds the critical value, the laying vessel's travel speed is reduced and the length of a single laying operation is shortened.

[0063] The SCADA system's visual interface simultaneously displays the laying vessel's real-time position, path adjustment records, and seabed topography changes, completing intelligent laying operations. A dynamic trajectory layer is set up in the left area of ​​the visual interface, with different colored lines distinguishing the initial planned path from the real-time adjusted path. A data table is set up in the center area, with columns including timestamps, lateral offsets, longitudinal offsets, and current velocity values. A 3D scene view is set up in the right area, using a transparent overlay to display the relative position of the current laying vessel model and the seabed topography model.

[0064] Example 1:

[0065] In step 1, the start time of the laying vessel's operations is determined. This determination must take into account multiple factors, including the construction plan and environmental conditions, to ensure that the laying vessel begins operations at the appropriate time. The Beidou positioning terminal is activated, recording the coordinates of the ship's antenna at a frequency of seconds. The Beidou positioning terminal operates continuously, capturing and recording the position of the ship's antenna every second, forming a continuous sequence of coordinate data that accurately reflects the changes in the laying vessel's position during operations. The inertial navigation device is also activated simultaneously to obtain the vessel's pitch, roll, and heading angles. Using its internal sensors and computing units, the inertial navigation device senses changes in the vessel's attitude in real time and converts this attitude information into specific angle parameters. This information is synchronized with the coordinate recordings from the Beidou positioning terminal to ensure temporal consistency between position and attitude information.

[0066] When acquiring seabed topography data for the construction area, pre-stored historical multibeam echosounder data is used. The multibeam echosounder previously conducted detailed measurements of the construction area, and these results were stored to form historical mapping data. This data includes the depth contours of the target area and the location of seabed obstacles. The depth contours clearly display the depth at different locations on the seabed, helping operators understand the undulating seabed topography. The location of seabed obstacles clearly identifies the locations of obstacles within the construction area, preventing collisions between laying vessels and obstacles during operations.

[0067] The Beidou positioning terminal's sub-second recording frequency enables it to capture subtle changes in the laying vessel's position over a short period of time, providing high-precision position data for subsequent path planning and adjustments. The inertial navigation unit simultaneously acquires attitude parameters, such as the pitch angle, which reflects the vessel's longitudinal tilt; the roll angle, which reflects its lateral tilt; and the heading angle, which indicates the vessel's direction of travel. These parameters are crucial for analyzing the laying vessel's attitude stability and direction accuracy during operations.

[0068] Pre-stored historical multibeam echo sounder data is professionally measured and processed, ensuring high accuracy and reliability. This data is fully stored in the system before operations begin, enabling rapid access when needed. Access is accomplished through the system's data interface, ensuring timely and complete data transmission.

[0069] In actual operations, the Beidou positioning terminal and the inertial navigation unit operate simultaneously, collecting data independently yet closely linked. The Beidou positioning terminal provides the laying vessel's absolute position in geographic space, while the inertial navigation unit provides information on the vessel's attitude relative to its own coordinate system. These two types of data complement each other, forming a complete description of the laying vessel's motion during operations.

[0070] The depth contours in historical multibeam echosounder data represent different depth zones using different lines and values. By viewing these contours, operators can intuitively understand the ups and downs of the seabed topography. This allows them to avoid areas with complex terrain or large depth variations when planning paving routes, choosing a flatter path for paving operations. The location of seabed obstacles is reflected in the data as specific markers or coordinates. When generating route plans, the system automatically avoids these obstacles, ensuring safe navigation for the paving vessel.

[0071] Throughout the data collection process, the operating status of the Beidou positioning terminal and inertial navigation unit must be monitored in real time to ensure the accuracy and continuity of data collection. If the Beidou positioning terminal's recording frequency is abnormal or the inertial navigation unit's parameter output is unstable, timely inspection and debugging should be carried out to ensure the normal operation of the equipment.

[0072] Before accessing historical multibeam echosounder data, data integrity and accuracy must be verified to ensure that the data used truly reflects the seabed topography of the construction area. If data is missing or erroneous, it must be supplemented or corrected promptly to avoid errors in subsequent operations.

[0073] Through the above method, in step 1, the current coordinate information, attitude parameters and seabed topography mapping data of the laying vessel are synchronously collected, providing comprehensive and accurate data support for subsequent steps such as establishing a three-dimensional digital twin model and generating a path planning solution.

[0074] Example 2:

[0075] In step 2, the coordinate information, attitude parameters and seabed topography data of the laying vessel are transmitted to the SCADA system to establish a three-dimensional digital twin model of the construction scene.

[0076] The coordinate information output by the Beidou positioning terminal is converted into UTM projection coordinate coefficients via Industrial Ethernet. As a high-speed and stable data transmission channel, Industrial Ethernet ensures that coordinate information is not lost or delayed during transmission. The raw coordinate information output by the Beidou positioning terminal is typically based on a specific coordinate system and needs to be converted into UTM projection coordinate coefficients to facilitate spatial positioning and calculations in 3D modeling.

[0077] At the same time, the attitude parameters output by the inertial navigation unit are converted into Euler angles. The attitude parameters output by the inertial navigation unit may be presented in different forms, and Euler angles are a commonly used method to represent the attitude of an object. By converting the attitude parameters into Euler angles, the pitch, roll, and heading of the laying ship can be more intuitively described, facilitating the subsequent simulation and display of the ship's attitude in the 3D model.

[0078] Seafloor topography data needs to be converted into grid point elevation values. Historical multibeam echosounder data, containing depth contours and the location of seafloor obstacles, needs to be processed and converted into grid point elevation values. This conversion discretizes the continuous seafloor topography data into grid points, with each grid point corresponding to a specific elevation value, thereby constructing a digital model of the seafloor topography.

[0079] After data conversion is complete, the converted coordinate information, attitude parameters, and elevation values ​​are spatially registered using the SCADA system's built-in 3D modeling engine. The 3D modeling engine is the core component of the SCADA system used to build 3D models. It receives processed data and integrates and positions it in 3D space. Spatial registration aligns and matches data from different sources and types within a unified spatial coordinate system, ensuring the correct relative position of the laying vessel's coordinate information and attitude parameters with the elevation values ​​of the seabed topography in 3D space.

[0080] The spatial registration process first uses the UTM projected coordinate system as a unified reference framework, using the coordinate information converted by the Beidou positioning terminal as a spatial anchor point. This anchor point contains the X- and Y-axis coordinate values ​​of the layout vessel in the UTM coordinate system, thereby determining the layout vessel's basic position in three-dimensional space. The Euler angle parameters converted by the inertial navigation unit are mapped to the UTM coordinate system by establishing a conversion relationship between the ship's hull coordinate system and the UTM coordinate system. This ensures that the layout vessel model's attitude (such as bow heading and hull tilt) aligns with the spatial orientation in this coordinate system, ensuring a linked spatial positioning relationship between the hull attitude parameters and the coordinate anchor point. For the grid point elevation data of the seafloor topography, the plane coordinates of each grid point (including easting and northing components) are first extracted and converted to the corresponding coordinate values ​​in the UTM coordinate system using a coordinate conversion algorithm. This ensures that the plane position of the grid point accurately corresponds to the coordinate scale in the UTM coordinate system. The elevation value of each grid point is then assigned to the corresponding plane coordinate position, forming a terrain elevation distribution in three-dimensional space. At the same time, all data involved in the registration are timestamped to the millisecond level. Data with time deviations exceeding 0.5 seconds are eliminated through timestamp comparison to ensure that the coordinate information, attitude parameters, and terrain data at the same time node are synchronized in the time dimension, avoiding spatial misalignment caused by asynchronous data collection. Through the above-mentioned plane coordinate mapping, attitude parameter linkage, and time synchronization processing, the coordinates and attitude data of the laying vessel and the seabed terrain data are accurately matched in the spatial position and time dimensions in the UTM coordinate system, thus constructing a three-dimensional digital twin scene with consistent spatial relationships and synchronized dynamic changes among all elements.

[0081] Based on spatial registration, a 3D digital twin scene is generated, including a ship model, a seabed terrain model, and an obstacle model. To construct the 3D digital twin scene, the ship model must first collect the ship's actual dimensional parameters, including length, width, draft, and deck equipment layout. A 1:1 scale solid model is generated using 3D modeling software. The model's surface texture is mapped using high-resolution images of actual shipborne equipment. Virtual sensor nodes corresponding to the actual equipment locations are embedded within the model. These node locations align with the installation locations of the Beidou positioning terminal and inertial navigation unit on the ship, enabling motion linkage between the model and the real equipment. When constructing the seabed terrain model, the irregular triangulated network (TIN) algorithm is used to topologically connect the discrete grid points based on the converted grid point elevation values ​​to form a continuous terrain surface. The triangulated network density is encrypted in areas with drastic slope changes (such as adjacent grid points with elevation differences exceeding 0.5 meters) to enhance the expression of terrain details. At the same time, the contour line distribution data is superimposed on the terrain model surface as an auxiliary layer. The contour line interval is set according to the actual surveying and mapping data, and different depth intervals are distinguished by different colors to intuitively present the undulating characteristics of the seabed terrain. To construct an obstacle model, the coordinates of the seabed obstacle location information must first be converted, and the original coordinates must be uniformly converted to the UTM projection coordinate system. Then, according to the type of obstacle (such as rocks, shipwrecks, etc.), the preset three-dimensional model library is called. Rock obstacles use irregular polyhedron models based on measured dimensions, and shipwrecks are constructed with detailed models based on ship design drawings. Texture effects such as rust and damage are added to the model surface to restore the actual state. At the same time, a collision detection boundary is set for each obstacle model, and the boundary range is expanded outward by 0.3-0.5 meters according to the actual obstacle size to ensure that the avoidance area can be accurately identified during path planning. After completing the separate construction of the three types of models, the laying ship model, seabed terrain model and obstacle model are imported into a unified UTM coordinate system through coordinate mapping. The initial position of the laying ship model is aligned with the operation start coordinates collected by the Beidou positioning terminal, and the spatial position of the obstacle model is accurately matched with the converted seabed obstacle coordinates. The terrain model serves as the scene base to cover the entire construction area. Finally, the model rendering effect is optimized through LOD (level of detail) technology, and the model details are simplified in long-distance views to increase loading speed. It automatically switches to a high-precision model during close-range operations to ensure the authenticity of the scene and the smoothness of interaction.

[0082] During data transmission, industrial Ethernet networks must ensure network stability and sufficient bandwidth to prevent data interruptions or loss due to network failures. This can be achieved by configuring network redundancy and monitoring network status in real time.

[0083] When converting data, it's crucial to ensure the accuracy and precision of the conversion algorithm. For coordinate conversion, ensure the correct calculation of the UTM projection coordinate coefficients to avoid positional shifts in the 3D scene caused by coordinate conversion errors. For converting attitude parameters to Euler angles, select the appropriate conversion method based on the specific output format of the inertial navigation unit to ensure the Euler angles accurately reflect the actual ship's attitude.

[0084] When converting seafloor topography data into grid point elevation values, the grid density should be determined based on the complexity of the construction area's terrain and the required accuracy. For areas with complex terrain, the grid spacing can be appropriately reduced, increasing the grid point density to more accurately represent the seafloor topography. For areas with relatively flat terrain, the grid spacing can be appropriately increased to reduce data volume and improve processing efficiency.

[0085] When performing spatial registration, a 3D modeling engine must establish a unified coordinate system and reference datum to ensure the consistency of all data in 3D space. Accurate spatial registration can be achieved by setting reference points and adjusting coordinate offsets.

[0086] After generating a 3D digital twin scene, it needs to be verified and optimized. Check the correct positional relationships between the ship model, seabed terrain model, and obstacle model, verify that the model's shape and size match the actual situation, and verify that the scene's display is clear and intuitive. If any issues are found, adjust the data conversion parameters or 3D modeling engine settings promptly until a 3D digital twin scene that meets the requirements is generated.

[0087] Through these operations, a 3D digital twin model of the construction scene was successfully established within the SCADA system. This model visually displays the position and posture of the laying vessel within the construction area, as well as the distribution of seabed topography and obstacles. This provides a visualization platform and data support for subsequent target laying area boundary analysis, initial laying path planning, and real-time monitoring and path adjustments during laying operations. By viewing the 3D digital twin scene, operators gain a more intuitive understanding of the construction environment and the operating status of the laying vessel, enabling them to make more accurate decisions and operations.

[0088] Example 3:

[0089] In step 3, the boundary range of the target paving area and the seabed slope characteristics are analyzed based on the digital twin model to generate an initial paving path planning scheme.

[0090] The four corner coordinates of the target paving area are defined within the 3D digital twin model. This model contains the complete construction area, including the seabed topography, obstacles, and a paving vessel model. The operator uses an interactive interface to select the four corner points of the target paving area. The location of these four corner points is determined based on the construction design requirements and the actual seabed topography. For example, the target paving area should be avoided where there are many seabed obstacles or in areas with relatively flat terrain.

[0091] After determining the four corner coordinates, the system automatically connects them to form a closed polygonal boundary. This closed polygonal boundary clearly defines the specific area for the paving operation, and all subsequent paving path planning is performed within this area. The shape and size of the polygon are determined by the positions of the four corner coordinates, accurately reflecting the actual outline of the target paving area.

[0092] The system traverses the elevation values ​​of all grid points within the polygonal boundary. In step 2, the seafloor topography data was converted to grid point elevation values, evenly distributed within the target paving area. The traversal operation reads and records the elevation value of every grid point within the boundary, forming a complete elevation data set that provides the basis for subsequent slope calculations.

[0093] After obtaining the elevation values ​​of all grid points, the system calculates the ratio of the elevation difference to the horizontal distance between adjacent grid points. For each grid point, the system searches for its adjacent grid points (usually in the four directions of up, down, left, and right), calculates the elevation difference between that grid point and the adjacent grid point, and also calculates the horizontal distance between the two grid points. The elevation difference is then divided by the horizontal distance to obtain the slope ratio of the adjacent grid points. This calculation process is repeated for all pairs of adjacent grid points within the boundary, thereby obtaining the slope distribution within the entire target paving area.

[0094] After calculating the slope ratios for all adjacent grid points, the system calculates the maximum and average slope values ​​within the area. The maximum slope reflects the steepest slope within the target paving area, while the average slope reflects the overall slope gentleness of the area. These two statistical values ​​provide a comprehensive understanding of the terrain slope characteristics of the target paving area, providing a basis for determining operating parameters and path planning for the paving vessel.

[0095] The minimum turning radius and optimal travel speed of the laying vessel are determined based on the maximum slope value and the average slope value. During operation, the turning radius and travel speed of the laying vessel need to adapt to the slope characteristics of the construction area. When the maximum slope value is large, it means that there is a steep terrain in the area. When the laying vessel turns in this area, a larger turning radius is required to ensure operational safety and stability. At the same time, the travel speed needs to be reduced to avoid dangerous situations on steep terrain due to excessive speed. The average slope value affects the overall travel speed planning. In areas with a large average slope, the travel speed of the laying vessel needs to be adjusted accordingly to ensure the quality and efficiency of the laying operation.

[0096] A continuous curved path is planned based on a defined turning radius and travel speed. This path adapts to changes in seabed slope, preventing the laying vessel from making sudden turns or stops during operations, and improving operational stability and safety. The path planning algorithm generates a smooth, continuous curve within the target laying area, based on the turning radius and travel speed constraints. This ensures that the laying vessel maintains a posture and speed appropriate to the terrain slope while traversing the path. This ensures that the entire target laying area is covered as much as possible, minimizing duplication of work or missed areas.

[0097] Upon activation, the path planning algorithm first reads the coordinates of the four corners of the closed polygonal boundary of the target layout area. This boundary serves as the constraint for path generation, ensuring that the planned path does not exceed the work area. After determining the minimum turning radius, the algorithm presets several path control points within the polygonal boundary. The straight-line distance between adjacent control points must be no less than 1.5 times the minimum turning radius to ensure smooth transitions when connecting curves. Based on the statistically determined maximum and average slope values, the algorithm divides the target area into several slope sub-areas. When the average slope of a sub-area is less than 3°, the speed within that area is set to 3 knots, and adjacent control points are connected by arcs with a curvature radius of 20 meters. When the average slope of a sub-area is between 3° and 5°, the speed is adjusted to 2 knots, and the arc curvature radius is increased to 30 meters. If there is a local area in the sub-area with a maximum slope exceeding 5°, a temporary deceleration point is set in that area, reducing the speed to 1.5 knots. The arc curvature radius of this section of the path is adjusted to 40 meters, and the path direction forms a 30° angle with the slope direction to reduce the tilting pressure on the hull in steep terrain. When generating continuous curves, the algorithm smoothes the connection points of adjacent arcs to ensure that the angle between the tangent directions of the two curve segments does not exceed 10° to avoid sharp turns. After generating the initial curved path, the algorithm simulates the process of the paving vessel traveling along the path and detects whether there is a risk of collision with the obstacle model on the path. If a certain curve section is less than 5 meters away from the edge of the obstacle, the control point position of the curve section is automatically adjusted to offset the path away from the obstacle. The offset curve still maintains continuous and smooth characteristics, and the travel speed and turning radius after the offset still meet the set requirements of the corresponding slope sub-area. The final generated path can not only adapt to the posture requirements of different terrain slopes, but also meet the speed and steering restrictions, ensuring the stability and safety of the paving vessel during the driving process.

[0098] When demarcating the four corner coordinates, operators need to refer to the construction design drawings and the seabed topography displayed in the 3D digital twin model to ensure that the selected corner points are reasonably located and meet construction requirements. By zooming in or out on the 3D model view, the corner points can be precisely selected to avoid inaccuracies in the target paving area boundaries due to errors in coordinate point selection.

[0099] When traversing grid point elevation values ​​and calculating slope ratios, the system needs to process a large amount of data, which requires the computer to have sufficient computing power and memory resources to ensure the efficiency and accuracy of the calculation process. By optimizing the algorithm and data structure, the data processing speed can be improved and the calculation time can be reduced.

[0100] When calculating the maximum and average slope values, all calculated slope ratios need to be compared and averaged. During this process, attention must be paid to data accuracy to avoid statistical deviations due to calculation errors, which could affect subsequent determination of ship operation parameters and path planning.

[0101] The maximum slope value calculation formula is:

[0102] Maximum slope value = MAX (S1, S2, ..., S n )

[0103] Among them, S1 to S n They correspond to the slope ratios of the 1st to the nth adjacent grid points in the target paving area, and the ratios are obtained by calculating the ratio of the elevation difference to the horizontal distance of the adjacent grid points. MAX is the maximum value function, which is used to filter out the maximum value from the slope ratios of all adjacent grid points. This maximum value is the maximum slope value in the target paving area.

[0104] The average slope value calculation formula is:

[0105] Average slope value = (S1+S2+...+S n ) / n

[0106] Among them, S1 to S n The slope ratios of the 1st to the nth adjacent grid points in the target paving area are calculated in the same way as S1 to S2 in the above maximum slope value calculation formula. n The numerator is the sum of the slope ratios of all adjacent grid points; n is the total number of slope ratios of adjacent grid points; the result obtained by dividing the numerator by n is the average slope value in the target paving area.

[0107] When determining the minimum turning radius and optimal speed of a paving vessel, it's important to consider the vessel's technical specifications and operational experience. Different models of paving vessels have different performance indicators, resulting in varying minimum turning radiuses and optimal speed ranges. Therefore, when determining operating parameters based on terrain slope characteristics, it's important to fully consider the vessel's actual performance and ensure that the parameters are within the vessel's safe operating range.

[0108] When planning a continuous curved paving path, the path planning algorithm must comprehensively consider multiple factors, including the target paving area's boundaries, the distribution of seabed obstacles, slope characteristics, and the paving vessel's operating parameters. This ensures that the generated path not only adapts to the terrain slope but also avoids obstacles, while maximizing paving efficiency and minimizing path redundancy and duplication.

[0109] Through the detailed steps described above, based on the 3D digital twin model, we completed an analysis of the target paving area's boundaries and seabed slope characteristics, generating an initial paving path planning scheme. This scheme fully considers the actual terrain conditions of the construction area and the operational performance of the paving vessel, guiding the paving vessel to follow a reasonable path during the initial operation. This provides a foundation for subsequent real-time path adjustments, ensuring the safety and efficiency of the entire paving process.

[0110] Example 4:

[0111] In step 4, during the paving operation, the paving vessel's position offset data and ocean current velocity information fed back by the SCADA system are collected in real time, and the paving path is dynamically adjusted accordingly. Specifically, the Beidou positioning terminal continuously obtains the paving vessel's real-time coordinates. Operating at a frequency of seconds, the Beidou positioning terminal continuously receives satellite signals and calculates the position of the ship's antenna. For example, in a paving operation scenario, starting at 9:00 AM, the terminal records a set of coordinates every second, such as (X1, Y1) at 9:00:01 and (X2, Y2) at 9:00:02, forming a continuous stream of position data.

[0112] After obtaining the real-time coordinates, they are compared with the theoretical coordinates in the initial path planning plan. The initial path planning plan presets the theoretical coordinates that the laying vessel should reach at each time point. For example, the theoretical coordinates planned for 9:00:01 are (X1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(x1) / y1(y ...

[0113] At the same time, the SCADA system reads the data from the flow rate sensors installed in the construction area. There are usually multiple flow rate sensors deployed in the construction area to monitor the surface and middle-layer ocean current velocities respectively. For example, during construction in a certain sea area, three sensors are deployed. Sensor No. 1 is located 5 meters below the sea surface to monitor the surface current velocity, and sensors No. 2 and No. 3 are located 20 meters and 40 meters below the sea surface respectively to monitor the middle-layer current velocity. The SCADA system collects data from these sensors at regular intervals, such as reading once every 10 seconds, to obtain the flow rate value and corresponding depth information of each sensor. The data content includes the surface ocean current velocity value and the middle-layer ocean current velocity value. For example, at a certain moment, the surface current velocity is read as 0.6 m / s, the middle-layer current velocity at 20 meters is 0.8 m / s, and the middle-layer current velocity at 40 meters is 0.5 m / s.

[0114] After obtaining the offset data and flow rate information, the paving path needs to be dynamically adjusted according to these data. When the lateral offset exceeds the preset threshold, the bow heading angle is corrected in the opposite direction of the offset. The preset threshold is set according to the operation accuracy requirements. For example, if the lateral offset threshold is set to 1 meter, if the lateral offset calculated at a certain moment is 1.2 meters, it exceeds the threshold. The system automatically controls the bow to rotate a certain angle in the opposite direction of the offset. If the offset direction is east, the heading angle is corrected to the west. The specific correction angle is determined according to the size of the offset. For example, for every 0.1 meter, it is corrected by 1 degree, and for every 1.2 meters, it is corrected by 12 degrees, so that the paving ship gradually returns to the vicinity of the theoretical path.

[0115] When the mid-layer current velocity exceeds a critical value, the laying vessel's speed is reduced and the length of a single lay is shortened. The critical value is set based on the laying vessel's performance and operational safety requirements. For example, if the mid-layer current critical value is 1.0 m / s, if the current velocity at 20 meters in the mid-layer is 1.2 m / s at a certain moment, exceeding the critical value, the system will automatically reduce the laying vessel's speed from the originally planned 3 knots to 2 knots and shorten the single lay length from 50 meters to 30 meters. This reduces the impact of the ocean current on the laying operation and prevents deviations in the laying material's placement position or difficulties in controlling the laying vessel due to excessive current velocity.

[0116] In actual operations, the signal from the Beidou positioning terminal may be affected by factors such as weather and satellite distribution. Real-time monitoring of its operating status is necessary to ensure the accuracy of coordinate collection. For example, if the positioning signal strength weakens during rainy weather, it is necessary to promptly check whether the terminal antenna is functioning properly or switch to a backup positioning module to ensure uninterrupted data collection.

[0117] The placement of flow velocity sensors must be determined based on the current characteristics of the construction area to ensure accurate reflection of the current velocity conditions. For example, in areas with variable current direction, the number of sensors may need to be increased or their placement adjusted to ensure more representative data is collected. The communication link between the SCADA system and the sensors must also be regularly checked to prevent communication failures that could prevent the acquisition of flow velocity data.

[0118] When calculating offsets, pay attention to the consistency of the coordinate system and ensure that the real-time coordinates and theoretical coordinates are in the same projected coordinate system (such as the UTM projected coordinate system) to avoid calculation errors caused by different coordinate systems. For example, if the real-time coordinates are in the WGS84 coordinate system, they must first be converted to UTM projected coordinates before comparing them with the theoretical coordinates to ensure the accuracy of the offset calculation.

[0119] The path adjustment process requires real-time interaction with the ship's control system to ensure that adjustment commands are accurately transmitted to the ship's equipment. For example, a command to correct the heading angle is sent through the ship's control system to the steering gear, which rotates accordingly. A command to adjust the speed is sent to the power system, which adjusts the engine power to change the ship's speed.

[0120] For example, when the laying vessel was traveling along its initial path at 10:00:00, the Beidou positioning terminal collected real-time coordinates of (X10, Y10). The theoretical coordinates at that moment on the initial path were (X10, Y10). The calculated lateral offset was 1.5 meters (exceeding the preset threshold of 1 meter). Simultaneously, the SCADA system read the ocean current velocity at 20 meters in the middle layer at 1.1 meters per second (exceeding the critical value of 1.0 meters per second). The system then simultaneously performed two adjustments: correcting the bow heading angle by 15 degrees in the opposite direction of the offset (1.5 meters exceeds the threshold by 0.5 meters, with corrections of 1 degree per 0.1 meter). This reduced the speed from 3 knots to 2.5 knots, shortening the length of a single laydown from 50 meters to 40 meters. After these adjustments, the laying vessel continued its journey, and the data collection and adjustment process was repeated at regular intervals, ensuring that the laying path was dynamically optimized based on actual conditions.

[0121] This real-time data collection and dynamic adjustment mechanism enables the laying vessel to adapt to positional shifts and current fluctuations in complex marine environments, ensuring that laying operations proceed smoothly as planned. The real-time nature of data collection and the rationality of the adjustment strategy enable the laying path to respond promptly to environmental changes, reducing operational deviations caused by external factors and improving the accuracy and safety of laying operations.

[0122] Example 5:

[0123] In step 5, the SCADA system's visual interface synchronously displays the laying vessel's real-time position, path adjustment records, and changes in seabed topography. It also includes abnormal state identification, recovery steps, and laying material status monitoring. Taking a laying operation in a certain sea area as an example, a dynamic trajectory layer is set up in the left area of ​​the SCADA system's visual interface, with a blue line segment representing the initial planned path and a red line segment representing the real-time adjusted path. When the laying vessel departs from the starting point at 9:00:00, the initial planned path is a straight line. If it deviates at 9:10:00 due to the influence of ocean currents, after the system adjusts the path, the dynamic trajectory layer will display the red adjusted path in real time, contrasting with the blue initial path, so that operators can intuitively see the path changes.

[0124] The center area of ​​the interface features a data table with columns including timestamp, lateral offset, longitudinal offset, and current velocity. For example, at 9:10:00, the table records the timestamp as 9:10:00, lateral offset +1.2 meters, longitudinal offset +0.8 meters, surface current velocity of 0.7 meters per second, and mid-layer current velocity of 0.9 meters per second. This data is continuously updated over time, forming a continuous operational data record, allowing operators to easily monitor the displacement of the laying vessel and environmental parameters.

[0125] The right side of the interface features a 3D scene view, which uses a transparent overlay to display the relative position of the current laying vessel model and the seabed terrain model. When the laying vessel approaches a specific area, the 3D scene view shows the vessel's exact position on the seabed terrain, such as 20 meters above a seabed ridge. The distribution of surrounding obstacle models is also visible, helping operators gain a more intuitive understanding of the working environment.

[0126] During the paving operation, the Beidou positioning terminal signal strength and the inertial navigation unit data update frequency are monitored in real time. For example, if the Beidou positioning terminal signal strength is 15dBm at a certain moment, below the minimum reception threshold of 20dBm, the system will determine that the positioning system is abnormal. If the inertial navigation unit data update frequency drops from the normal 10Hz to 5Hz, this will also trigger a positioning system abnormality. The SCADA system also monitors the communication status between the system and each sensor in real time. If no ocean current velocity data is received for three consecutive time periods (each 10 seconds), such as at 9:20:00, 9:20:10, and 9:20:20, a data transmission abnormality is determined. When an abnormality is detected, the audible and visual alarm system is triggered, and an on-site buzzer sounds, an alarm light flashes, and paving operations are suspended.

[0127] After an alarm is triggered and operations are suspended, the abnormal state is recovered. If the positioning system fails, the backup Beidou positioning terminal is switched to. If the primary terminal fails, the backup terminal is activated. The inertial navigation unit is restarted and the time base is resynchronized. For example, at 9:20:30, the backup terminal is switched to and the inertial navigation unit is restarted. Time synchronization is completed at 9:21:00, and data collection resumes. For data transmission anomalies, the connection status of the industrial Ethernet switch is checked. A loose network cable is found. After replacing the faulty network cable, the communication link between the SCADA system and the sensor is reestablished. For example, if the network cable is replaced at 9:22:00, communication is restored at 9:22:30. After the abnormal state is recovered, a local path adjustment plan is regenerated based on the actual position of the laying vessel at the time of recovery and the remaining laying area. For example, if the actual position of the laying vessel at the time of recovery is (Xa, Ya), and the remaining laying area is the second half of the polygon boundary, the system generates a local path from (Xa, Ya) to the end point based on this position and the remaining area, ensuring continued operation.

[0128] While dynamically adjusting the laying path, the status of the laid material is monitored. An industrial camera is installed at the stern of the laying vessel, capturing image data at a rate of 2 frames per second at the moment the laid material enters the water. For example, the camera captures two images at 10:00:00 and 10:00:0.5, respectively. The image data is grayscaled and edge detected to extract the unfolded contour of the laid material. Grayscale processing converts the color image into grayscale, facilitating edge detection. The edge detection algorithm identifies the material edges and forms a contour. The difference between the maximum and minimum widths of the unfolded contour is calculated. If the calculated difference is 0.3 meters at a certain moment, while the material tolerance is 0.2 meters, the difference exceeds the allowable range. In this case, the laying vessel's speed is reduced and the bow swing amplitude is increased. For example, the speed can be reduced from 3 knots to 2.5 knots, while the bow swing is controlled by 5 degrees each side until the contour width difference returns to the allowable range. After adjustment, the difference is reduced to 0.15 meters at 10:05:00, meeting the requirement.

[0129] In the visualization interface, the color differentiation and real-time updates of the dynamic trajectory layer rely on the graphics rendering capabilities of the SCADA system to ensure clear and lag-free line display. The data table column settings must be properly configured according to the operational requirements, with timestamps accurate to the second and offset and flow rate values ​​rounded to one decimal place to ensure data readability. The transparent overlay effect in the 3D scene view requires proper adjustment of the transparency parameters to ensure that both the ship model and the seabed terrain model are clearly displayed without obstructing each other.

[0130] The threshold setting for abnormal state identification should be determined based on equipment performance and operational requirements. For example, the Beidou signal strength threshold should be set based on the equipment manual, and the standard frequency for data updates should be determined based on the technical specifications of the inertial navigation unit. The audible and visual alarm devices should be installed within the visible and audible range of operators to ensure timely detection of abnormalities.

[0131] During abnormal recovery operations, the backup Beidou positioning terminal must be calibrated in advance to ensure normal operation after the switchover. Industrial Ethernet switches must be inspected according to standard procedures to avoid new failures caused by improper operation. The local path generation algorithm must consider the location at the time of recovery, the shape of the remaining area, and current environmental parameters to generate a reasonable path.

[0132] When monitoring the status of laid materials, industrial cameras must be positioned to clearly capture the moment the material enters the water, avoiding image blur caused by angle errors. Image grayscale and edge detection algorithm parameters must be adjusted based on the material color and background environment to improve the accuracy of contour extraction. Width difference calculations must be accurate to avoid misjudgments caused by algorithmic errors.

[0133] Through the above implementation methods, the SCADA system visualization interface realizes comprehensive monitoring of the laying operation, the timely identification and recovery of abnormal conditions ensures the continuity of the operation, and the laying material status monitoring ensures the laying quality. The entire process uses specific example operations to make the implementation of each link clearer and more operational, thereby improving the intelligence and reliability of the laying operation.

[0134] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus.

[0135] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. An intelligent laying method for laying vessels integrating construction positioning and SCADA visualization, characterized in that: The steps include: S1: The current coordinate information and attitude parameters of the laying vessel are collected synchronously through the Beidou positioning terminal and the inertial navigation device, and the seabed topography mapping data of the construction area is obtained synchronously; S2: Transmit the laying vessel’s coordinate information, attitude parameters, and seabed topography data to the SCADA system to establish a three-dimensional digital twin model of the construction scene; S3: Analyze the boundary range of the target paving area and the seabed slope characteristics based on the digital twin model to generate an initial paving path planning scheme; S4: During the laying operation, the laying vessel position offset data and the ocean current velocity information fed back by the SCADA system are collected in real time, and the laying path is dynamically adjusted according to the offset data and velocity information; S5: The SCADA system visual interface synchronously displays the real-time position of the laying vessel, path adjustment records and seabed topography changes to complete the intelligent laying operation.

2. The intelligent laying method for laying vessels integrating construction positioning and SCADA visualization according to claim 1 is characterized in that: In S1, the current coordinate information and attitude parameters of the laying vessel are collected synchronously by the Beidou positioning terminal and the inertial navigation device. The specific implementation method includes: Determine the start time of the laying vessel operation, start the Beidou positioning terminal to record the coordinates of the ship's antenna at a frequency of seconds, and simultaneously start the inertial navigation device to obtain the ship's pitch angle, roll angle, and heading angle parameters; Obtain seabed topographic mapping data for the construction area. Specific implementation methods include: The pre-stored historical mapping data of the multi-beam echo sounder is called, and the data content includes the distribution of the target area's contour lines and the location information of seabed obstacles.

3. The intelligent laying method for laying vessels integrating construction positioning and SCADA visualization according to claim 2 is characterized in that: In S2, the coordinate information, attitude parameters, and seabed topography of the laying vessel are transmitted to the SCADA system to establish a 3D digital twin model of the construction scene. The specific operations include: The coordinate information output by the Beidou positioning terminal is converted into UTM projection coordinate coefficient values ​​through industrial Ethernet, the attitude parameters output by the inertial navigation device are converted into Euler angle representation, and the seabed terrain data is converted into grid point elevation values; Based on the built-in 3D modeling engine of the SCADA system, the converted coordinate information, attitude parameters and elevation values ​​are spatially aligned to generate a 3D digital twin scene including the laying ship model, seabed terrain model and obstacle model.

4. The intelligent laying method for laying vessels integrating construction positioning and SCADA visualization according to claim 3 is characterized in that: In S3, the boundary range of the target paving area and the seabed slope characteristics are analyzed based on the digital twin model to generate an initial paving path planning scheme. The judgment process involved is as follows: Delineate the four corner coordinate points of the target layout area in the 3D digital twin model, and connect the four corner coordinate points to form a closed polygon boundary; Traverse the elevation values ​​of all grid points within the polygon boundary, calculate the ratio of the elevation difference and horizontal distance between adjacent grid points, and count the maximum slope value and average slope value in the area; The minimum turning radius and optimal travel speed of the laying vessel are determined according to the maximum slope value and the average slope value, and the continuous curved laying path is planned based on the turning radius and travel speed.

5. The intelligent laying method for laying vessels integrating construction positioning and SCADA visualization according to claim 4 is characterized in that: In S4, during the laying operation, the laying vessel position offset data and the ocean current velocity information fed back by the SCADA system are collected in real time. The specific collection method is as follows: The real-time coordinates of the laying vessel are continuously obtained through the Beidou positioning terminal, compared with the theoretical coordinates in the initial path planning scheme, and the lateral and longitudinal offsets between the actual position and the theoretical position are calculated; The SCADA system reads the data from the flow velocity sensors installed in the construction area. The data includes the velocity values ​​of the surface ocean current and the mid-ocean current. The paving path is dynamically adjusted based on the offset data and flow rate information. The specific adjustment method is as follows: When the lateral offset exceeds the preset threshold, the bow heading angle is corrected in the opposite direction of the offset; when the velocity of the intermediate ocean current exceeds the critical value, the speed of the laying ship is reduced and the length of a single laying is shortened.

6. The intelligent laying method for laying vessels integrating construction positioning and SCADA visualization according to claim 5 is characterized in that: The logic for obtaining the lateral and longitudinal offsets between the actual and theoretical positions of the laying vessel is as follows: Record the X-axis coordinate value and Y-axis coordinate value of the layout ship in the UTM projection coordinate system at the current moment, and record them as real-time X coordinate and real-time Y coordinate respectively; Obtain the theoretical X coordinate and theoretical Y coordinate at the corresponding moment in the initial path planning scheme; The difference between the real-time X coordinate and the theoretical X coordinate is calculated as the longitudinal offset, and the difference between the real-time Y coordinate and the theoretical Y coordinate is calculated as the lateral offset.

7. The intelligent laying method for laying vessels integrating construction positioning and SCADA visualization according to claim 6 is characterized in that: In S5, the SCADA system visual interface synchronously displays the real-time position of the laying vessel, path adjustment records, and seabed topography changes. The specific display rules are as follows: Set up a dynamic trajectory layer in the left area of ​​the visualization interface, using different colored segments to distinguish the initial planned path from the real-time adjusted path; Set up a data table in the middle area of ​​the interface. The table columns include timestamp, horizontal offset, vertical offset and ocean current velocity value; A three-dimensional scene view is set in the right area of ​​the interface to display the relative position relationship between the current laying ship model and the seabed terrain model through transparent overlay.

8. The intelligent laying method for laying vessels integrating construction positioning and SCADA visualization according to claim 7 is characterized in that: The layout operation also includes abnormal state identification steps. The specific identification process is as follows: Real-time monitoring of the Beidou positioning terminal signal strength value and the inertial navigation device data update frequency. When the signal strength value is lower than the minimum reception threshold or the data update frequency is lower than the standard frequency, it is determined that the positioning system is abnormal; Real-time monitoring of the communication status between the SCADA system and each sensor. If no ocean current velocity data is received for three consecutive periods, it is determined that the data transmission is abnormal. When an abnormality in the positioning system or data transmission is detected, the sound and light alarm device is triggered and the laying operation is suspended.

9. The intelligent laying method for laying vessels integrating construction positioning and SCADA visualization according to claim 8 is characterized in that: After the sound and light alarm device is triggered and the paving operation is suspended, the abnormal state recovery step is also included. The specific recovery operations include: In case of positioning system anomalies, switch to the backup Beidou positioning terminal and restart the inertial navigation unit, resynchronize the time base and resume data collection; For abnormal data transmission, check the connection status of the industrial Ethernet switch, replace the faulty network port cable, and re-establish the communication link between the SCADA system and the sensor; After the abnormal state is recovered, the local path adjustment plan is regenerated based on the actual position of the laying ship at the time of recovery and the scope of the remaining laying area.

10. The intelligent laying method for laying vessels integrating construction positioning and SCADA visualization according to claim 5 is characterized in that: While dynamically adjusting the laying path, it also includes the laying material status monitoring step. The specific monitoring method is as follows: An industrial camera is installed at the stern of the laying vessel to collect image data of the laying material at the moment it enters the water at a frequency of 2 frames per second; Grayscale processing and edge detection are performed on the image data to extract the unfolding contour line of the paving material; Calculate the difference between the maximum and minimum widths of the unfolded contour line. When the difference exceeds the allowable deviation range of the material, reduce the speed of the laying vessel and increase the left and right swing amplitude of the bow until the contour line width difference returns to the allowable range.

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