Real-time monitoring and early warning method and system for port engineering construction ship machine

Abstract

The application discloses a real-time monitoring and early warning method and system for port engineering construction ship machines, and relates to the technical field of intelligent early warning, which comprises the following steps: acquiring geographical space information of a target port, constructing a three-dimensional geographical space model, and fusing construction ship machine equipment and port facility models to generate a comprehensive port space model; receiving real-time task data and construction progress information, locking key monitoring areas, conducting regional concentrated monitoring, acquiring a multi-source monitoring index set, combining the comprehensive port space model to conduct double-channel real-time risk assessment, generating a comprehensive risk assessment result, and conducting risk early warning management. The application solves the technical problem that the existing construction ship machine monitoring means cannot be adaptively adjusted according to the construction task progress, resulting in that the monitoring is not targeted and the accuracy of risk assessment is affected, and achieves the technical effect of dynamically adjusting the monitoring strategy according to the construction progress, accurately locking the key areas and extracting the monitoring indexes, and improving the accuracy of risk assessment.

Description

Technical Field

[0001] This invention relates to the field of intelligent early warning technology, specifically to a real-time monitoring and early warning method and system for port engineering construction vessels and machinery. Background Technology

[0002] With the advancement of technology, particularly the application of the Internet of Things, sensor technology, autonomous driving technology, 3D modeling technology, and big data analytics, real-time monitoring and intelligent management of construction vessels and port facilities are gradually becoming an important trend in port engineering construction. Real-time monitoring technology allows for precise tracking of the location, equipment status, construction progress, and environmental conditions of construction vessels, enabling the timely detection of potential safety hazards. This not only improves construction safety but also ensures construction efficiency, thereby effectively controlling project costs and schedules.

[0003] However, existing monitoring methods are mostly based on fixed patterns for large-scale monitoring, unable to adapt to the real-time progress and dynamic changes of construction tasks. This results in wasted computing power and easily overlooks important hidden dangers in key construction areas. This inflexible monitoring method leads to a lack of targeting, making it difficult to accurately cover key risk points in the construction process, thus affecting the accuracy and timeliness of risk assessment. Summary of the Invention

[0004] This application provides a real-time monitoring and early warning method and system for port engineering construction vessels and machinery, which solves the technical problem that existing monitoring methods for construction vessels and machinery cannot be adaptively adjusted according to the progress of construction tasks, resulting in non-targeted monitoring and affecting the accuracy of risk assessment.

[0005] The first aspect of this application provides a real-time monitoring and early warning method for construction vessels and machinery in port engineering projects. The method includes: acquiring geospatial information of the target port and constructing a three-dimensional geospatial model of the port engineering construction area; constructing a construction vessel and machinery model and a port facility model based on port equipment information, and integrating them into the three-dimensional geospatial model to generate a comprehensive port spatial model; receiving real-time task data and construction progress information, identifying key monitoring areas of the current construction node, and extracting monitoring indicators for each key monitoring area to obtain a monitoring indicator set for each area, the monitoring indicator set including static monitoring indicators and dynamic monitoring indicators; performing centralized monitoring by region based on the monitoring indicator set to obtain a multi-source static monitoring indicator set and a multi-source dynamic monitoring indicator set for each key monitoring area; performing a dual-channel real-time risk assessment based on the multi-source static monitoring indicator set and the multi-source dynamic monitoring indicator set, combined with the comprehensive port spatial model, and performing cross-correction and fusion based on the dual-channel risk assessment results to generate a comprehensive risk assessment result; and performing risk early warning management based on the comprehensive risk assessment result.

[0006] A second aspect of this application provides a real-time monitoring and early warning system for construction vessels and machinery in port engineering projects. The system includes: a geospatial modeling module, used to acquire geospatial information of the target port and construct a three-dimensional geospatial model of the port engineering construction area; a vessel and machinery equipment modeling module, used to construct construction vessel and machinery equipment models and port facility models based on port equipment information, and integrate them into the three-dimensional geospatial model to generate a comprehensive port spatial model; and a monitoring indicator extraction module, used to receive real-time task data and construction progress information, identify key monitoring areas of the current construction node, and extract monitoring indicators for each key monitoring area to obtain monitoring data for each area. The system comprises: a monitoring indicator set, which includes static and dynamic monitoring indicators; a regional centralized monitoring module, used to perform regional centralized monitoring based on the monitoring indicator set, acquiring multi-source static and dynamic monitoring indicator sets for each key monitoring area; a real-time risk assessment module, used to perform dual-channel real-time risk assessment based on the multi-source static and dynamic monitoring indicator sets, combined with the comprehensive port spatial model, and to perform cross-correction and fusion based on the dual-channel risk assessment results to generate a comprehensive risk assessment result; and a risk early warning management module, used to perform risk early warning management based on the comprehensive risk assessment result.

[0007] One or more technical solutions provided in this application have at least the following technical effects or advantages:

[0008] The real-time monitoring and early warning method and system for port engineering construction vessels and machinery provided in this application pertain to the field of intelligent early warning technology. By constructing a comprehensive port spatial model, integrating real-time task data, construction progress information, and equipment status, and combining static and dynamic monitoring indicators, it conducts centralized monitoring in different areas. Through dual-channel real-time risk assessment, it cross-corrects and integrates multi-source monitoring data to generate a comprehensive risk assessment result. This solves the technical problem that existing monitoring methods for construction vessels and machinery cannot be adaptively adjusted according to the progress of construction tasks, resulting in a lack of targeted monitoring and affecting the accuracy of risk assessment. It achieves the technical effect of dynamically adjusting the monitoring strategy according to the construction progress, accurately locking key areas and extracting monitoring indicators, and improving the accuracy of risk assessment. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0010] Figure 1 A flowchart illustrating a real-time monitoring and early warning method for port engineering construction vessels and machinery provided in an embodiment of this application;

[0011] Figure 2 A schematic diagram illustrating the execution process of the real-time monitoring and early warning method for port engineering construction vessels provided in this application embodiment;

[0012] Figure 3 This is a schematic diagram of the structure of a real-time monitoring and early warning system for port engineering construction vessels provided in an embodiment of this application.

[0013] Figure labeling: Geospatial modeling module 11, Ship and machinery equipment modeling module 12, Monitoring indicator extraction module 13, Regional centralized monitoring module 14, Real-time risk assessment module 15, Risk warning management module 16. Detailed Implementation

[0014] This application provides a real-time monitoring and early warning method and system for port engineering construction vessels and machinery, which solves the technical problem that existing monitoring methods for construction vessels and machinery cannot be adaptively adjusted according to the progress of construction tasks, resulting in non-targeted monitoring and affecting the accuracy of risk assessment.

[0015] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0016] It should be noted that the terms "first," "second," etc., used in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or server that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or modules not explicitly listed or inherent to such processes, methods, products, or devices.

[0017] Example 1, as Figure 1 , 2 As shown, this application provides a real-time monitoring and early warning method for port engineering construction vessels and machinery, the method comprising:

[0018] P10: Obtain the geospatial information of the target port and construct a three-dimensional geospatial model of the port construction area.

[0019] Specifically, the geospatial information of the target port is acquired, and a three-dimensional geospatial model of the port construction area is constructed based on this information. This model not only covers key elements such as the port's topography, buildings, waterways, and aquatic environment, but also uses precise positioning technology to form a complete spatial model that highly replicates the actual construction site scene.

[0020] Specifically, the first step is to collect geospatial information about the target port. This information typically includes topographic data such as elevation and slope, which helps to define the port's topographical features and provides a topographical reference for the navigation of construction vessels and the placement of construction equipment. Building information involves the location, height, and structural characteristics of various structures within the port, such as wharves, warehouses, and lighthouses. Channel information includes the width, depth, and curvature of the channel, which is crucial data for ensuring the safe navigation of construction vessels and their entry and exit from the port. Aquatic environmental information covers elements such as water depth, current speed, and water quality.

[0021] After acquiring the aforementioned geospatial information, a 3D geospatial model of the port construction area is constructed using Geographic Information System (GIS) technology and 3D modeling software. GIS technology enables efficient management and analysis of geospatial data, providing a precise data foundation for 3D modeling. The 3D modeling software then generates a highly realistic and accurate 3D model based on the GIS data. During the construction process, precise positioning of the model is required, typically achieved using satellite positioning systems (such as GPS) and total stations. Precise positioning ensures that the spatial location of each element in the model perfectly matches the actual construction site, thus forming a complete spatial scene of the construction site.

[0022] For example, in a construction area of ​​a port, after obtaining the terrain elevation data of the area using GIS technology, a terrain model is constructed according to the actual elevation using 3D modeling software. Simultaneously, by combining the planar position and height data of buildings, structures such as wharves are precisely placed on the terrain model. Channel width and depth data are used to construct a channel model, and information such as water flow velocity is used to simulate the water flow conditions within the channel. Water depth data of the aquatic environment is used to refine the details of the aquatic environment model, ensuring that the model can realistically reflect the aquatic environment of the construction site. Ultimately, through these technical means, the constructed 3D geospatial model not only visually highly replicates the construction site but also meets the actual needs of construction monitoring and early warning in terms of data accuracy, providing a solid foundation for the subsequent integration of ship and machinery equipment models and port facility models, as well as real-time monitoring of the construction process.

[0023] P20: Based on port equipment information, construct construction vessel and machinery equipment models and port facility models, and integrate them into the three-dimensional geospatial model to generate a comprehensive port spatial model. The construction vessel and machinery equipment models and port facility models are dynamic model factors, configured with real-time positioning coordinates, and are dynamically updated in real-time within the comprehensive port spatial model.

[0024] Optionally, the first step is to construct models of construction vessels and equipment, as well as port facilities, based on port equipment information. The construction vessel and equipment model includes various construction vessels, machinery, cranes, etc., specifically detailing elements such as equipment size, performance, function, and operation methods. The port facility model covers various infrastructure within the port, such as wharves, warehouses, loading and unloading equipment, power supply systems, and drainage systems. These models not only reflect the static spatial layout of equipment and facilities but also need to possess certain dynamic characteristics to reflect the location, status, and relevant environmental conditions of the equipment in real time during construction.

[0025] A key aspect of constructing these models is designing them as dynamic model factors. This means that these models are not merely static geometries, but incorporate real-time updated data that changes as construction progresses. For example, the construction vessel equipment model dynamically changes with the equipment's movement, operation, and shutdown, while the port facility model reflects the facility's operational status and changes as construction progresses. To achieve this, each equipment and facility model needs to be configured with real-time positioning coordinates, acquired through real-time positioning technologies such as GPS, RTK, and inertial navigation systems, ensuring that the model accurately reflects the actual location of the equipment and facilities within the port space.

[0026] For example, construction vessels and equipment obtain precise location information through the Global Positioning System (GPS) or the BeiDou Navigation Satellite System. These positioning systems provide high-precision three-dimensional coordinates (longitude, latitude, and altitude) and transmit the data to the monitoring system via wireless communication technology. For fixed facilities, such as docks and breakwaters, although their locations are relatively fixed, their conditions (such as damage or maintenance status) may change. The facility status is monitored in real time through sensor networks (such as displacement sensors and stress sensors), and the data is correlated with the location coordinates of the facility model to achieve dynamic updates to the facility status.

[0027] When integrating construction vessel and equipment models and port facility models into a 3D geospatial model to generate a comprehensive port spatial model, issues such as data format compatibility, spatial alignment and calibration, and real-time data update mechanisms need to be addressed. The data format must ensure seamless interoperability between the 3D geospatial model and the equipment and facility models, which can be achieved through common data exchange formats (such as XML and JSON) or middleware for data conversion. Geographic Information System (GIS) technology is used for spatial alignment and calibration to ensure that the spatial relationships between models are consistent with the actual situation. Simultaneously, a real-time data update mechanism must be established, monitoring the system's backend server to receive data from GPS, sensor networks, etc., updating the model status in real time, and feeding the updated model information back into the comprehensive port spatial model.

[0028] The technical advantage of this step lies in its dynamism and real-time nature. By configuring real-time positioning coordinates for the construction vessel and equipment model and the port facility model and defining them as dynamic model factors, the model is dynamically updated in real time in the integrated port space model. This enables the monitoring system to keep track of the dynamic changes of equipment and facilities in real time and detect potential risks in a timely manner.

[0029] P30: Receives real-time task data and construction progress information, locks the key monitoring areas of the current construction node, and extracts monitoring indicators for each key monitoring area to obtain a monitoring indicator set for each area. The monitoring indicator set includes static monitoring indicators and dynamic monitoring indicators.

[0030] Furthermore, in this embodiment, step P30 further includes receiving real-time task data and construction progress information, and identifying the key monitoring areas of the current construction node:

[0031] P31: Receive real-time task data, parse the construction task plan, and identify the key work areas in the current construction phase; P32: Calculate the equipment density index of each key work area based on the construction progress information; P33: Based on the equipment density index and combined with historical accident data, determine the key monitoring areas that need to be monitored.

[0032] It should be understood that by receiving real-time task data and construction progress information, the key monitoring areas of the current construction node are identified, and monitoring indicators are extracted for these areas, thereby obtaining a set of monitoring indicators that includes both static and dynamic monitoring indicators.

[0033] Specifically, after receiving real-time task data, the construction task plan needs to be analyzed. By analyzing the construction task plan, the system can automatically identify the key work areas of the current construction phase. These key work areas are usually areas with intensive construction activities or high risks within a specific time period. They may be high-risk areas due to the need for complex engineering operations or the concentrated use of specific equipment.

[0034] Next, based on the received construction progress information, the equipment density index for each key work area is calculated. This index reflects the quantity, type, and operating status of equipment deployed in a specific area within a given time period. The calculation of the equipment density index typically requires comprehensive consideration of the working hours, task nature, and coordination between different types of equipment, effectively revealing the concentration of equipment use during construction. Areas with high equipment density are usually associated with higher risks, therefore, monitoring and early warning systems should be prioritized in these areas.

[0035] Finally, based on the equipment density index and historical accident data, key monitoring areas requiring focused monitoring are identified. Historical accident data provides a reference; by analyzing the location, cause, and relationship of past accidents with equipment density, high-risk areas are identified. For example, if an area has experienced multiple equipment collisions or operational errors in the past, and its equipment density index is high, then that area will be designated as a key monitoring area requiring focused monitoring. This process considers not only the current construction status but also historical experience, making the monitoring strategy more forward-looking and targeted.

[0036] After identifying the key monitoring areas, monitoring indicators were extracted for each area. The monitoring indicator set includes static and dynamic indicators. Static indicators refer to relatively stable parameters, such as the fixed location, size, and structural characteristics of equipment; dynamic indicators refer to parameters that change over time, such as the equipment's operating status, speed, load, and environmental factors (such as water flow velocity and wind speed). By extracting these monitoring indicators, a comprehensive understanding of the real-time status of the key monitoring areas can be obtained, providing data support for subsequent risk assessment and early warning.

[0037] For example, in a construction area of ​​a port, the current construction task is the expansion of the wharf. By analyzing the construction task plan, the waters in front of the wharf and the construction platform are identified as critical work areas. The equipment density index calculated based on the construction progress information shows a high equipment density in the waters in front of the wharf, and historical accident data reveals that this area has experienced multiple ship collisions in the past. Therefore, the waters in front of the wharf are designated as a key monitoring area, and dynamic monitoring indicators, including ship position, speed, and water flow velocity, as well as static monitoring indicators of the wharf structure, are extracted for this area to achieve comprehensive monitoring.

[0038] Furthermore, monitoring indicators are extracted for key monitoring areas to obtain monitoring indicator sets for each area. Step P30 in this embodiment of the application also includes:

[0039] P34: For each key monitoring area, read the structural parameters of fixed equipment and the environmental safety threshold of the fixed area to obtain static monitoring indicators; P35: For each key monitoring area, combine the Gantt chart of the construction plan to extract the dynamic target operation law and obtain dynamic monitoring indicators; P36: The static monitoring indicators and dynamic monitoring indicators constitute the monitoring indicator set for each key monitoring area.

[0040] Optionally, the process of extracting monitoring indicators for key monitoring areas can be further refined. Specifically, after receiving real-time task data and construction progress information, and identifying the key monitoring areas of the current construction node, P first reads the structural parameters of fixed equipment and the environmental safety thresholds of the fixed area for each key monitoring area to obtain static monitoring indicators. Static monitoring indicators refer to parameters that are relatively stable during construction and do not change over time. These parameters are crucial for assessing the safety and stability of the construction area. For example, fixed equipment structural parameters include the structural strength of the wharf, the stability parameters of the breakwater, and the maximum lifting weight of the crane. These parameters are usually determined during the equipment design and construction phase and remain unchanged during construction. The environmental safety thresholds of the fixed area include the maximum allowable wind speed, maximum water flow velocity, and minimum water depth in a certain area. These thresholds are pre-set according to the construction design and safety specifications to ensure that the environmental conditions of the construction area meet safety requirements. By reading these fixed parameters and thresholds, the system can establish a static monitoring indicator base for each key monitoring area, providing a reference for subsequent dynamic monitoring.

[0041] Next, for each key monitoring area, dynamic target operation patterns are extracted using the construction plan Gantt chart to obtain dynamic monitoring indicators. The construction plan Gantt chart typically details the start and end times of each construction phase, as well as the progress and time nodes of various tasks during construction. Based on this data, the system can analyze the temporal characteristics and dynamic changes of construction activities, extracting dynamic target operation patterns related to equipment usage, work intensity, and work type. For example, changes in the load of a piece of equipment, fluctuations in working time, and high-intensity operations during construction are all dynamic monitoring indicators. Unlike static monitoring indicators, dynamic monitoring indicators change with time, construction progress, equipment status, and other factors during construction, reflecting real-time dynamic characteristics and risks during the construction process.

[0042] Finally, the extracted static and dynamic monitoring indicators are combined to generate a monitoring indicator set for each key monitoring area. This set of indicators contains both static and dynamic monitoring information, comprehensively reflecting the safety status of each key monitoring area. Static indicators help determine whether equipment and the environment meet basic safety requirements, while dynamic indicators can promptly reflect potential risks arising from changes in progress and equipment operating status during construction. These monitoring indicator sets will serve as the basis for subsequent risk assessment and monitoring and early warning, providing data support for real-time monitoring and risk warning at the construction site.

[0043] P40: Based on the monitoring indicator set, conduct centralized monitoring by region to obtain the multi-source static monitoring indicator set and multi-source dynamic monitoring indicator set for each key monitoring region.

[0044] Furthermore, step P40 in this embodiment of the application also includes:

[0045] P41: Establish a distributed computing node network according to the spatial topology of the key monitoring areas, establish an independent edge processing node for each key monitoring area, and dynamically allocate computing resources for each node according to the monitoring requirements in the real-time task data; P42: Perform real-time monitoring of each key monitoring area according to the monitoring index set, obtain the raw monitoring data, and perform standardization processing based on the corresponding edge processing node to obtain the multi-source static monitoring index set and multi-source dynamic monitoring index set for each key monitoring area.

[0046] Specifically, based on the aforementioned set of monitoring indicators, each key monitoring area is centrally monitored in a regional manner, and a set of multi-source static monitoring indicators and a set of multi-source dynamic monitoring indicators are obtained for each key monitoring area.

[0047] Before implementing centralized monitoring by region, a distributed computing node network is first established based on the spatial topology of the key monitoring areas. Spatial topology refers to the spatial structural characteristics such as the relative positions, distances, and interactions between the various monitoring areas. Based on this topology, the system establishes an independent edge processing node for each key monitoring area. An edge processing node is a computing unit located close to the data source in the monitoring system, responsible for preprocessing and standardizing the received raw data, thereby reducing the computing load on the central server and improving the timeliness and efficiency of data processing.

[0048] Building upon this, the computing resources of edge nodes need to be dynamically allocated based on the monitoring requirements in the real-time task data. Real-time task data includes information such as construction progress and equipment scheduling. The system uses this data to determine the monitoring priority for each area and allocates computing resources accordingly. This means that the system flexibly adjusts the computing power allocated to each edge processing node based on the specific requirements of the current construction task, meeting the monitoring needs of different areas at different construction stages. Furthermore, through dynamic resource allocation, the system can flexibly adjust the allocation of computing resources according to the needs of the monitoring task, ensuring sufficient computing power and response speed during high-density or urgent monitoring tasks.

[0049] Once the distributed computing node network and edge processing nodes are ready, real-time monitoring of key monitoring areas is performed based on the aforementioned monitoring indicator set, and raw monitoring data is acquired. This raw monitoring data may come from various sensors, devices, and monitoring equipment, including multiple parameters such as temperature, humidity, pressure, vibration, and noise. During this process, the edge processing nodes standardize the raw data, converting data from different sources and of different types into a unified standard format to facilitate subsequent analysis, comparison, and decision-making.

[0050] Finally, after standardization, a multi-source static monitoring indicator set and a multi-source dynamic monitoring indicator set are obtained for each key monitoring area. The static monitoring indicator set typically includes stable data related to equipment structure, environmental thresholds, etc., while the dynamic monitoring indicator set includes monitoring data that changes with factors such as construction progress and equipment status. These indicator sets provide a complete and reliable basis for subsequent risk assessment, alarm triggering, and decision support.

[0051] P50: Based on the set of multi-source static monitoring indicators and the set of multi-source dynamic monitoring indicators, combined with the comprehensive port spatial model, a dual-channel real-time risk assessment is performed, and the results of the dual-channel risk assessment are cross-corrected and fused to generate a comprehensive risk assessment result.

[0052] Furthermore, in the dual-channel real-time risk assessment, step P50 of this embodiment also includes:

[0053] P51: Based on the comprehensive port spatial model, a spatial collision risk prediction channel based on real-time monitoring data is established. The spatial collision risk prediction channel includes a static risk prediction channel and a dynamic risk prediction channel, and the two channels share the same spatiotemporal reference coordinate system. P52: The multi-source static monitoring index set and the multi-source dynamic monitoring index set are respectively input into the static risk prediction channel and the dynamic risk prediction channel to perform parallel collision risk assessment and generate dual-channel risk assessment results.

[0054] It should be understood that, based on the aforementioned sets of multi-source static and dynamic monitoring indicators, combined with a comprehensive port spatial model, a dual-channel real-time risk assessment is conducted. The core objective of this process is to comprehensively analyze potential risk points during port construction through risk assessments in both static and dynamic dimensions, thereby providing a basis for subsequent construction management and early warning.

[0055] First, based on the established integrated port spatial model, a spatial collision risk prediction channel based on real-time monitoring data is created. This risk prediction channel aims to identify and predict potential spatial collision risks, which mainly refer to the risk of physical collisions or interference between construction vessels, equipment, or other facilities during construction. The risk prediction channel consists of two parts: a static risk prediction channel and a dynamic risk prediction channel.

[0056] The static risk prediction channel primarily analyzes risks under fixed environmental conditions at the port construction site, such as the relative positions of buildings, wharves, and equipment, and safe distances in fixed waterway areas. The dynamic risk prediction channel, on the other hand, focuses on dynamically changing risk factors, such as the movement of construction equipment, the movement paths of ships and machinery, and the impact of changes in environmental conditions (such as tides, wind direction, and weather) on the construction process. Both channels share the same spatiotemporal reference coordinate system during calculation; that is, within the same three-dimensional coordinate framework, the calculations and assessments of the two channels can complement and correct each other, ensuring the accuracy and consistency of the risk assessment results.

[0057] Next, the multi-source static monitoring indicator set and the multi-source dynamic monitoring indicator set are input into the static risk prediction channel and the dynamic risk prediction channel, respectively, for parallel collision risk assessment. The static monitoring indicator set covers information such as the fixed parameters of the equipment and environmental safety thresholds. By comparing the actual indicator values ​​with these fixed indicators, the risk level under static conditions is assessed. The dynamic monitoring indicator set contains dynamic information such as the real-time operating status and location changes of the equipment, used to assess the risk under dynamic conditions. Through parallel processing, the two channels can simultaneously assess static and dynamic risks, generating their respective collision risk assessment results. This parallel processing method not only improves assessment efficiency but also ensures the comprehensiveness of the assessment results.

[0058] After completing the dual-channel risk assessment, the results need to be cross-corrected and integrated. This process involves a comprehensive analysis of the static and dynamic risk assessment results, using cross-correction to compensate for any shortcomings in a single-channel assessment. For example, a dynamic risk assessment might overlook potential risks under certain static conditions, while a static risk assessment might fail to fully consider the impact of dynamic changes. By integrating the assessment results from both channels to generate a comprehensive risk assessment, the actual risk level during construction can be reflected more comprehensively.

[0059] Furthermore, step P52 in this embodiment of the application also includes:

[0060] P52-1: Based on the set of multi-source static monitoring indicators, static displacement deviation determination and environmental safety range assessment are performed in the static risk prediction channel to generate static indicator assessment results; P52-2: Based on the set of multi-source dynamic monitoring indicators, multi-round trajectory simulation calculations are performed in the dynamic risk prediction channel, and operation collision risk points are extracted to generate dynamic indicator assessment results; P52-3: The static indicator assessment results and dynamic indicator assessment results are used as dual-channel risk assessment results.

[0061] Specifically, the implementation process of the dual-channel real-time risk assessment can be further refined. Through multiple rounds of calculation and judgment, more accurate risk assessment results can be generated, ensuring more precise and efficient safety management at the construction site.

[0062] Specifically, firstly, based on a multi-source static monitoring index set, static displacement deviation determination and environmental safety range assessment are performed in the static risk prediction channel to generate static index assessment results. By monitoring the real-time positional offset of fixed objects (such as equipment and buildings) within the construction site, it is determined whether these fixed objects have shifted or deviated from the predetermined safety range. Simultaneously, combined with environmental safety thresholds for the fixed area, such as the maximum permissible wind speed, maximum water flow velocity, and minimum water depth, the current environmental conditions are assessed to determine if they are within a safe range. If environmental conditions exceed the safety thresholds, they may pose a threat to construction safety, requiring timely warnings. The static index assessment results are then generated by combining the results of the static displacement deviation determination and the environmental safety range assessment.

[0063] Next, in the dynamic risk prediction channel, multiple rounds of trajectory simulation calculations are performed based on a multi-source dynamic monitoring indicator set, and operational collision risk points are extracted to generate dynamic indicator evaluation results. Real-time data from the dynamic monitoring indicator set, such as the navigation trajectory of construction vessels, changes in the operating range of cranes, and the movement path of excavators, are used to perform multiple rounds of trajectory simulation calculations. By simulating the equipment operating trajectories at different time points and under different operating conditions, potential collision risks between equipment are predicted. Based on the multiple rounds of trajectory simulation calculations, operational collision risk points are extracted. These risk points refer to the possible collision locations and time points between equipment identified during the simulation process. By extracting these risk points, potential collision risks can be identified in advance, providing early warning information for construction management personnel. The results of the multiple rounds of trajectory simulation calculations and the extraction of operational collision risk points are combined to generate dynamic indicator evaluation results.

[0064] Finally, the static and dynamic indicator evaluation results are integrated to form the final dual-channel risk assessment result. The static indicator evaluation results focus on potential risks caused by fixed equipment and the environment, while the dynamic indicator evaluation results focus on risks caused by changes in equipment behavior during construction. By integrating these two types of evaluation results, the system can comprehensively identify various risks during the construction process.

[0065] Furthermore, step P52-2 in the embodiments of this application also includes:

[0066] P52-21: Extract the dynamic factors of construction operations in each key monitoring area of ​​the current construction phase; P52-22: Based on the dynamic factors of construction operations, combined with the scope of construction operations and the range of changes in the construction environment, fit and generate multiple simulated construction scenarios; P52-23: For the multiple simulated construction scenarios, perform multiple rounds of trajectory simulation calculations in the dynamic risk prediction channel, and extract the operation collision risk points of each simulation, filter and fuse them, and generate dynamic index evaluation results.

[0067] In one possible embodiment of this application, the risk assessment process in the dynamic risk prediction channel can be further refined. When implementing dynamic risk assessment, the dynamic factors of construction operations in each key monitoring area of ​​the current construction phase are first extracted. These dynamic factors include various dynamic elements related to the construction process, such as the movement trajectory of construction equipment, changes in construction tasks, equipment workload, operation frequency, and usage density of the construction area. These dynamic factors can be extracted from real-time monitoring data. By analyzing the operating status of equipment, working methods, and construction schedule, the system can identify the key dynamic elements that affect risk during the construction phase.

[0068] Next, based on the extracted dynamic factors of construction operations, and combined with the scope of construction operations and the range of changes in the construction environment, multiple simulated construction scenarios are generated. The scope of construction operations refers to the spatial range involved by the construction equipment in the current construction phase, while the range of changes in the construction environment includes the impact of environmental factors such as changes in water flow velocity and wind speed on the construction area. By considering these factors, multiple simulated construction scenarios under different conditions are generated. These scenarios cover various possible construction situations and environmental changes, providing a diverse simulation basis for a comprehensive assessment of dynamic risks.

[0069] For multiple simulated construction scenarios, the system performs multi-round trajectory simulation calculations in the dynamic risk prediction channel. In each simulation, the system calculates the operating trajectory of the construction equipment based on the dynamic factors of the equipment and the conditions of the simulation scenario, and extracts the collision risk points in each simulation. These risk points refer to the possible collision locations and time points between equipment identified during the simulation. By filtering and fusing the results of multiple simulations, the system can comprehensively consider the risk situation under different scenarios, select representative and high-risk collision risk points, and fuse these risk points. This involves merging, correcting, and optimizing potential risk points from multiple simulation results, removing redundant information, and ensuring that the final collision risk points are more accurate and representative, generating the final dynamic index evaluation result. This result not only reflects the dynamic risk level of the current construction stage but also considers the potential risks under different environmental conditions and equipment operating states, providing accurate data support for risk warning and management during the construction process.

[0070] Furthermore, based on the dual-channel risk assessment results, cross-correction and fusion are performed to generate a comprehensive risk assessment result. Step P50 in this embodiment of the application also includes:

[0071] P53: Based on the static indicator evaluation results, generate the static risk impact value for each monitoring area; P54: Based on the dynamic indicator evaluation results, generate the dynamic risk impact value for each monitoring area; P55: Spatially match the collision risk points in the static and dynamic indicator evaluation results to obtain matching risk points; P56: For the matching risk points, correct the risk level of the corresponding monitoring area to generate updated static and updated dynamic risk impact values ​​for each monitoring area; P57: Merge the updated static and updated dynamic risk impact values ​​to generate a comprehensive risk assessment result.

[0072] Optionally, the process of cross-correction and fusion based on the dual-channel risk assessment results can be further refined. After completing the static indicator assessment, a static risk impact value for each monitoring area is generated based on the static indicator assessment results. The static risk impact value is a quantitative representation of the static risk assessment results, reflecting the severity of potential risks in each monitoring area under static conditions. This value can be calculated based on factors such as the degree of static displacement deviation and the degree of exceeding the environmental safety range, providing basic data for subsequent risk level correction.

[0073] Similarly, after completing the dynamic indicator assessment, a dynamic risk impact value is generated for each monitoring area based on the assessment results. The dynamic risk impact value is a quantitative representation of the dynamic risk assessment results, reflecting the severity of potential risks in each monitoring area under dynamic conditions. This value can be calculated based on factors such as the number, location, and probability of collision risk points extracted from trajectory simulation calculations, and also provides basic data for subsequent risk level correction.

[0074] Next, the collision risk points in the static and dynamic indicator assessment results are spatially matched to obtain matching risk points. This process identifies risk points that are identified as potential risks in both assessment channels by comparing the spatial locations of risk points in the static and dynamic risk assessment results. These risk points may exist within the same spatial area, or different risk points may result from the superposition of static and dynamic factors.

[0075] For matched risk points, the risk level of the corresponding monitoring area is adjusted. The purpose of this process is to conduct a comprehensive assessment in areas where static and dynamic risks intersect, and to adjust the risk level of these matched risk points. Because static and dynamic risks may interact, the risk in some areas may be underestimated or overestimated in certain aspects, thus requiring correction to update to a more accurate risk assessment level. For example, if an area is identified as high-risk in both static and dynamic assessments, its risk level can be further increased; conversely, if an area is misjudged as high-risk in one assessment channel, its risk level can be appropriately decreased.

[0076] Finally, the updated static and dynamic risk impact values ​​are merged to generate a comprehensive risk assessment result. This fusion process comprehensively considers the relative importance of static and dynamic risks, as well as their interaction. Through specific algorithms, such as weighted summation of the impact values ​​or other forms of fusion processing, a comprehensive assessment result reflecting the overall risk level of each monitoring area is ultimately formed. This comprehensive result, combining static and dynamic risk assessments, provides a more comprehensive and accurate risk picture, offering more precise data support for risk warning and management during construction.

[0077] P60: Conduct risk warning management based on the comprehensive risk assessment results.

[0078] Specifically, after completing the comprehensive risk assessment, risk warning management is implemented based on the assessment results. First, based on the comprehensive risk assessment results, the risk level of each area on the construction site is determined. Through analysis of the comprehensive assessment results, the system can identify high-risk areas, potential hazards, and factors that may affect construction safety. For high-risk areas, the system automatically generates risk warning signals and determines the alarm level and response measures based on preset risk thresholds and risk types. For example, for areas with excessive equipment density or large dynamic environmental fluctuations, the system may issue a high-risk alarm, requiring immediate adjustments to the work plan or enhanced safety precautions.

[0079] Secondly, based on different risk levels and monitoring indicators, different early warning measures are set for each monitoring area. For example, for medium-risk areas, an early warning signal can be issued to remind construction management personnel to pay attention to changes in risk in that area. Early warning signals can be conveyed in various ways, such as alarm prompts on the monitoring system interface, SMS notifications, or voice alerts. Simultaneously, the system will suggest preventative measures, such as adjusting construction plans, increasing monitoring frequency, or maintaining equipment, to reduce the risk level.

[0080] In summary, the embodiments of this application have at least the following technical effects:

[0081] This application ensures targeted monitoring by receiving real-time construction progress information and dynamically adjusting monitoring strategies, thereby improving the accuracy of risk assessment. By combining static and dynamic monitoring indicators, it provides a comprehensive risk assessment, ensuring the timely identification of potential risks during construction. Based on the comprehensive risk assessment results, it generates accurate multi-level early warnings, ensuring that high-risk areas receive priority attention. It also dynamically adjusts monitoring and resource allocation, improving construction efficiency, safety, and the level of intelligence in construction management.

[0082] It achieves the technical effect of dynamically adjusting monitoring strategies based on construction progress, accurately identifying key areas and extracting monitoring indicators, and improving the accuracy of risk assessment.

[0083] Example 2, based on the same inventive concept as the real-time monitoring and early warning method for port engineering construction vessels and machinery in the foregoing examples, such as... Figure 3 As shown, this application provides a real-time monitoring and early warning system for construction vessels and machinery in port engineering. The system and method embodiments in this application are based on the same inventive concept. The system includes:

[0084] The geospatial modeling module 11 is used to acquire geospatial information of the target port and construct a three-dimensional geospatial model of the port construction area. The output of this module is a three-dimensional geospatial model of the target port area, which subsequent modules (such as the ship machinery and equipment modeling module 12 and the real-time risk assessment module 15) will rely on for data fusion and analysis.

[0085] The ship and machinery equipment modeling module 12 is used to construct construction ship and machinery equipment models and port facility models based on port equipment information, and integrate them into the three-dimensional geospatial model to generate a comprehensive port spatial model. The construction ship and machinery equipment models and port facility models are dynamic model factors, configured with real-time positioning coordinates, and are dynamically updated in real-time within the comprehensive port spatial model. This module receives three-dimensional geospatial information and port equipment information provided by the geospatial modeling module 11, and integrates the construction ship and machinery equipment models and port facility models into the comprehensive port spatial model to form integrated spatial data. The generated comprehensive port spatial model will be transmitted to the monitoring indicator extraction module 13 and the real-time risk assessment module 15 for further application and analysis.

[0086] The monitoring indicator extraction module 13 receives real-time task data and construction progress information, identifies key monitoring areas for the current construction node, and extracts monitoring indicators for each key monitoring area to obtain a monitoring indicator set for each area. This monitoring indicator set includes static and dynamic monitoring indicators. The module inputs real-time task data, construction progress information, and monitoring area data extracted from the integrated port spatial model to generate static monitoring indicators (such as equipment location and environmental thresholds) and dynamic monitoring indicators (such as equipment operating status and construction progress). The generated monitoring indicator set is then transmitted to the regional centralized monitoring module 14 for further analysis.

[0087] The regional centralized monitoring module 14 is used to perform regional centralized monitoring based on the monitoring indicator set, and to obtain multi-source static monitoring indicator sets and multi-source dynamic monitoring indicator sets for each key monitoring area. This module receives the static and dynamic monitoring indicator sets from the monitoring indicator extraction module 13, and classifies and centrally processes this information according to the monitoring area. The obtained multi-source monitoring data is then transmitted to the real-time risk assessment module 15 for risk analysis and assessment.

[0088] The real-time risk assessment module 15 is used to perform dual-channel real-time risk assessment based on the multi-source static monitoring indicator set and the multi-source dynamic monitoring indicator set, combined with the comprehensive port spatial model. It then performs cross-correction and fusion based on the dual-channel risk assessment results to generate a comprehensive risk assessment result. This module receives multi-source monitoring data from the regional centralized monitoring module 14 and combines it with the comprehensive port spatial model to generate real-time risk assessment data. The assessment results are then used to generate the final comprehensive risk assessment result through cross-correction and fusion technology and transmitted to the risk early warning management module 16 for subsequent management.

[0089] The risk warning management module 16 is used for risk warning management based on the comprehensive risk assessment results. This module receives the comprehensive risk assessment results from the real-time risk assessment module 15 and triggers appropriate risk warnings based on the assessment results. The warning information is transmitted to relevant management personnel at the construction site, triggering corresponding safety measures and emergency responses.

[0090] Furthermore, the monitoring indicator extraction module 13 is also used to perform the following steps:

[0091] Receive real-time task data, analyze the construction task plan, and identify key work areas in the current construction phase; calculate the equipment density index of each key work area based on the construction progress information; and determine the key monitoring areas that need to be monitored based on the equipment density index and historical accident data.

[0092] Furthermore, the monitoring indicator extraction module 13 is also used to perform the following steps:

[0093] For each key monitoring area, static monitoring indicators are obtained by reading the structural parameters of fixed equipment and the environmental safety threshold of the fixed area. For each key monitoring area, dynamic target operation patterns are extracted by combining the construction plan Gantt chart to obtain dynamic monitoring indicators. The static and dynamic monitoring indicators form the monitoring indicator set for each key monitoring area.

[0094] Furthermore, the regional centralized monitoring module 14 is also used to perform the following steps:

[0095] Based on the spatial topology of the key monitoring areas, a distributed computing node network is established, with an independent edge processing node for each key monitoring area. The computing resources of each node are dynamically allocated according to the monitoring requirements in the real-time task data. Real-time monitoring of each key monitoring area is performed according to the monitoring index set to obtain the raw monitoring data. The data is then standardized based on the corresponding edge processing node to obtain the multi-source static monitoring index set and the multi-source dynamic monitoring index set for each key monitoring area.

[0096] Furthermore, the real-time risk assessment module 15 is also used to perform the following steps:

[0097] Based on the comprehensive port spatial model, a spatial collision risk prediction channel based on real-time monitoring data is established. The spatial collision risk prediction channel includes a static risk prediction channel and a dynamic risk prediction channel, and the two channels share the same spatiotemporal reference coordinate system. The multi-source static monitoring index set and the multi-source dynamic monitoring index set are respectively input into the static risk prediction channel and the dynamic risk prediction channel to perform parallel collision risk assessment and generate dual-channel risk assessment results.

[0098] Furthermore, the real-time risk assessment module 15 is also used to perform the following steps:

[0099] Based on the set of multi-source static monitoring indicators, static displacement deviation determination and environmental safety range assessment are performed in the static risk prediction channel to generate static indicator assessment results; based on the set of multi-source dynamic monitoring indicators, multiple rounds of trajectory simulation calculations are performed in the dynamic risk prediction channel, and operation collision risk points are extracted to generate dynamic indicator assessment results; the static indicator assessment results and dynamic indicator assessment results are used as dual-channel risk assessment results.

[0100] Furthermore, the real-time risk assessment module 15 is also used to perform the following steps:

[0101] Extract dynamic factors of construction operations in key monitoring areas during the current construction phase; based on these dynamic factors, and combined with the scope of construction operations and the range of changes in the construction environment, generate multiple simulated construction scenarios; for these multiple simulated construction scenarios, perform multiple rounds of trajectory simulation calculations in the dynamic risk prediction channel, and extract the collision risk points of each simulation, filter and fuse them, and generate dynamic index evaluation results.

[0102] Furthermore, the real-time risk assessment module 15 is also used to perform the following steps:

[0103] Based on the static indicator evaluation results, static risk impact values ​​are generated for each monitoring area; based on the dynamic indicator evaluation results, dynamic risk impact values ​​are generated for each monitoring area; the collision risk points in the static and dynamic indicator evaluation results are spatially matched to obtain matching risk points; for the matching risk points, the risk level of the corresponding monitoring area is corrected to generate updated static and updated dynamic risk impact values ​​for each monitoring area; the updated static and updated dynamic risk impact values ​​are then merged to generate a comprehensive risk assessment result.

[0104] It should be noted that the order of the embodiments described above is merely for descriptive purposes and does not represent the superiority or inferiority of the embodiments. Furthermore, the above description focuses on specific embodiments of this specification. Additionally, the processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired results. In some implementations, multitasking and parallel processing are possible or may be advantageous.

[0105] The above description is only a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

[0106] This specification and accompanying drawings are merely illustrative examples of this application and are intended to cover any and all modifications, variations, combinations, or equivalents within the scope of this application. Clearly, those skilled in the art can make various alterations and modifications to this application without departing from its scope. Therefore, if such modifications and variations fall within the scope of this application and its equivalents, this application intends to include such modifications and variations.

Claims

1. A real-time monitoring and early warning method for construction vessels and machinery in port engineering, characterized in that, The method includes: Obtain geospatial information of the target port and construct a three-dimensional geospatial model of the port construction area; Based on port equipment information, a construction vessel and machinery model and a port facility model are constructed and integrated into the three-dimensional geospatial model to generate a comprehensive port spatial model. Receive real-time task data and construction progress information, lock the key monitoring areas of the current construction node, and extract monitoring indicators for each key monitoring area to obtain a monitoring indicator set for each area. The monitoring indicator set includes static monitoring indicators and dynamic monitoring indicators. Based on the monitoring indicator set, regional centralized monitoring is carried out to obtain the multi-source static monitoring indicator set and multi-source dynamic monitoring indicator set of each key monitoring area; Based on the set of multi-source static monitoring indicators and the set of multi-source dynamic monitoring indicators, combined with the comprehensive port spatial model, a real-time risk assessment of the dual channels is carried out, and the results of the dual-channel risk assessment are cross-corrected and fused to generate a comprehensive risk assessment result. Risk warning management will be conducted based on the comprehensive risk assessment results. Based on the aforementioned set of multi-source static monitoring indicators and set of multi-source dynamic monitoring indicators, combined with the aforementioned comprehensive port spatial model, a dual-channel real-time risk assessment is conducted, including: Based on the comprehensive port spatial model, a spatial collision risk prediction channel based on real-time monitoring data is established. The spatial collision risk prediction channel includes a static risk prediction channel and a dynamic risk prediction channel, and the two channels share the same spatiotemporal reference coordinate system. The multi-source static monitoring index set and the multi-source dynamic monitoring index set are respectively input into the static risk prediction channel and the dynamic risk prediction channel to perform parallel collision risk assessment and generate dual-channel risk assessment results. The multi-source static monitoring index set and the multi-source dynamic monitoring index set are respectively input into the static risk prediction channel and the dynamic risk prediction channel to perform parallel collision risk assessment, including: Based on the set of multi-source static monitoring indicators, static displacement deviation determination and environmental safety range assessment are performed in the static risk prediction channel to generate static indicator assessment results. Based on the set of multi-source dynamic monitoring indicators, multiple rounds of trajectory simulation calculations are performed in the dynamic risk prediction channel, and operation collision risk points are extracted to generate dynamic indicator evaluation results. The static and dynamic indicator evaluation results are used as dual-channel risk assessment results. The results of the dual-channel risk assessment are cross-corrected and fused to generate a comprehensive risk assessment result, including: Based on the static indicator evaluation results, static risk impact values ​​for each monitoring area are generated. Based on the dynamic indicator evaluation results, dynamic risk impact values ​​for each monitoring area are generated. The collision risk points in the static index evaluation results are spatially matched with the collision risk points in the dynamic index evaluation results to obtain the matching risk points. For each matched risk point, the risk level of the corresponding monitoring area is corrected, and updated static risk impact value and updated dynamic risk impact value are generated for each monitoring area. By combining the updated static risk impact value and the updated dynamic risk impact value, a comprehensive risk assessment result is generated.

2. The real-time monitoring and early warning method for port engineering construction vessels and machinery as described in claim 1, characterized in that, The construction vessel and equipment model and the port facility model are dynamic model factors, configured with real-time positioning coordinates, and are dynamically updated in real time in the integrated port spatial model.

3. The real-time monitoring and early warning method for port engineering construction vessels and machinery as described in claim 1, characterized in that, Receive real-time task data and construction progress information, and pinpoint key monitoring areas for the current construction node, including: Receive real-time task data, analyze construction task plans, and identify key work areas in the current construction phase; Calculate the equipment density index for each key work area based on the construction progress information; Based on the equipment density index and combined with historical accident data, key monitoring areas that require focused monitoring are identified.

4. The real-time monitoring and early warning method for port engineering construction vessels and machinery as described in claim 3, characterized in that, Monitoring indicators are extracted for key monitoring areas to obtain a monitoring indicator set for each area. This monitoring indicator set includes static and dynamic monitoring indicators, including: For each key monitoring area, the structural parameters of fixed equipment and the environmental safety threshold of the fixed area are read to obtain static monitoring indicators; For each key monitoring area, dynamic target operation patterns are extracted by combining the Gantt chart of the construction plan to obtain dynamic monitoring indicators; The static and dynamic monitoring indicators constitute the monitoring indicator set for each key monitoring area.

5. The real-time monitoring and early warning method for port engineering construction vessels and machinery as described in claim 1, characterized in that, Based on the aforementioned monitoring indicator set, regional centralized monitoring is conducted to obtain multi-source static monitoring indicator sets and multi-source dynamic monitoring indicator sets for each key monitoring area, including: Based on the spatial topology of key monitoring areas, a distributed computing node network is established, with an independent edge processing node for each key monitoring area, and computing resources for each node are dynamically allocated according to the monitoring requirements in real-time task data. Real-time monitoring of each key monitoring area is carried out according to the monitoring indicator set to obtain raw monitoring data. The data is then standardized based on the corresponding edge processing nodes to obtain a set of multi-source static monitoring indicators and a set of multi-source dynamic monitoring indicators for each key monitoring area.

6. The real-time monitoring and early warning method for port engineering construction vessels and machinery as described in claim 1, characterized in that, Based on the aforementioned multi-source dynamic monitoring index set, multiple rounds of trajectory simulation calculations are performed in the dynamic risk prediction channel, and operation collision risk points are extracted to generate dynamic index evaluation results, including: Extract dynamic factors of construction operations in key monitoring areas during the current construction phase; Based on the aforementioned dynamic factors of construction operations, and combined with the scope of construction operations and the range of changes in the construction environment, multiple simulated construction scenarios are generated. For the multiple simulated construction scenarios, multiple rounds of trajectory simulation calculations are performed in the dynamic risk prediction channel. After extracting and filtering the operation collision risk points from each simulation, dynamic index evaluation results are generated.

7. A real-time monitoring and early warning system for construction vessels and machinery in port engineering, characterized in that, The system is used to execute the real-time monitoring and early warning method for port engineering construction vessels and machinery as described in any one of claims 1-6, including: A geospatial modeling module is used to acquire geospatial information of the target port and construct a three-dimensional geospatial model of the port construction area. The ship and machinery equipment modeling module is used to construct construction ship and machinery equipment models and port facility models based on port equipment information, and integrate them into the three-dimensional geospatial model to generate a comprehensive port spatial model. The monitoring indicator extraction module is used to receive real-time task data and construction progress information, lock the key monitoring areas of the current construction node, and extract monitoring indicators for the key monitoring areas to obtain a monitoring indicator set for each area. The monitoring indicator set includes static monitoring indicators and dynamic monitoring indicators. The regional centralized monitoring module is used to perform regional centralized monitoring based on the monitoring indicator set, and to obtain the multi-source static monitoring indicator set and the multi-source dynamic monitoring indicator set for each key monitoring area. The real-time risk assessment module is used to perform real-time risk assessment of the dual channels based on the set of multi-source static monitoring indicators and the set of multi-source dynamic monitoring indicators, combined with the comprehensive port spatial model, and to perform cross-correction and fusion based on the risk assessment results of the dual channels to generate a comprehensive risk assessment result. A risk warning management module is used to perform risk warning management based on the comprehensive risk assessment results.

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