A Dynamic Monitoring System and Method for Intelligent Navigation Safety of New Energy Ships

Abstract

This invention proposes an intelligent navigation safety dynamic monitoring system and method for new energy vessels, belonging to the field of new energy vessel and safety monitoring technology. The system includes multiple data acquisition sensors and a central processing unit. The method includes: continuously collecting environmental data of the target water area while the new energy vessel is traveling along a predetermined first route; preprocessing the target water area environmental data to obtain a dataset of water areas to be processed; calculating the first power consumption for performing the first processing on the dataset of water areas to be processed at predetermined intervals and estimating the second power consumption for directly sending the dataset of water areas to be processed to an onshore data center; and determining the safety handling criteria for the new energy vessel in the next cycle based on meteorological risk assessment results, navigation risk assessment results, the first power consumption, the second power consumption, the current vessel position, and remaining available energy. This invention enables comprehensive autonomous safety dynamic monitoring of new energy vessels, especially unmanned data acquisition vessels.

Description

Technical Field

[0001] This invention belongs to the field of energy and safety monitoring technology, and particularly relates to a dynamic monitoring system and method for intelligent navigation safety of new energy ships, and a new energy data acquisition ship that implements the method. Background Technology

[0002] Traditional ships are powered by fossil fuels, generating significant amounts of pollutants during operation and negatively impacting the marine environment. The ocean possesses abundant solar and wind energy resources, making new energy ships based on these energy sources a hot research topic. Major shipyards worldwide have launched new energy ships based on photovoltaic systems. Unmanned surface vehicles (USVs), as intelligent platforms that navigate autonomously or semi-autonomously on the water, have become a research hotspot in the shipping industry, and their market size is expected to continue expanding. While traditional USVs are generally powered by fossil fuels, new energy sources are being applied to address pollution issues. Common new energy sources used in USVs include photovoltaics, batteries, fuel cells, and wind power.

[0003] While new energy ships utilize renewable and environmentally friendly energy sources, the inherent instability of power supply presents a challenge. New energy ships require large-capacity battery packs to store electrical energy and continuously replenish their power using renewable energy sources during navigation. Related technologies for the safety of new energy ships primarily focus on the safety monitoring of the battery system. The hydrogen fuel cell ship safety protection system and method proposed in Chinese invention patent CN110335438B, and the new energy power supply ship monitoring system and its operating method proposed in Chinese invention patent publication CN108696721A, can both improve the navigation safety of new energy ships.

[0004] However, for new energy data acquisition vessels, especially unmanned ones, designers often use the vessel's initial state parameters (especially its full-load energy value) combined with experience to design routes (including multiple predetermined data acquisition points), neglecting the energy consumed by data acquisition, processing, and transmission itself. Furthermore, even when new energy vessels are equipped with energy replenishment devices (such as solar photovoltaic structures), the unstable power output of solar photovoltaic power generation raises questions about how to comprehensively consider these factors to ensure the new energy data acquisition vessel can safely complete its data acquisition mission and return smoothly. The relevant technologies do not provide corresponding technical solutions for this. Summary of the Invention

[0005] To address the aforementioned technical problems, this invention proposes an intelligent navigation safety dynamic monitoring system and method for new energy vessels, and a new energy data acquisition vessel that implements the method.

[0006] In a first aspect of the present invention, a method for dynamic monitoring of intelligent navigation safety of new energy vessels is proposed, wherein the new energy vessels are equipped with a variety of data acquisition devices;

[0007] The method includes:

[0008] During the course of the new energy vessel along the predetermined first route, environmental data of the target water area is continuously collected by at least one data acquisition device, and the environmental data of the target water area is preprocessed to obtain a dataset of the water area to be processed.

[0009] Every predetermined period, the first power consumption for performing the first processing on the dataset of water areas to be processed is calculated. The first power consumption is compared with the second power consumption. Based on the comparison result, the current ship position, and the remaining available energy, the safety processing criteria for the new energy ship in the next period are determined. The safety processing criteria include one of the following measures:

[0010] Stop data acquisition and return to shore; continue data acquisition and store the data set of the water area to be processed locally; continue data acquisition and send the data set of the water area to be processed directly to the onshore data center; continue data acquisition and perform the first processing on the data set of the water area to be processed.

[0011] The second power consumption is the power consumption estimated every predetermined period for directly sending the data set of the water area to be processed to the onshore data center.

[0012] The new energy vessel is an unmanned data acquisition vessel; the unmanned data acquisition vessel is equipped with an energy supply unit, which includes a battery pack and a solar charging unit connected to the battery pack. The remaining available energy is determined based on the remaining energy of the battery pack and the charging power of the solar charging unit.

[0013] The predetermined first route includes a starting point and a destination;

[0014] When it is determined that the safety handling criterion for the new energy vessel in the next cycle is not to stop data collection and return to port, the new energy vessel is controlled to continue traveling along the predetermined first route.

[0015] In specific applications, the various data acquisition devices also include external environmental sensors, which are used to detect meteorological data in real time during the process of the new energy vessel traveling along the predetermined first route and to conduct meteorological risk assessment. The method further determines the safety handling criteria for the new energy vessel in the next cycle based on the results of the meteorological risk assessment.

[0016] In specific applications, the various data acquisition devices also include internal environment sensors, which are used to detect the internal status data of the new energy vessel in real time. The method further performs a navigation risk assessment based on the internal status data, and determines the safety handling criteria for the new energy vessel in the next cycle based on the results of the navigation risk assessment.

[0017] In a second aspect of the present invention, a dynamic monitoring system for intelligent navigation safety of new energy ships is proposed, the system comprising a variety of data acquisition sensors and a central processing unit;

[0018] During the course of the new energy vessel along the predetermined first route, the data acquisition sensor continuously collects environmental data of the target water area, and preprocesses the environmental data of the target water area to obtain a dataset of the water area to be processed.

[0019] Every predetermined period, the central processing unit calculates the first power consumption of performing the first processing on the water dataset to be processed and estimates the second power consumption of sending the water dataset to be processed directly to the onshore data center.

[0020] Based on meteorological risk assessment results, navigation risk assessment results, the first power consumption, the second power consumption, the current ship position, and remaining available energy, the central processing unit determines the safety handling criteria for the new energy vessel in the next cycle. The safety handling criteria include one of the following measures:

[0021] Stop data acquisition and return to shore; continue data acquisition and store the dataset of water area to be processed locally; continue data acquisition and send the dataset of water area to be processed directly to the onshore data center; continue data acquisition and perform the first processing on the dataset of water area to be processed.

[0022] The system also includes internal environmental sensors and external environmental sensors;

[0023] The internal environment sensor is used to detect the internal status data of the new energy vessel in real time, and to conduct a navigation risk assessment based on the internal status data;

[0024] The external environment sensor is used to detect meteorological data in real time as the new energy vessel travels along the predetermined first route and to conduct meteorological risk assessment.

[0025] The new energy vessel is an unmanned data acquisition vessel; the unmanned data acquisition vessel is equipped with an energy supply unit, which includes a battery pack and a solar charging unit connected to the battery pack; the remaining available energy is determined based on the remaining energy of the battery pack and the charging power of the solar charging unit.

[0026] In a third aspect of the invention, a new energy data acquisition ship is also proposed, including a processor and a memory;

[0027] The processor is connected to the memory;

[0028] The memory is used to store executable program code;

[0029] The processor reads the executable program code stored in the memory to run the program corresponding to the executable program code, so as to execute the intelligent navigation safety dynamic monitoring method for new energy ships described in the first aspect.

[0030] This invention enables comprehensive autonomous and dynamic monitoring of new energy vessels, especially new energy unmanned data acquisition vessels, allowing them to complete data acquisition tasks and return safely as much as possible. Its specific advantages and implementation principles will be further detailed in the specific embodiments section in conjunction with the accompanying drawings. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of the main process of a dynamic monitoring method for intelligent navigation safety of new energy ships according to an embodiment of the present invention;

[0033] Figure 2 Is to implement Figure 1 A schematic diagram of the structure of the unmanned data acquisition vessel described in the method;

[0034] Figure 3 yes Figure 1 A schematic diagram of the data interaction control process during the implementation of the method;

[0035] Figure 4 This is a schematic diagram of the hardware unit composition of an intelligent navigation safety dynamic monitoring system for new energy ships according to an embodiment of the present invention; Detailed Implementation

[0036] In the specific embodiments of this application, if the embodiments of the relevant technical solutions involve user-related data, then when the embodiments of this application are applied to specific products or technologies, user permission or consent is required, and the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0037] See Figure 1 , Figure 1 This is a schematic diagram of the main process of a dynamic monitoring method for intelligent navigation safety of new energy ships according to an embodiment of the present invention.

[0038] Figure 1 The method comprises three main steps, to Figure 1 The three flowcharts are shown below.

[0039] For ease of description, these steps are numbered S100-S300 as follows (step numbers are omitted in the relevant figures):

[0040] S100: During the course of the new energy vessel traveling along the predetermined first route, environmental data of the target water area is continuously collected by at least one data acquisition device, and the environmental data of the target water area is preprocessed to obtain a dataset of the water area to be processed.

[0041] S200: Every predetermined period, calculate the first power consumption for performing the first processing on the water dataset to be processed;

[0042] S300: Compare the first power consumption with the second power consumption, and based on the comparison result, the current ship position and the remaining available energy, determine the safety handling criteria for the new energy ship in the next cycle.

[0043] The security handling guidelines include one of the following measures:

[0044] Stop data acquisition and return to shore; continue data acquisition and store the data set of the water area to be processed locally; continue data acquisition and send the data set of the water area to be processed directly to the onshore data center; continue data acquisition and perform the first processing on the data set of the water area to be processed.

[0045] The second power consumption is the power consumption estimated every predetermined period for directly sending the data set of the water area to be processed to the onshore data center.

[0046] Figure 1 The method is applied to new energy ships equipped with various data acquisition devices, especially unmanned data acquisition ships.

[0047] In the technical scenario of this invention, the unmanned new energy data collection vessel is a device capable of automatically collecting data in aquatic environments. Utilizing precise satellite positioning and its own sensing technology, it can autonomously navigate on the water surface according to preset tasks. For example, intelligent unmanned vessels can automatically, frequently, and over a wide area collect data information from relevant physical entities by setting a route.

[0048] Specifically, the unmanned new energy data collection vessel can be equipped with a variety of hydrological and water quality detection systems and sensors, enabling it to collect various water resource-related data and video images in real time, including water level, flow velocity, and water quality parameters. It can also collect underwater topographic data by carrying underwater sonar imaging equipment.

[0049] To ensure that unmanned new energy data collection vessels can successfully return after collecting data, designers often use the vessel's initial state parameters (especially its full-load energy value) combined with experience to design routes (including multiple predetermined data collection points). For example, based on factors such as mission duration, travel distance, and equipment power consumption, they rationally select and configure battery capacity or other new energy storage devices to ensure the vessel has sufficient energy to support its return journey after completing the data collection task. A Battery Management System (BMS) monitors battery parameters such as charge, voltage, and current in real time to accurately assess the remaining energy's support for travel time and distance. When the charge level falls below a set threshold, a low-battery return procedure is automatically initiated, prioritizing the vessel's safe return to base and preventing loss of power due to energy depletion.

[0050] However, in real-world applications, the data acquisition, processing, and transmission processes performed by unmanned new energy data acquisition vessels all require energy consumption, and the energy consumption (power consumption) varies at different stages. Furthermore, although new energy vessels can be equipped with energy replenishment devices (such as solar photovoltaic structures), the power output of solar photovoltaic power generation is unstable and is greatly affected by environmental parameters at the course.

[0051] Therefore, these factors need to be taken into account to ensure that the new energy data acquisition vessel can complete its data acquisition mission and return safely as much as possible.

[0052] Figure 2 Implementation shown Figure 1 A schematic diagram of the structure of the unmanned data acquisition vessel described in the method. Figure 2 The unmanned data acquisition vessel is equipped with an energy supply unit, which includes a battery pack and a solar charging unit connected to the battery pack.

[0053] Figure 2 It is also shown that the predetermined first route includes multiple predetermined data collection points (preset coordinate positions / latitude and longitude).

[0054] Next, combined Figure 2 ,right Figure 1 The steps of the method will be described in detail.

[0055] The first step is S100: During the process of the new energy vessel traveling along the predetermined first route, environmental data of the target water area is continuously collected by at least one data acquisition device, and the environmental data of the target water area is preprocessed to obtain a dataset of the water area to be processed.

[0056] In this step, the predetermined first route includes a starting point and an ending point. There are multiple predetermined locations for data collection coordinates between the starting point and the ending point. When the new energy vessel travels along the predetermined first route, it will pass through the multiple predetermined locations in sequence, and collect target water environment data through at least one data collection device when it reaches the vicinity of the multiple predetermined locations.

[0057] Therefore, it can be understood that the "continuous collection" does not refer to the data collection equipment continuously and aimlessly collecting data during the process of the new energy vessel traveling along the predetermined first route, but rather to the "continuous collection" process that the data collection equipment starts when the new energy vessel "continuously" reaches multiple predetermined positions during the process of traveling along the predetermined first route.

[0058] In one scenario, the predetermined first route includes a starting point A0 and an ending point An. There are multiple predetermined data collection coordinates {A1, A2, A3, ..., An-1} between the starting point A0 and the ending point An. During the journey of the new energy vessel along the predetermined first route, data is collected at A0, {A1, A2, A3, ..., An-1}, and An respectively. Once the destination is reached, the data collection is completed, and the data collection equipment can be turned off and the vessel can return directly.

[0059] In another scenario, the predetermined first route includes a starting point (startP) and an ending point (endP); however, endP is simply the furthest position relative to the starting point (startP). After departing from startP, the new energy vessel sequentially passes through multiple predetermined positions {P1, P2, P3, ...} far from startP before reaching endP. Then, it continues from endP, sequentially passing through multiple predetermined positions {Z1, Z2, Z3, ...} close to startP before returning to startP. The predetermined positions {P1, P2, P3, ...} and {Z1, Z2, Z3, ...} form a closed loop of the predetermined first route. In this case, the coordinates of the new energy vessel continuously collecting data can be described as startP, {P1, P2, P3, ...}, endP, {Z1, Z2, Z3, ...}, startP.

[0060] In practical applications, when the new energy vessel is specifically an unmanned data acquisition vessel, to implement the method, at least one shore-based data center that transmits data and interacts with the unmanned data acquisition vessel must be configured.

[0061] Preferably, multiple onshore data centers are configured, and they correspond to the location coordinates of the predetermined first route for data collection.

[0062] In embodiments of the present invention, the unmanned data acquisition vessel selects different communication methods to communicate with the corresponding available shore data centers based on its current geographical location (latitude and longitude coordinates of the sea area). The communication rates are different, which may result in different communication energy consumption.

[0063] In one scenario, when collecting marine environmental data across the ocean, the unmanned data collection vessel is far from land and can only rely on satellite communication to maintain contact with the onshore data center. In this case, the communication cost is high, the power consumption is large, and there is a certain transmission delay.

[0064] In another scenario, such as near-shore areas with good 4G / 5G network coverage, when collecting data in coastal ports, bays and other areas, unmanned data collection vessels can quickly and stably transmit data to onshore data centers through 4G / 5G networks with relatively low energy consumption.

[0065] In other scenarios, such as in coastal or inland waterways where satellite and cellular communication are limited, shortwave / ultra-shortwave communication can be considered. For example, in remote inland waterways without 4G / 5G network coverage, unmanned data collection vessels can transmit collected water quality and water level data to onshore data centers via shortwave / ultra-shortwave communication. However, this method is susceptible to signal interference from weather, terrain, and other factors, resulting in unstable communication quality, lower data transmission rates, and ultimately, greater energy consumption.

[0066] Related technologies tend to favor unmanned data collection vessels that collect data and store it locally or send it directly to an onshore data center. Both of these methods may affect the availability of the remaining energy of the unmanned data collection vessel.

[0067] In step S100, after the new energy vessel collects environmental data of the target water area, it needs to preprocess the environmental data of the target water area to obtain a dataset of water areas to be processed.

[0068] Preprocessing includes:

[0069] Remove duplicate data: Check if there are identical records in the dataset. If so, delete them to reduce the amount of data and avoid interference with subsequent analysis.

[0070] Handling missing values: For missing values ​​in the data, appropriate handling methods can be selected according to the specific situation. Methods such as mean imputation, median imputation, and imputation based on similar samples can be used. Interpolation imputation can also be performed based on the time series characteristics or spatial correlation of the data.

[0071] Remove outliers and erroneous values: By setting reasonable thresholds or using statistical methods such as box plot analysis and the 3σ principle, identify and remove outliers and erroneous values ​​that deviate significantly from the normal range. These data may be caused by sensor failure, transmission errors or other reasons.

[0072] Next, proceed to step S200: every predetermined period, calculate the first power consumption for performing the first processing on the dataset of water areas to be processed.

[0073] The first processing here refers to the target data processing that the vessel can perform on the dataset of waters to be processed at its current position.

[0074] For example, if there is data from multiple sources collected by various sensors, the first process can be data integration. That is, when the collected data comes from multiple different sensors or data sources, these data are integrated and fused. By establishing relationships between the data, data from different sources are integrated into a unified dataset for comprehensive analysis and processing. For example, hydrological data, meteorological data, water quality data, etc., can be integrated with ship location information.

[0075] For example, the first process can also compare similar data collected in two consecutive predetermined periods to determine whether the data is representative or different, thereby determining the collection duration and quantity of such data in the next period.

[0076] As can be seen, the ship can perform the first process on its own at its current location, but the first process can also be sent by the ship to the shore center for processing. Although the results may differ, it will not affect the overall effect of this data collection.

[0077] Taking the first processing as an example of data integration, the data integration process can certainly be carried out by the ship sending data from multiple different sensors or data sources to the shore center for processing, without affecting the subsequent data acquisition process;

[0078] Taking the first process as an example of comparing similar data collected in two consecutive predetermined periods, the ship can send the similar data collected in two consecutive predetermined periods to the shore center for comparison, and the shore data center can feed back the ship the collection duration and collection quantity for the next period for that type of data.

[0079] However, as described above, the different communication methods available for data command interaction with multiple shore-based centers when the ship is in different locations will result in significant differences in the power consumption caused by the first processing.

[0080] Therefore, proceed to step S300: compare the first power consumption with the second power consumption, and based on the comparison result, the current ship position, and the remaining available energy, determine the safety handling criteria for the new energy vessel in the next cycle. The second power consumption is the power consumption estimated every predetermined cycle for directly sending the dataset of the water area to be processed to the onshore data center.

[0081] In practice, each preset cycle of step S200 should be understood as the data acquisition coordinate point at each new predetermined location.

[0082] Continuing with the previous example (data collection is performed at A0, {A1, A2, A3, ..., An-1}, An), step S200 is executed whenever the ship arrives at each of A1, A2, ..., An;

[0083] At this point, the first power consumption for performing the first processing on the water dataset to be processed is calculated, and the second power consumption for directly sending the water dataset to be processed to the onshore data center is estimated.

[0084] It is understood that the ship preferably performs the first processing locally, and during the time period at the start of the route, the ship has sufficient available energy. Therefore, the first processing can be performed directly and the first power consumption P1 for performing the first processing on the dataset of waters to be processed can be determined.

[0085] As an example, the first power consumption P1 can be the electrical energy consumed in performing the first process;

[0086] However, the present invention focuses on the latter half of the voyage, that is, the stage where safety risks may exist. At this time, the ship's available energy may no longer be sufficient.

[0087] Therefore, preferably, the calculation of the first power consumption for the first processing of the water dataset to be processed in step S200 is not actually performed, but is obtained by fitting based on the historical "first power consumption sequence value of the first processing".

[0088] As an example, assuming that the planned first route includes 30,000 data collection location coordinates, then for the first W data collection location coordinates, step S200 actually executes the first process, and the first power consumption (actual) value of the first process can be actually obtained.

[0089] Starting from the (W+1)th data acquisition location coordinates, step S200 does not actually execute the first processing. Instead, after acquiring the target water environment data and preprocessing the target water environment data to obtain the water dataset to be processed, the (W+1)th first power consumption value is fitted based on the previous W "first power consumption sequence values ​​of the first processing".

[0090] At the same time, based on its current location, the ship estimates the second power consumption for directly sending the data set of the water area to be processed to the onshore data center.

[0091] Preferably, the second power consumption also includes the power consumption of receiving processing results from the onshore data center.

[0092] When estimating the second power consumption, it can be determined based on factors such as the size of the water dataset to be sent, the communication rate between the ship at the current location and the onshore data center, and the communication latency.

[0093] The communication rate and latency between the ship at its current location and the onshore data center can be monitored by the ship's onboard equipment.

[0094] For example, many satellite communication terminals and 4G / 5G communication modules have certain status monitoring functions, allowing users to view the current communication rate through the device's management interface or accompanying software. For instance, maritime satellite terminals typically display the current data transmission rate, including uplink and downlink rates, on their operation panel or remote monitoring software. Some 4G / 5G communication modules also provide corresponding APIs or command-line tools for querying the current network connection rate. Furthermore, they can analyze historical records from shipboard and shore-based data centers, including data volume and transmission time, to calculate the amount of data transmitted per unit time, thus determining the communication rate.

[0095] As an example, the second power consumption P2 can be the electrical energy consumed in sending the dataset of the water area to be processed directly to the onshore data center and receiving the processing results from the onshore data center.

[0096] After obtaining the first power consumption P1 and the second power consumption P2, proceed to step S300: compare the first power consumption with the second power consumption, and based on the comparison result, the current ship position, and the remaining available energy, determine the safety handling criteria for the new energy ship in the next cycle. The safety handling criteria include one of the following measures:

[0097] Stop data acquisition and return to shore; continue data acquisition and store the dataset of water area to be processed locally; continue data acquisition and send the dataset of water area to be processed directly to the onshore data center; continue data acquisition and perform the first processing on the dataset of water area to be processed.

[0098] In an extreme case, based on the current ship position, the first power consumption (electricity value) required for the ship to return from the current position is determined to be K1; if the difference between the remaining available energy and K1 is less than a preset value, data collection needs to be stopped and the ship needs to return immediately.

[0099] Of course, it is understandable that this is an extreme case. Existing intelligent ship control systems will not lead to this situation. As mentioned earlier, the battery management system (BMS) of an intelligent ship control system can monitor battery parameters such as charge, voltage, and current in real time, accurately assessing the remaining sailing time and distance supported by the remaining energy. When the charge level falls below a set threshold, a low-battery return-to-base procedure is automatically initiated, prioritizing the safe return of the vessel to base and preventing loss of power due to energy depletion.

[0100] However, it should be noted that the judgment in the relevant technology that "accurately assesses the sailing time and distance that the remaining energy can support" is a most optimistic judgment based on the ship's current sailing data. In other words, it estimates the sailing time and distance that the remaining energy can support based on the ship's average overall power consumption at the current point in time and the current remaining energy value.

[0101] However, in the embodiments of the present invention, the overall power consumption of the ship is not constant, but rather dynamically changing.

[0102] As can be seen from the previous embodiments, for the first W data acquisition location coordinates, the overall power consumption of the ship (assuming it is the power consumption of the first segment) is relatively high (because it is assumed that the remaining power is sufficient, and the first processing is performed directly); while for the subsequent 20,000 data acquisition location coordinates, the overall power consumption of the ship is dynamically adjusted, and optimization methods can make the overall power consumption of the ship in this segment of the voyage lower than that in the first segment.

[0103] In summary, the "remaining power to support return" in the relevant technologies only indicates the "displayed range of the ship," similar to the displayed remaining range of new energy vehicles. However, in reality, energy consumption will also change based on the dynamic changes in the route (road conditions).

[0104] If the displayed mileage is estimated based on an optimistic scenario, the actual supported range may be lower than the displayed range, which may prevent the vessel from returning smoothly. However, if the displayed mileage is estimated based on a pessimistic scenario, the vessel may be unable to complete the planned route, which may prevent the data collection task from being completed smoothly.

[0105] The key issue affecting the accuracy of the overall endurance lies in the additional data processing power consumption, which is closely related to the data processing method.

[0106] Therefore, in the embodiments of the present invention, considering the situation where the remaining power supports returning (the displayed mileage is greater than the remaining mileage), the data processing problem of how to select to execute the first processing is considered.

[0107] When the remaining power is sufficient to support returning, for example, when the remaining power is greater than 120% of the power required for returning, at this time, if P1 < P2, it is determined that the safety processing criterion for the new energy ship in the next cycle is to continue data collection and execute the first processing on the water area data set to be processed; if P1 > P2, it is determined that the safety processing criterion for the new energy ship in the next cycle is to continue data collection and directly send the water area data set to be processed to the onshore data center;

[0108] Of course, if P1 = P2, the new energy ship can freely choose whether to process locally or send it back to the onshore processing center.

[0109] When the remaining power supports returning but is not so abundant, for example, when the remaining power is between 100% - 120% of the power required for returning, it is determined that the safety processing criterion for the new energy ship in the next cycle is to continue data collection and locally store the water area data set to be processed, that is, not to perform the first processing.

[0110] It should be understood that the above process is carried out cyclically, that is, at each data collection position, it is necessary to re - judge, so that the current safety processing criterion changes dynamically and adaptively.

[0111] In practical applications, the remaining available energy is determined based on the remaining energy of the battery pack and the charging power of the solar charging unit.

[0112] Specifically, the remaining rechargeable power can be determined based on the average charging power of the solar charging unit during the progress of this voyage and the remaining voyage duration, and then the remaining rechargeable power and the remaining energy of the battery pack are fused to determine the remaining available energy.

[0113] It can be seen that based on the above optimization, during the ship's voyage, the remaining available energy does not always decrease, but may start to decrease (in the initial stage), then increase (when the charging power is greater than the power consumption), and then decrease again (when the charging power is less than the power consumption). The dynamic change in this process is reflected in the comparison between the first power consumption and the second power consumption, and further reflected in the selection of the safety processing criterion for the new energy ship in the next cycle, so that the new energy data collection ship can complete the data collection task as much as possible and return safely while ensuring safety.

[0114] Furthermore, a further preferred embodiment of the present invention also includes: the various data acquisition devices include an external environment sensor, which is used to detect meteorological data in real time during the process of the new energy vessel traveling along a predetermined first route and to conduct a meteorological risk assessment, and to determine the safety handling criteria for the new energy vessel in the next cycle based on the results of the meteorological risk assessment.

[0115] Furthermore, a further preferred embodiment of the present invention also includes: the multiple data acquisition devices include an internal environment sensor, the internal environment sensor is used to detect the internal status data of the new energy vessel in real time, and to conduct a navigation risk assessment based on the internal status data, and to determine the safety handling criteria of the new energy vessel in the next cycle based on the result of the navigation risk assessment.

[0116] The scenarios described in the preferred embodiments should be understood as a "one-vote veto" mechanism. That is, when a situation arises where the meteorological risk assessment risk is high or the travel risk assessment risk is high, the safety handling principle is to stop data collection and return immediately.

[0117] Taking travel risk assessment as an example, situations with higher travel risk assessment include one of the following:

[0118] Real-time monitoring data from internal environmental sensors of the new energy vessel's internal condition indicates that the battery pack may pose a significant safety risk.

[0119] Internal environmental sensors detect the stress and deformation of the hull in real time, and discover potential damage and fatigue cracks in the hull structure. The severity of these damages may not be able to ensure the strength and stability of the hull, and structural problems may lead to the sinking or damage of the ship.

[0120] Taking meteorological risk assessment as an example, situations with higher meteorological risk assessment include the following:

[0121] Real-time meteorological data, including wind speed, wind direction, wave height, and visibility, is acquired to ensure the safety of ship navigation. In the event of severe weather conditions, timely measures such as seeking shelter, stopping sail, or returning to port are necessary to prevent ships from being hit by wind and waves or from colliding with other vessels.

[0122] Of course, the above preferred embodiments are described to ensure the completeness of the technical solution of the present invention. In practical applications, ships, especially new energy unmanned ships, need to undergo strict hull monitoring and equipment inspection before setting sail to ensure that no risks are encountered. At the same time, the sailing date and route of the ship are determined in advance based on weather forecast information to avoid traveling on days with extreme weather and avoid meteorological risks.

[0123] exist Figures 1-2Based on this, refer to Figure 3 , Figure 3 is Figure 1 a schematic diagram of the data interaction control process during the implementation of the method.

[0124] Specifically, each time the target water area environmental data is collected and preprocessed, a water area data set to be processed is formed; based on the water area data set to be processed, the current position of the ship, and relevant historical data, the first power consumption is calculated or estimated, and at the same time, the second power consumption is estimated;

[0125] At the same time, the results of meteorological risk assessment, the results of travel risk assessment, and the remaining available energy are also obtained;

[0126] All the above parameters are used as the input of the central processing unit;

[0127] Based on the preset judgment criteria, the central processing unit decides the safety processing criteria for the ship in the next cycle. If it is an extreme situation, data collection needs to be stopped immediately and the ship returns, otherwise, data collection can continue.

[0128] The preset judgment rules have been introduced in the embodiments of the foregoing execution steps S200 - S300. The following gives a comprehensive preferred embodiment:

[0129] Assume that the full - course mileage of the predetermined first route is A km; the remaining endurance (displayed endurance) corresponding to the remaining available energy (electricity) at the current position Pcur of the new - energy ship is B km; the remaining mileage to be completed corresponding to the current position Pcur of the new - energy ship is C km;

[0130] Then, after executing step S100, if r1 < C / A < r2, then steps S200 - S300 are started to be executed;

[0131] Among them, 0 < r1 < r2 < R; R is a positive number less than 1; preferably, R = 2 / 3; or, R < 3 / 4;

[0132] The meaning of the above - mentioned preferred embodiment is that it can either make the new - energy ship execute the steps S200 - S300 from the start of departure, or make the new - energy ship start to execute the steps S200 - S300 after sailing for a period of time (for example, sailing 1 / 3 or 1 / 4 of the full course) from the starting point. This is because when the new - energy ship just departs, it has passed strict departure inspections and is in a fully - charged state. Therefore, for the first part of the mileage (the first 1 / 3 or 1 / 4), the endurance optimization problem does not need to be considered (because the optimization process itself also requires energy support). Therefore, preferably, steps S200 - S300 do not need to be executed in the first 1 / 3 or 1 / 4 stage, that is, by choosing R = 2 / 3 or R < 3 / 4, the optimization process starts only after the first 1 / 3 or 1 / 4 stage.

[0133] Next, first obtain the internal state data corresponding to the current position Pcur of the new energy ship for travel risk assessment, and conduct travel risk assessment based on meteorological data;

[0134] If the result of the travel risk assessment or the travel risk assessment is high risk, determine that the safety handling criterion for the new energy ship in the next cycle is to stop data collection and return;

[0135] Then, calculate Rk = B / C; when 1 < Rk < Rk1, determine that the safety handling criterion for the new energy ship in the next cycle is to stop data collection and return; where Rk1 < (1 + x1); 0 < x1 ≤ 0.2; preferably x1 = 0.2; at this time, it means that the displayed remaining cruising range is relatively close to the actual remaining range. To ensure that the ship can return smoothly, it is necessary to take prudent optimization measures for the cruising range. Determine that the safety handling criterion for the new energy ship in the next cycle is to continue data collection and locally store the data set of the water area to be processed;

[0136] The most common situation is Rk > Rk1;

[0137] At this time, if P1 < P2, determine that the safety handling criterion for the new energy ship in the next cycle is to continue data collection and perform the first processing on the data set of the water area to be processed; if P1 > P2, determine that the safety handling criterion for the new energy ship in the next cycle is to continue data collection and directly send the data set of the water area to be processed to the onshore data center;

[0138] Of course, if P1 = P2, the new energy ship can freely choose whether to process locally or send it back to the onshore processing center.

[0139] Of course, there may also be a situation where Rk ≤ 1. At this time, determine that the safety handling criterion for the new energy ship in the next cycle is to stop data collection and return, and the return path should be along the nearest onshore data center.

[0140] Since the above process is judged every predetermined cycle, it belongs to a dynamically changing process.

[0141] Based on the method embodiment, further refer to Figure 4 , Figure 4 Give a schematic diagram of the hardware unit composition of an intelligent navigation safety dynamic monitoring system for a new energy ship according to an embodiment of the present invention.

[0142] In Figure 4 a new energy ship intelligent navigation safety dynamic monitoring system is proposed, and the system includes a variety of data collection sensors and a central processor;

[0143] During the course of the new energy vessel along the predetermined first route, the data acquisition sensor continuously collects environmental data of the target water area, and preprocesses the environmental data of the target water area to obtain a dataset of the water area to be processed.

[0144] Every predetermined period, the central processing unit calculates the first power consumption of performing the first processing on the water dataset to be processed and estimates the second power consumption of sending the water dataset to be processed directly to the onshore data center.

[0145] Based on meteorological risk assessment results, navigation risk assessment results, the first power consumption, the second power consumption, the current ship position, and remaining available energy, the central processing unit determines the safety handling criteria for the new energy vessel in the next cycle. The safety handling criteria include one of the following measures:

[0146] Stop data acquisition and return to shore; continue data acquisition and store the dataset of water area to be processed locally; continue data acquisition and send the dataset of water area to be processed directly to the onshore data center; continue data acquisition and perform the first processing on the dataset of water area to be processed.

[0147] The system also includes internal environmental sensors and external environmental sensors;

[0148] The internal environment sensor is used to detect the internal status data of the new energy vessel in real time, and to conduct a navigation risk assessment based on the internal status data;

[0149] The external environment sensor is used to detect meteorological data in real time as the new energy vessel travels along the predetermined first route and to conduct meteorological risk assessment.

[0150] The new energy vessel is an unmanned data acquisition vessel; the unmanned data acquisition vessel is equipped with an energy supply unit, which includes a battery pack and a solar charging unit connected to the battery pack; the remaining available energy is determined based on the remaining energy of the battery pack and the charging power of the solar charging unit.

[0151] Although not shown in the accompanying drawings, a preferred and more common product embodiment may also be an electronic device, comprising: a memory and one or more processors. The memory stores one or more application programs, which are adapted to be executed by the one or more processors to perform the aforementioned method for dynamic monitoring of intelligent navigation safety of new energy vessels.

[0152] Preferably, the electronic device is configured on a new energy data acquisition vessel.

[0153] Although not shown in the accompanying drawings, further embodiments also include a computer-readable storage medium storing a computer program that, when executed, implements the aforementioned steps of a dynamic monitoring method for intelligent navigation safety of new energy vessels.

[0154] It is understood that the system, product, equipment, and media implementation examples and method implementations correspond to each other and can be referenced by each other, and their principles are similar or the same, so they will not be elaborated again.

[0155] Other technologies, principles, algorithms, or models not elaborated in detail in this application can be found in the prior art.

[0156] The technical solutions proposed in the embodiments of the present invention demonstrate significant advantages in many aspects during the navigation and data processing of new energy ships.

[0157] In terms of energy consumption optimization, past ship data processing decisions lacked dynamic consideration, leading to excessive power consumption in the initial stages of the voyage due to the blind selection of high-power data processing methods. This solution, however, can flexibly and intelligently select data processing strategies based on real-time remaining power, navigation conditions, and data processing needs. During subsequent voyages, it precisely matches appropriate data processing methods to different data acquisition location coordinates. For example, when the ship is close to a data center with good communication conditions, it chooses direct data transmission to avoid the high energy consumption of complex local processing; when the signal is poor or the data volume is large, it prioritizes local storage or adopts relatively low-power processing methods. This effectively reduces the ship's overall power consumption, enabling it to complete longer voyages with the same amount of power compared to traditional methods, greatly improving energy efficiency and allowing for more rational allocation of limited power, providing a solid energy guarantee for the ship to complete its planned route and data acquisition tasks.

[0158] From the perspective of endurance accuracy, traditional ship endurance assessment relies on simple "displayed endurance," failing to fully consider energy consumption fluctuations caused by changes in route, weather conditions, and data processing methods during actual navigation. This easily leads to inaccurate endurance estimates, resulting in situations where ships cannot return or complete their missions. This invention, through in-depth analysis and precise control of a key factor affecting endurance—data processing power consumption—closely links data processing methods with endurance assessment. It monitors the ship's remaining battery power, data processing power consumption, and changes in the navigation environment in real time. During navigation, based on continuously updated information, it dynamically adjusts the endurance assessment results, providing the ship with endurance data that better reflects the actual situation. This allows ships to plan reasonable navigation strategies and data processing schemes in advance, ensuring successful mission completion and safe return with sufficient remaining battery power, effectively avoiding navigation risks caused by misjudgments of endurance.

[0159] This invention optimizes data processing strategies, ensuring both the safe return of the vessel and the integrity and high-quality completion of the data acquisition task. The vessel can flexibly adjust its data processing methods based on real-time conditions. When power allows, it can effectively preprocess the collected data to improve data quality; when power is limited, it can also rationally select storage or transmission strategies to ensure no data loss. This enables the vessel to complete the data acquisition task comprehensively and accurately along its predetermined route, providing sufficient and reliable data support for subsequent data analysis and research.

[0160] In summary, the technical solutions of this invention have unparalleled advantages over traditional technologies in terms of energy consumption optimization, endurance accuracy assurance, and data acquisition task completion. They provide strong support for the efficient and safe operation and data acquisition of new energy ships, and have extremely high application value and broad prospects for promotion.

[0161] The foregoing has shown and described the method embodiments and systems of the present invention, but it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A method for intelligent navigation safety dynamic monitoring of new energy vessels, wherein the new energy vessel is equipped with multiple data acquisition devices, characterized in that... The method includes: During the course of the new energy vessel along the predetermined first route, environmental data of the target water area is continuously collected by at least one data acquisition device, and the environmental data of the target water area is preprocessed to obtain a dataset of the water area to be processed. Every predetermined period, the first power consumption for performing the first processing on the dataset of water areas to be processed is calculated. The first power consumption is compared with the second power consumption. Based on the comparison result, the current ship position, and the remaining available energy, the safety processing criteria for the new energy ship in the next period are determined. The safety processing criteria include one of the following measures: Stop data acquisition and return to shore; continue data acquisition and store the data set of the water area to be processed locally; continue data acquisition and send the data set of the water area to be processed directly to the onshore data center; continue data acquisition and perform the first processing on the data set of the water area to be processed. The second power consumption is the power consumption estimated every predetermined period for directly sending the data set of the water area to be processed to the onshore data center.

2. The method for intelligent navigation safety dynamic monitoring of new energy ships as described in claim 1, characterized in that, The new energy vessel is an unmanned data acquisition vessel; the unmanned data acquisition vessel is equipped with an energy supply unit, which includes a battery pack and a solar charging unit connected to the battery pack.

3. The method for intelligent navigation safety dynamic monitoring of new energy ships as described in claim 1, characterized in that, The predetermined first route includes a starting point and a destination; When it is determined that the safety handling criterion for the new energy vessel in the next cycle is not to stop data collection and return to port, the new energy vessel is controlled to continue traveling along the predetermined first route.

4. The method for intelligent navigation safety dynamic monitoring of new energy ships as described in claim 2, characterized in that, The remaining available energy is determined based on the remaining energy of the battery pack and the charging power of the solar charging unit.

5. The method for intelligent navigation safety dynamic monitoring of new energy ships as described in claim 1, characterized in that, The various data acquisition devices include an external environment sensor, which is used to detect meteorological data in real time during the process of the new energy vessel traveling along the predetermined first route and to conduct a meteorological risk assessment. Based on the results of the meteorological risk assessment, the safety handling criteria for the new energy vessel in the next cycle are determined.

6. The method for intelligent navigation safety dynamic monitoring of new energy ships as described in claim 1, characterized in that, The various data acquisition devices include an internal environment sensor, which is used to detect the internal status data of the new energy vessel in real time, and to conduct a navigation risk assessment based on the internal status data, and to determine the safety handling criteria for the new energy vessel in the next cycle based on the results of the navigation risk assessment.

7. A dynamic monitoring system for intelligent navigation safety of new energy vessels, the system comprising multiple data acquisition sensors and a central processing unit; Its features are, During the course of the new energy vessel along the predetermined first route, the data acquisition sensor continuously collects environmental data of the target water area, and preprocesses the environmental data of the target water area to obtain a dataset of the water area to be processed. Every predetermined period, the central processing unit calculates the first power consumption of performing the first processing on the water dataset to be processed and estimates the second power consumption of sending the water dataset to be processed directly to the onshore data center. Based on meteorological risk assessment results, navigation risk assessment results, the first power consumption, the second power consumption, the current ship position, and remaining available energy, the central processing unit determines the safety handling criteria for the new energy vessel in the next cycle. The safety handling criteria include one of the following measures: Stop data acquisition and return to shore; continue data acquisition and store the dataset of water area to be processed locally; continue data acquisition and send the dataset of water area to be processed directly to the onshore data center; continue data acquisition and perform the first processing on the dataset of water area to be processed.

8. The intelligent navigation safety dynamic monitoring system for new energy ships as described in claim 7, characterized in that, The system also includes internal environmental sensors and external environmental sensors; The internal environment sensor is used to detect the internal status data of the new energy vessel in real time, and to conduct a navigation risk assessment based on the internal status data; The external environment sensor is used to detect meteorological data in real time as the new energy vessel travels along the predetermined first route and to conduct meteorological risk assessment.

9. The intelligent navigation safety dynamic monitoring system for new energy ships as described in claim 7, characterized in that, The new energy vessel is an unmanned data acquisition vessel; the unmanned data acquisition vessel is equipped with an energy supply unit, which includes a battery pack and a solar charging unit connected to the battery pack; the remaining available energy is determined based on the remaining energy of the battery pack and the charging power of the solar charging unit.

10. A new energy data acquisition vessel, characterized in that, Including the processor and memory; The processor is connected to the memory; The memory is used to store executable program code; The processor reads the executable program code stored in the memory to run the program corresponding to the executable program code, so as to execute the intelligent navigation safety dynamic monitoring method for new energy ships as described in any one of claims 1-6.

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