A method and system for ship path control during ingress and egress

Abstract

The application relates to the technical field of ship path control, and discloses a ship path control method and system for an in-out lock process. In response to a received ship correction instruction, it is judged whether the intensity of the ship correction instruction exceeds a preset threshold. When the intensity of the ship correction instruction exceeds the preset threshold, the ship correction instruction is suspended and a verification instruction is executed, actual physical response data of the ship to the verification instruction is synchronously collected, and predicted response data of the ship to the verification instruction is calculated based on a ship physical parameter of the ship correction instruction. Differences between the actual response data and the predicted response data are compared, and when the differences exceed a tolerance value, the ship correction instruction is blocked and a safety control strategy is enabled. The method can effectively identify and block potential dangers caused by parameter configuration errors or abnormal instructions, avoid executing high-intensity correction instructions under wrong parameters, significantly reduce the risk of violent swinging or collision of the ship in a lock chamber, and improve the safety of the in-out lock process.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of ship path control, in particular to a ship path control method and system for the process of entering and leaving a lock. BACKGROUND

[0002] In the automatic control system of the ship entering and leaving the lock, the operator selects the pre-stored navigation track line parameters (such as standard ship type or wide-body ship type) through the man-machine interface. Due to the visual similarity of the interface icons and the lack of secondary confirmation mechanism, the operator may misselect the parameters that do not match the actual ship type (such as loading the wide-body ship track line for the standard ship). The main path control program uses the wrong track line, but because the standard ship positioning antenna coincides with the wide-body ship track line at the center line of the lock chamber, the main path control program does not detect any abnormality; the redundant safety monitoring logic binds the wrong ship physical characteristics (such as mistaking the standard ship as the wide-body ship), causing it to calculate based on the wrong inertia parameters (mass M, moment of inertia Jz). When the ship is slightly disturbed (such as the water flow at the tail of the lock chamber) to produce a deviation of less than half a meter, the safety logic generates a large correction thrust instruction due to the wrong cognition, which pushes the light standard ship to the other side, causing serious position overshoot. When the control system causes the mismatch between the instruction and the actual response of the ship due to the parameter configuration error, the prior art lacks a mechanism to verify the consistency between the system internal cognition and the reality before the execution of the instruction, and cannot block the dangerous instruction caused by the wrong inertia parameters.

[0003] The prior art needs to be improved in view of the above problems. SUMMARY

[0004] In order to solve the problems of the prior art, the present application provides a ship path control method and system for the process of entering and leaving the lock, which can solve the problem that the existing ship path control system issues and executes incorrect instructions when the parameter configuration is incorrect.

[0005] In a first aspect, the present application provides a ship path control method for the process of entering and leaving the lock, comprising:

[0006] In response to the received ship correction instruction, it is judged whether the intensity of the ship correction instruction exceeds a preset threshold value;

[0007] When the intensity of the ship correction instruction exceeds the preset threshold value, the execution of the ship correction instruction is suspended and a verification instruction is executed, the actual response data of the ship to the verification instruction is synchronously collected, and the predicted response data of the ship to the verification instruction is calculated based on the ship physical parameters of the ship correction instruction;

[0008] The difference between the actual response data and the predicted response data is compared, and when the difference exceeds a tolerance value, the execution of the ship correction instruction is blocked and a safety control strategy is enabled.

[0009] The application can effectively identify and block potential dangers caused by parameter configuration errors or abnormal instructions, evaluate the actual response of the ship to the instructions through verification, avoid executing high-intensity correction instructions under incorrect parameters, significantly reduce the risk of violent swinging or collision of the ship in the lock chamber, and improve the safety of the in-out lock process.

[0010] Further, the application also proposes to further comprise:

[0011] In response to the received ship correction instruction, the timing characteristics of the instruction stream are monitored in parallel, and the average frequency of the instructions is calculated within a rolling time window;

[0012] When the average frequency of the instructions exceeds the abnormal high frequency threshold, the execution of the ship correction instruction is blocked and the safety control strategy is enabled, otherwise the execution of the ship correction instruction is continued.

[0013] The application can timely discover and handle the abnormal high frequency phenomenon in the instruction stream, which is usually an early signal of internal system error or external interference, thereby providing another level of safety guarantee in addition to the instruction intensity anomaly detection, and further improving the robustness and safety of the system.

[0014] Further, the application also proposes to further comprise:

[0015] The timestamps of all ship correction instructions entering the rolling time window are recorded in real time, and the historical timestamps exceeding the rolling time window are automatically removed;

[0016] Upon arrival of each new ship correction instruction or at a fixed frequency, the average frequency of the instructions is calculated based on the timestamps within the rolling time window.

[0017] Through this technical solution, the application ensures the real-time and accuracy of the average frequency calculation of the instructions, avoids the interference of invalid data by dynamically maintaining the timestamp set, so that the system can continuously and accurately monitor the frequency characteristics of the instruction stream, providing a reliable data basis for abnormal high frequency detection.

[0018] Further, the application also proposes that the calculation method of the average frequency of the instructions is: (number of instructions in the window-1) / (difference between the latest instruction timestamp and the earliest instruction timestamp in the window).

[0019] Through this technical solution, the application can accurately reflect the intensity of the instructions within a specific time window, providing a quantitative basis for judging whether the instruction stream is abnormally high frequency, thereby improving the accuracy of the anomaly detection.

[0020] Further, the application also proposes that the preset threshold is a preset proportion of the power of the ship when sailing smoothly, or a preset multiple of the average instruction intensity.

[0021] Further, the application further proposes that the step of executing the verification instruction comprises:

[0022] obtaining actual response data of the previous execution of the verification instruction;

[0023] comparing the actual response data with preset verification response data to obtain a comparison result;

[0024] determining the parameter of the current verification instruction according to the comparison result.

[0025] By introducing the adaptive adjustment mechanism of the verification instruction parameter, the verification instruction can be optimized according to the historical response data of the ship, thereby improving the accuracy and effectiveness of the verification process and ensuring the reliability of the evaluation of the physical parameters of the ship.

[0026] Further, the application further proposes that the verification instruction is an electrical excitation signal, and the duration thereof is shorter than that of a conventional control instruction.

[0027] By using a short-time electrical excitation signal, the physical response data of the ship can be quickly obtained without significantly affecting the normal navigation of the ship, thereby improving the efficiency and safety of the verification process.

[0028] Further, the application further proposes that the step of comparing the difference degree of the actual response data and the predicted response data comprises:

[0029] generating a predicted electrical response curve based on the predicted response data and an actual electrical response curve based on the actual response data;

[0030] evaluating the curve similarity of the actual electrical response curve and the predicted electrical response curve.

[0031] By comparing the similarity of the response curves, the deviation between the actual response and the predicted response of the ship can be more comprehensively and accurately reflected, thereby improving the sensitivity and reliability of the anomaly detection.

[0032] Further, the application further proposes that the safety control strategy comprises:

[0033] issuing an abnormality warning, generating a conservative correction instruction, and entering a safe berthing mode.

[0034] By explicitly specifying the safety control measures to be taken when an abnormality is detected, these measures can effectively avoid potential dangers, ensure the safety of the ship in an abnormal state, and minimize the risk of accidents by issuing a warning, generating a conservative instruction, and entering a safe berthing mode.

[0035] In a second aspect, the application further proposes a ship path control system for the in-out process, which is used to execute the above-mentioned ship path control method for the in-out process, and the system comprises:

[0036] The instruction evaluation unit is configured to determine whether the intensity of the ship correction instruction exceeds a preset threshold value in response to the received ship correction instruction.

[0037] The instruction verification unit is configured to suspend execution of the ship correction instruction and execute a verification instruction when the intensity of the ship correction instruction exceeds the preset threshold value, synchronously collect actual response data of the ship to the verification instruction, and calculate predicted response data of the ship to the verification instruction based on the ship physical parameters of the ship correction instruction.

[0038] The control decision unit is configured to compare the difference between the actual response data and the predicted response data, and block execution of the ship correction instruction and enable a safety control strategy when the difference exceeds a tolerance value.

[0039] In summary, the ship path control method and system provided by the present application effectively solve the risk of ship violent swinging or even collision caused by parameter configuration errors in the prior art by introducing the mechanisms of instruction intensity determination, verification instruction execution, and response data difference comparison. When the intensity of the received ship correction instruction exceeds the preset threshold value, the system no longer blindly executes the instruction, but suspends and executes the verification instruction, synchronously collects the actual response data of the ship, and compares it with the predicted response data calculated based on the current ship physical parameters. Once the difference between the actual response and the predicted response exceeds the tolerance value, it indicates that the ship physical parameters used by the current system may be incorrect or inconsistent with the actual situation. At this time, the system will immediately block the execution of the abnormal correction instruction and enable a safety control strategy, avoiding position overshoot and violent swinging caused by the execution of high-intensity correction instructions under incorrect parameters, fundamentally cutting off the vicious cycle caused by internal parameter configuration errors, and significantly improving the safety, stability, and reliability of the ship entering and leaving the lock process, effectively reducing the risk of collision. BRIEF DESCRIPTION OF DRAWINGS

[0040] Figure 1 A flowchart of a ship path control method for the process of entering and leaving the lock provided by an embodiment of the present application.

[0041] Figure 2 A structural schematic diagram of a ship path control system for the process of entering and leaving the lock provided by an embodiment of the present application.

[0042] Label explanation: 210, instruction evaluation unit; 220, instruction verification unit; 230, control decision unit. DETAILED DESCRIPTION

[0043] The technical solutions in the present application will be clearly and completely described below with reference to the drawings in the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. The components of the present application described and shown in the drawings herein can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the claimed present application, but only represents selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0044] It should be noted that similar reference numbers and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. Meanwhile, in the description of the present application, the terms "first", "second", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0045] In modern port operations, the entry and exit of ships into and out of the ship lock is a highly precise and safe operation link. With the continuous increase in ship size and the continuous improvement in port throughput, an automated and intelligent ship path control system has emerged, aiming to achieve autonomous navigation and attitude maintenance of ships in the narrow lock chamber space, thereby effectively improving navigation efficiency and significantly reducing the risk of collision. However, in actual application, even a precisely designed automated system may face unexpected challenges, for example, due to operational errors or system configuration errors, the ship control system may load an incorrect navigation trajectory or ship physical parameters, thereby triggering incorrect correction instructions, causing the ship to swing violently in the lock chamber, and even causing a collision risk.

[0046] To this end, in a first aspect, referring to Figure 1 The present application proposes a ship path control method for the process of entering and exiting the lock, comprising:

[0047] In response to the received ship correction instruction, it is judged whether the intensity of the ship correction instruction exceeds a preset threshold value;

[0048] When the intensity of the ship correction instruction exceeds the preset threshold value, the execution of the ship correction instruction is suspended and a verification instruction is executed, the actual response data of the ship to the verification instruction is synchronously collected, and the predicted response data of the ship to the verification instruction is calculated based on the ship physical parameters of the ship correction instruction;

[0049] The difference between the actual response data and the predicted response data is compared, and when the difference exceeds a tolerance value, the execution of the ship correction instruction is blocked and a safety control strategy is enabled.

[0050] By introducing the instruction intensity judgment, verifying instruction execution, response data comparison and difference evaluation mechanism, potential dangerous instructions can be effectively identified and blocked, and security control strategies can be enabled, significantly improving the safety of ship lock operation. Specifically, the ship correction instruction is a control signal used to adjust the ship's attitude and heading, and its intensity can reflect the size of the force exerted on the ship by the instruction. Judging whether the instruction intensity exceeds the preset threshold is the first step to identify potential abnormal instructions. For example, the intensity of the instruction can be measured by monitoring the amplitude, duration or power of the instruction. By continuously monitoring the amplitude of the received ship correction instruction, it is compared with a fixed preset amplitude threshold, and when the instruction amplitude exceeds the threshold, it is considered that the instruction intensity is too large. The average power of the ship correction instruction within a certain time window can also be calculated, and the average power is compared with the preset power threshold to determine whether the instruction intensity exceeds the preset threshold.

[0051] When the intensity of the ship correction instruction is detected to be abnormal, the instruction will not be executed immediately, but its execution will be suspended and a preset verification instruction will be executed instead. The verification instruction is usually a known and safe control signal used to detect the current physical response characteristics of the ship. While executing the verification instruction, the actual response data of the ship is simultaneously collected, such as the acceleration, angular velocity, displacement, etc. of the ship. At the same time, based on the ship physical parameters (such as the mass, inertia, drag coefficient, etc. of the ship) on which the current ship correction instruction is based, the predicted response data of the ship to the verification instruction under ideal conditions is calculated. For example, a standard verification instruction can be preset, when the intensity of the main correction instruction is too large, the main instruction is suspended and the standard verification instruction is immediately issued, while the actual attitude change data of the ship is collected in real time by the on-board sensor. At the same time, using the currently loaded ship physical parameter model, the predicted attitude change data of the ship after receiving the standard verification instruction is simulated and calculated.

[0052] After the actual response data and the predicted response data are obtained, the difference between the two sets of data is compared. The difference can be calculated in various ways, such as mean square error, correlation coefficient, or deviation of specific feature points. If the difference between the actual response and the predicted response exceeds the preset tolerance value, it indicates that the current ship physical parameters used may not match the actual state of the ship, or there is other potential system failure. In this case, the execution of the initial ship correction instruction is immediately blocked, and a safety control strategy is enabled to avoid potential danger. For example, the area difference or maximum deviation between the actual collected ship response curve and the predicted response curve can be calculated. If the difference exceeds the preset allowable range, it indicates that the ship physical model relied on by the current control system may have errors, or the state of the ship itself is abnormal. At this time, the original ship correction instruction is immediately stopped, and a series of safety measures are started, such as issuing an audible and visual alarm, switching the ship to manual control mode, or executing a preset emergency berthing program.

[0053] The present application forms a closed-loop safety verification mechanism. When the ship receives a ship correction instruction during the process of entering or leaving the lock, the strength of the instruction is first judged. If the instruction strength is abnormal, the instruction will not be blindly executed, but a verification instruction will be executed to "probe" the actual response of the ship, and compare it with the predicted response based on the current parameters. This comparison can effectively identify control abnormalities caused by parameter configuration errors (such as loading an incorrect ship physical model) or system failures. Once a significant difference is found between the actual response and the predicted response, i.e. the difference exceeds the tolerance value, the execution of the abnormal instruction is immediately blocked, and a safety control strategy is enabled, thereby avoiding the risk of the ship swinging violently or colliding due to incorrect instructions. For example, due to the operator's mistake in selecting the "wide-body ship type" parameter, an incorrect physical parameter is used to calculate an excessively large correction instruction. The present application can detect the parameter mismatch problem in time by comparing the verification instruction and the response data before such an instruction is executed, thereby blocking the incorrect instruction and starting the safety strategy, effectively avoiding the situation of the ship swinging violently in the lock chamber, and significantly improving the safety of the ship entering and leaving the lock.

[0054] The prior art often lacks effective prediction and blocking mechanisms when facing abnormal instructions caused by parameter configuration errors, which may lead to the execution of error instructions and further cause the risk of ship out of control or collision. For example, although the deflection is detected, the forced correction instruction issued is also wrong because it is also bound with the wrong wide-body ship type parameter, and the main control system unconditionally executes the error instruction based on the safety priority principle. The present application constructs an active safety verification barrier. This mechanism enables the system to identify and prevent the execution of abnormal instructions in time before actual harm is caused, thereby avoiding the risk of the ship appearing in the lock chamber with a large and large lateral swing, greatly improving the safety, reliability and intelligent level of the ship entering and leaving the lock operation.

[0055] The present application further proposes that the method further comprises:

[0056] In response to the received ship correction instruction, the instruction flow timing characteristics are monitored in parallel, and the average frequency of the instructions is calculated within a rolling time window;

[0057] When the average frequency of the instructions exceeds the abnormal high frequency threshold, the execution of the ship correction instruction is blocked and the safety control strategy is enabled, otherwise the ship correction instruction is continued to be executed.

[0058] Specifically, upon receiving the ship correction instructions, the judgment and verification process of the instruction intensity is not interrupted, but the timing information of the instruction, such as the sending time and interval, is independently and synchronously tracked and analyzed continuously to discover potential abnormal patterns of the instructions in time, such as instruction flood attack or random sending of instructions caused by sensor / controller failure. The rolling time window can be understood as a dynamic time period, such as the last 5 seconds, 10 seconds or longer, for collecting and analyzing all ship correction instructions received within the time period. The window has the feature that as time goes on, old instruction data is removed and new instruction data is added, so as to ensure that the calculation of the average frequency of the instructions is always based on the latest instruction flow situation, providing a real-time and dynamic evaluation benchmark for the frequency of the instructions. The average frequency of the instructions refers to the number of ship correction instructions received per unit time within the rolling time window. The calculation of the frequency can intuitively reflect the intensity of the instructions. The abnormal high frequency threshold is a pre-set upper limit value of the frequency, and when the average frequency of the instructions exceeds the threshold, it indicates that the instruction flow may be abnormal. The threshold can be calibrated according to the type of the ship, the sailing environment, the response characteristics of the control system and the historical normal operation data, for example, the number of instructions received per second should not exceed a certain specific value as a criterion for judging whether the instruction flow is abnormal. Blocking the execution of the ship correction instructions means that once the average frequency of the instructions is detected to be abnormal, the execution of the currently received and subsequently received ship correction instructions is stopped immediately to prevent abnormal instructions from causing negative impact on the control of the ship. Enabling the safety control strategy means that while blocking the execution of the instructions, a pre-set, more conservative and safe control mode is automatically switched to, such as issuing a warning, entering a low-speed mode of automatic driving or a safe berthing mode, to maximize the safety of the ship.

[0059] The present application effectively makes up for the deficiency of only judging based on instruction intensity by introducing parallel monitoring of the timing characteristics of the ship correction instruction stream. When the instruction average frequency is detected to exceed the abnormally high frequency threshold within the rolling time window, it indicates that there may be a large number of redundant or erroneous instructions caused by system failure, malicious attack or operation error. It is precisely due to the timely identification of this frequency anomaly that the system can increase a safety barrier in addition to instruction intensity verification, thereby avoiding control system overload, response confusion or ship attitude instability caused by excessive instructions. By blocking abnormally high frequency instructions and enabling a safety control strategy, the ship can be quickly placed in a controlled safe state to prevent potential dangers. The present application can effectively identify and respond to high-frequency abnormal situations in the ship correction instruction stream, significantly improving the robustness and safety of the ship path control system. Compared with the scheme that only relies on instruction intensity judgment, the present application can prevent system instability and potential dangers caused by abnormal instruction frequency, especially in the face of malicious instruction flood attacks or internal control system failures, it can take blocking measures and switch to a safe mode in time, thereby ensuring the smooth and safe operation of the ship during the entrance and exit of the lock, reducing the risk of accidents.

[0060] The present application further records the timestamps of all ship correction instructions entering the rolling time window in real time, and automatically removes historical timestamps exceeding the rolling time window; calculates the instruction average frequency based on the timestamps within the rolling time window at the arrival of each new ship correction instruction or at a fixed frequency.

[0061] Specifically, the exact time point at which each ship correction instruction is received or executed is continuously tracked and stored. Among them, the automatic removal of historical timestamps exceeding the rolling time window can be understood as when the time point corresponding to a certain timestamp is earlier than the current time minus the preset rolling time window length, the timestamp will be removed from the record set to ensure that the data within the rolling time window is always up-to-date. For example, if the rolling time window is set to 5 seconds, the system will only keep the timestamps of all ship correction instructions in the last 5 seconds.

[0062] Further, the instruction average frequency is calculated based on the timestamps within the rolling time window at the arrival of each new ship correction instruction or at a fixed frequency. Calculating when a new ship correction instruction arrives can ensure that the frequency information is updated immediately when the instruction stream changes, which is crucial for quickly responding to sudden high-frequency instructions. As an alternative or supplementary way, calculating at a fixed frequency, such as every 0.1 seconds or 0.5 seconds, can provide continuous and smooth frequency monitoring, maintaining awareness of the system state even when the instruction stream is not active, ensuring that the calculation of the instruction average frequency is always based on the latest and valid data, thereby improving the real-time and accuracy of abnormal instruction pattern detection.

[0063] The application ensures that the data set used to calculate the average frequency of the instruction is always current and valid by introducing a real-time management mechanism for the time stamp of the ship correction instruction, that is, recording and automatically removing historical time stamps that exceed the rolling time window. It is precisely due to this dynamic maintenance that the data within the rolling time window can accurately reflect the instruction density in the recent period of time. At the same time, by explicitly specifying the calculation timing of the average frequency of the instruction, that is, calculating at the arrival of each new ship correction instruction or at a fixed frequency, the application can ensure the timeliness of the update of the frequency information, continuously and accurately monitor the timing characteristics of the instruction flow, and avoid false positives or false negatives due to outdated data or untimely calculation, thereby providing a solid data foundation for subsequent identification of abnormally high-frequency instructions and enabling of safety control strategies.

[0064] Specifically, the calculation method of the average frequency of the instruction is: (the number of instructions in the window-1) / (the difference between the latest instruction time stamp in the window and the earliest instruction time stamp).

[0065] Among them, the number of instructions in the window refers to the total number of ship correction instructions received in the current rolling time window. The latest instruction time stamp in the window refers to the time record point of the latest received ship correction instruction in the rolling time window. The earliest instruction time stamp refers to the time record point of the earliest received ship correction instruction in the rolling time window. This calculation method subtracts 1 from the number of instructions in the window to represent the number of time intervals between instructions, and divides it by the time difference between the latest instruction time stamp and the earliest instruction time stamp, thereby obtaining the average frequency of instructions per unit time.

[0066] The application accurately quantifies the average occurrence frequency of ship correction instructions within the rolling time window, considers the number of instructions and the distribution of these instructions on the time axis, and reflects the degree of concentration of instructions by calculating the time interval between instructions. Thus, it can effectively identify abnormal high-frequency patterns that may exist in the instruction flow, such as instruction flooding caused by system failure, operation error or malicious attack, thereby providing accurate data foundation for subsequent anomaly judgment and safety strategy enabling, ensuring accurate monitoring of the timing characteristics of the instruction flow, improving the ability to identify abnormal high-frequency instructions, and thereby enhancing the robustness and safety of the ship path control system, effectively preventing potential risks caused by abnormal high-frequency instructions.

[0067] Specifically, the preset threshold can be set as a preset proportion of the power of the ship when sailing smoothly. The power of the ship when sailing smoothly refers to the propulsion power required by the ship when sailing straight at a constant speed without external interference. This power value can be obtained through historical data, ship design parameters or real-time monitoring. The preset proportion is a coefficient between 0 and 1, which is used to determine a relative upper limit of power. For example, the proportion can be adjusted according to the type of ship, load condition and complexity of the lock channel environment to adapt to different operating scenarios. Alternatively, the preset threshold can be set as a preset multiple of the average instruction intensity. The average instruction intensity can refer to the average power, average thrust or average rudder angle of the ship correction instruction received within a period of time. The preset multiple is a coefficient greater than 1, which is used to amplify the average instruction intensity to set a dynamic threshold. This can adaptively adjust the threshold according to the average intensity of the instruction in actual operation, avoiding the problem of fixed threshold being insensitive or too sensitive.

[0068] The present application sets the preset threshold as a preset proportion of the power of the ship when sailing smoothly or a preset multiple of the average instruction intensity, aiming to provide a reasonable and dynamic reference for the intensity judgment of the ship correction instruction. When the threshold is set as a preset proportion of the power of the ship when sailing smoothly, the inherent energy consumption required by the ship under normal operation is used as a reference. Any instruction intensity significantly exceeding this proportion can be considered abnormal, triggering further verification mechanism. This helps to identify excessively strong instructions that may be caused by misoperation or system failure. When the threshold is set as a preset multiple of the average instruction intensity, the average behavior of recent instructions is used as a reference. Any instruction intensity far exceeding the average level can be considered abnormal. This dynamically adjusted threshold can better adapt to the actual control requirements of the ship under different working conditions (e.g., large adjustments at the initial stage of entering the lock and fine adjustments at the later stage of entering the lock), avoiding the problem of fixed threshold being too loose or too strict in some cases, thereby improving the accuracy and adaptability of instruction evaluation. By combining the preset threshold with the physical characteristics of the ship (such as the power of the ship when sailing smoothly) or the dynamic characteristics of the instruction (such as the average instruction intensity), the identification accuracy of abnormal ship correction instructions can be effectively improved. This not only helps to avoid potential damage to the ship or lock facilities caused by excessively strong instructions, but also reduces unnecessary verification processes while ensuring control accuracy, thereby improving the safety and efficiency of the ship path control system.

[0069] The present application further proposes that the step of executing the verification instruction further comprises:

[0070] obtaining actual response data of the previous execution of the verification instruction;

[0071] The actual response data is compared with the preset verification response data to obtain a comparison result;

[0072] According to the comparison result, the parameters of the current verification instruction are determined.

[0073] Specifically, before executing the verification instruction, the actual response data collected during the previous execution of the verification instruction is first obtained, providing a historical reference for subsequent parameter adjustment, so that the verification process can be adaptively optimized according to the actual dynamic characteristics of the ship. Among them, after obtaining the previous actual response data, the data is used for comparison with the preset verification response data. The preset verification response data can be understood as the response mode or value range that the ship should have under ideal or standard conditions. By obtaining the comparison result, the result reflects the deviation or consistency between the current response characteristics of the ship and the expected response characteristics, evaluating the current physical state, response ability of the ship and the effectiveness of the control system. In practical application, according to the above comparison result, the parameters of the verification instruction to be executed this time are dynamically determined. For example, if the comparison result shows that the response of the ship is sluggish or deviates greatly from the expected value, the parameters such as intensity, duration or frequency of the verification instruction this time may be adjusted to ensure that the verification instruction can effectively stimulate the response of the ship, so as to more accurately evaluate the real state of the ship. Ensure the effectiveness and pertinence of the verification instruction, avoid the distortion of the verification result or low verification efficiency due to improper instruction parameters.

[0074] The present application solves the problem that the verification instruction may not work well due to changes in the state of the ship, environmental conditions or control system performance during the ship's entry and exit from the lock. Specifically, by obtaining the actual response data of the previous verification instruction and comparing it with the preset data, the current response characteristics of the ship can be evaluated in real time. According to the comparison result, the parameters of the current verification instruction are adaptively adjusted, such as adjusting the intensity, duration or type of the instruction. This adaptive adjustment ensures that the verification instruction can always effectively stimulate the physical response of the ship, so as to obtain more accurate and representative actual response data. Thus, the subsequent comparison of the difference between the actual response data and the predicted response data will be more reliable, thereby providing a more solid data basis for the blocking decision of the ship correction instruction, which can significantly improve the effectiveness and accuracy of the verification instruction. By dynamically adjusting the parameters of the verification instruction, the verification process can better adapt to the actual response characteristics of the ship under different working conditions, avoiding the problems of insufficient verification or excessive verification caused by using fixed parameter verification instruction.

[0075] The present application further proposes that the verification instruction is an electrical excitation signal, and its duration is shorter than that of a conventional control instruction.

[0076] Specifically, the electrical excitation signal refers to applying a short and controllable electrical signal to the electrical system of the ship to simulate or trigger the slight response of the relevant actuator of the ship (such as the steering engine, the propeller pitch system, etc.), so as to quickly obtain the dynamic response data of the ship without significantly changing the actual physical state of the ship. Such excitation signal usually has the characteristics of low energy, high frequency or specific waveform, aiming to detect the transient characteristics of the ship control system or the health status of the actuator. The duration of the electrical excitation signal is limited to be shorter than the conventional control command. The conventional control command usually refers to the command for adjusting the main parameters such as the heading and speed of the ship, and its duration may be longer to ensure that the ship reaches the desired physical state. By shortening the duration of the verification command, the interference of the verification process on the normal navigation control of the ship can be minimized, the influence of the verification process on the stability of the ship path can be reduced, and the real-time performance of the verification can be improved, so that the verification can be quickly evaluated without interrupting or significantly affecting the main control process. The specific measurement parameters include: actual motor current: the current change in the motor winding is measured in real time by a Hall effect current sensor (for example, the sampling frequency can reach several kilohertz); actual motor voltage: the voltage across the motor is measured in real time by a high-precision voltage sensor; actual motor speed: the instantaneous speed of the motor is obtained in real time by an encoder (for example, an incremental encoder) installed on the motor shaft or speed feedback information obtained from the motor drive controller (such as a frequency converter).

[0077] By designing the verification command as an electrical excitation signal with short duration, the application can quickly and non-invasively detect the response characteristics of the ship control system without applying significant physical force. When the strength of the ship correction command is abnormal, it is necessary to quickly judge its effectiveness or potential risks. The traditional physical verification command may need a long time to observe the actual physical response of the ship, which may cause response lag or unnecessary path deviation in an emergency. The electrical excitation signal can quickly stimulate the electrical response of the internal control loop of the ship due to its instantaneous nature and non-physical intervention, and the response data can be collected synchronously. This fast electrical response data collection enables the system to almost real-time evaluate the difference between the predicted response and the actual response of the ship to the potential command, so as to discover and block abnormal commands in time before the actual physical state of the ship is affected, and enable the safety control strategy, so as to realize the fast and accurate verification of high-strength or abnormal commands without affecting the normal navigation control of the ship.

[0078] By the technical solution, the safety and real-time performance of the ship path control can be improved. The verification instruction is designed as an electrical excitation signal with a short duration, avoiding the interference on the normal navigation control of the ship and the influence on the path stability caused by the traditional physical verification instruction, so that the high-intensity or abnormal ship correction instruction can be quickly and non-invasively verified without interrupting or significantly affecting the main control process. Thus, the potential errors or malicious instructions can be identified and blocked in time before the actual physical state of the ship is affected, so as to effectively prevent the ship from deviating from the predetermined route or causing danger, especially in the complex water environment such as the entrance and exit of the lock, which has high requirements on precision and safety, to ensure the safe and efficient passage of the ship.

[0079] In some preferred embodiments, when a ship correction instruction with an intensity exceeding a preset threshold is received, for example, an instruction requiring a large instantaneous deflection of the rudder angle, the execution of the instruction is first suspended, and at this time, an electrical excitation signal with a duration of only tens of milliseconds is sent to the rudder control unit of the ship. The electrical excitation signal can be a pulse train with a specific frequency, which is designed to simulate the electrical response of the rudder when a small control signal is received, and the current, voltage or encoder feedback of the rudder control unit are synchronously collected as actual response data. At the same time, based on the physical parameter model of the ship, the predicted electrical response data of the rudder under the same electrical excitation is calculated. By comparing the similarity of the actual electrical response curve and the predicted electrical response curve, if the difference exceeds the tolerance value, it indicates that the rudder system of the ship may be abnormal or the high-intensity correction instruction is risky, and the execution of the correction instruction will be immediately blocked, and a safety control strategy is enabled, such as issuing a warning and switching to manual control or entering a safe parking mode, to ensure that the potential risk of the control instruction is quickly evaluated without actually deflecting the rudder.

[0080] Further, the step of comparing the difference between the actual response data and the predicted response data includes:

[0081] generating a predicted electrical response curve based on the predicted response data, and generating an actual electrical response curve based on the actual response data;

[0082] evaluating the curve similarity of the actual electrical response curve and the predicted electrical response curve.

[0083] In particular, the predicted electrical response curve refers to the predicted response data of the ship to the verification instruction calculated according to the ship physical parameters of the ship correction instruction, which is mapped or converted into the curve of the electrical signal or energy consumption of the ship expected to be generated over time when executing the verification instruction. For example, if the predicted response data indicates that the ship will generate a certain thrust, the predicted electrical response curve can be expressed as the change of motor power or current required to drive the thrust over time. The actual electrical response curve refers to the actual response data of the ship to the verification instruction collected synchronously, which is converted into the curve of the electrical signal or energy consumption exhibited by the ship over time when actually executing the verification instruction. This can include real-time monitoring and recording of electrical parameters such as actual current, voltage, power, etc. of key components such as ship propulsion systems, rudder systems, etc. Among them, the curve similarity between the actual electrical response curve and the predicted electrical response curve can be understood as quantifying the matching degree of the two curves by mathematical or statistical methods. For example, the correlation coefficient (such as Pearson correlation coefficient) can be used to measure the linear correlation of the two curves, or the dynamic time warping (DTW) algorithm can be used to handle the nonlinear alignment problem of time series to more accurately evaluate the shape similarity. In addition, the similarity between the two curves can also be evaluated by calculating the Euclidean distance, area difference or matching degree of specific feature points (such as peak, valley, rising edge, falling edge) between the two curves. The purpose is to more meticulously capture the deviation between the actual behavior and the expected behavior of the ship by comprehensively comparing the dynamic electrical response of the ship under the verification instruction.

[0084] The present application can visualize the abstract physical behavior into quantifiable electrical signal patterns by converting the physical response data of the ship into electrical response curves for comparison. This conversion makes the evaluation of the ship's dynamic response more intuitive and comprehensive. When there is a difference between the actual physical response and the predicted response of the ship, this difference will be reflected in its corresponding electrical response curve, such as changes in the shape, amplitude, phase or frequency of the curve. By evaluating the similarity of the two electrical response curves, it can effectively identify the possible abnormalities within the ship system, such as the decline of the propulsion system efficiency, the response delay of the rudder or the failure of the sensor, etc. These abnormalities may cause the ship to fail to accurately execute the instructions. This curve similarity-based comparison method, compared with the simple point-to-point comparison of numerical values, can better reflect the overall dynamic characteristics of the ship within a period of time, thereby improving the sensitivity and accuracy of the anomaly detection. Converting the physical response data into electrical response curves for comparison makes the analysis of the ship's dynamic behavior more in-depth, which can capture subtle deviations or dynamic characteristic changes that may be missed by traditional methods, significantly improving the accuracy and reliability of the effectiveness verification of the ship's correction instructions, and helping to identify potential problems in the ship's control system or hull itself earlier and more accurately, thereby timely blocking the execution of unsafe instructions and enabling safety control strategies, effectively ensuring the safety of the ship during the entrance and exit of the lock.

[0085] Further, when it is judged that the strength of the ship correction instruction exceeds the preset threshold value, and the difference between the actual response data and the predicted response data exceeds the tolerance value, it is necessary to block the execution of the ship correction instruction and enable the safety control strategy, and the safety control strategy includes: issuing an abnormality warning, generating a conservative correction instruction, and entering a safe berthing mode.

[0086] The abnormal warning refers to sending visual, audible or data form of alarm information to the operator or related control system when the system detects the abnormality of the ship correction instruction and decides to block its execution, to prompt the current potential risk or abnormal situation. This warning aims to attract the attention of the operator and prompt him to take further intervention measures or conduct situation evaluation. The conservative correction instruction refers to generating a series of instructions aiming to guide the ship to a safe state according to the preset safety logic or algorithm after detecting the abnormality and blocking the original ship correction instruction. These instructions usually have lower intensity, slower response speed and prioritize the stability and safety of the ship rather than the efficiency or accurate path tracking. For example, deceleration instruction, hold course instruction or slow turning instruction can be generated to avoid the ship out of control or collision. The safe berthing mode refers to guiding the ship to a predetermined safe area or state to stop moving or keep still in the case of extreme or ineffective control by the conservative correction instruction. This may include automatic anchoring, guiding the ship to the nearest sheltered harbor or designated berthing point, or keeping power in place to resist water flow and wind until manual intervention or problem solving. This mode aims to minimize the risk and ensure the safety of the ship and the surrounding environment.

[0087] The present application can effectively deal with the potential risks brought by the abnormality of the ship correction instruction. Through the hierarchical response mechanism, i.e. from warning, conservative control to final safe berthing, it ensures that the ship can be properly and safely handled in different severity of abnormal situations. This significantly improves the operation safety of the ship during the process of entering and leaving the lock, reduces the probability of accidents caused by instruction errors or system failures, and thus guarantees the safety of the ship, personnel and lock facilities.

[0088] In a second aspect, referring to Figure 2 The present application also proposes a ship path control system for the process of entering and leaving the lock, which is used to execute the above-mentioned ship path control method for the process of entering and leaving the lock. The system comprises:

[0089] The instruction evaluation unit 210 is configured to determine whether the intensity of the received ship correction instruction exceeds a preset threshold value.

[0090] The instruction verification unit 220 is configured to suspend the execution of the ship correction instruction and execute a verification instruction when the intensity of the ship correction instruction exceeds the preset threshold value, synchronously collect actual response data of the ship to the verification instruction, and calculate predicted response data of the ship to the verification instruction based on the ship physical parameters in the ship correction instruction.

[0091] The control decision unit 230 is configured to compare the difference between the actual response data and the predicted response data, and when the difference exceeds a tolerance value, block the execution of the ship correction instruction and enable a safety control strategy.

[0092] Specifically, the main function of the instruction evaluation unit 210 is to preliminarily evaluate the safety of the received ship correction instruction, which can monitor and analyze the intensity of the ship correction instruction in real time and compare it with the preset threshold value. For example, the instruction evaluation unit 210 can be a microcontroller or an application-specific integrated circuit (ASIC) with a logic judgment circuit integrated inside for performing intensity comparison operations. The preset threshold value can be dynamically or statically set according to factors such as ship type, sailing state, lock environment, etc., to ensure the accuracy of the evaluation.

[0093] When the instruction evaluation unit 210 determines that the intensity of the ship correction instruction exceeds the preset threshold value, the instruction verification unit 220 is activated, which can suspend the execution of the current high-intensity instruction and immediately issue a verification instruction. At the same time, the instruction verification unit 220 synchronously collects the actual response data of the ship to the verification instruction, such as changes in the ship's attitude, speed, or power output, etc. In addition, based on the ship physical parameters (such as ship mass, moment of inertia, propeller efficiency, etc.) contained in the ship correction instruction, the instruction verification unit 220 also calculates the predicted response data of the ship to the verification instruction. The instruction verification unit 220 can be composed of a high-performance processor, a sensor interface, and a data acquisition module to ensure the real-time data acquisition and the accuracy of the calculation.

[0094] In practical applications, the control decision unit 230 is responsible for in-depth analysis and decision-making on the data provided by the instruction verification unit, comparing the difference between the actual response data of the ship to the verification instruction and the predicted response data. The difference can be quantified by various mathematical methods, such as mean square error, correlation coefficient, or deviation of specific feature points, etc. When the calculated difference exceeds the preset tolerance value, it indicates that there is a significant deviation between the actual response and the expectation of the ship, which may indicate a system failure or external interference. At this time, the control decision unit 230 will immediately block the execution of the current ship correction instruction and enable the preset safety control strategy to prevent potential dangers. The control decision unit 230 can be a central processing unit (CPU) or a digital signal processor (DSP) that runs complex control algorithms and decision logic.

[0095] The core technical concept of the present application is to introduce an intelligent instruction arbitration and verification mechanism in the ship automatic control system entering and exiting the lock. When the system receives any control instruction that may cause the ship to move significantly, it will not execute immediately, but will first suspend the instruction. Then, the system will actively apply a very small, controllable "probe thrust" to the ship, and simultaneously accurately measure the actual physical response of the ship to this small thrust. At the same time, the system will predict the response of the ship under the same small thrust based on the "believed" physical characteristics of the ship by the control logic that issued the original instruction. By comparing the large difference between the actual response and the predicted response of the ship, the system can quickly determine whether the control logic that issued the original instruction is based on incorrect ship physical characteristic information. Once such a serious discrepancy between internal cognition and reality is found, the system will immediately discard the original instruction that may cause danger and adopt a safe and conservative control strategy, thereby killing the danger before it occurs and ensuring the smooth and safe passage of the ship through the lock chamber.

[0096] The above only describes the embodiments of the present application and does not limit the protection scope of the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A method for ship path control in a lockage process, characterized by The method comprises: in response to the received ship correction instruction, determining whether the intensity of the ship correction instruction exceeds a preset threshold value; when the intensity of the ship correction instruction exceeds the preset threshold value, suspending the execution of the ship correction instruction and executing a verification instruction, synchronously collecting actual response data of the ship to the verification instruction, and calculating predicted response data of the ship to the verification instruction based on the ship physical parameters of the ship correction instruction; comparing the difference between the actual response data and the predicted response data, and when the difference exceeds a tolerance value, blocking the execution of the ship correction instruction and enabling a safety control strategy; the step of executing the verification instruction comprises: obtaining the actual response data of the previous execution of the verification instruction; comparing the actual response data with the preset verification response data to obtain a comparison result; determining the parameters of the verification instruction according to the comparison result; the method further comprises: the verification instruction is an electrical excitation signal, and the duration thereof is shorter than that of a conventional control instruction.

2. The method for ship route control in a lockage process according to claim 1, characterized by, The method further comprises: in response to the received ship correction instruction, monitoring the timing characteristics of the instruction flow in parallel, calculating the average frequency of the instructions within a rolling time window; when the average frequency of the instructions exceeds an abnormally high frequency threshold value, blocking the execution of the ship correction instruction and enabling a safety control strategy, otherwise continuing to execute the ship correction instruction.

3. The method for ship route control in a lockage process according to claim 2, characterized by, The method further comprises: real-time recording of the timestamps of all the ship correction instructions entering the rolling time window, and automatic removal of historical timestamps exceeding the rolling time window; based on the timestamps within the rolling time window, calculating the average frequency of the instructions at the arrival of each new ship correction instruction or at a fixed frequency.

4. The method for ship route control in a lockage process according to claim 3, characterized by, The method further comprises: the calculation method of the average frequency of the instructions is: (the number of instructions within the window-1) / (the difference between the latest instruction timestamp and the earliest instruction timestamp within the window).

5. The method for controlling a ship path during a lockage process according to claim 1, wherein The method further comprises: the preset threshold value is a preset proportion of the power of the ship when sailing smoothly, or a preset multiple of the average instruction intensity.

6. The method for controlling a ship path during a lockage process according to claim 1, wherein The step of comparing the difference between the actual response data and the predicted response data comprises: generating a predicted electrical response curve based on the predicted response data, and generating an actual electrical response curve based on the actual response data; evaluating the curve similarity of the actual electrical response curve and the predicted electrical response curve.

7. The method for controlling a ship path during a lockage process according to claim 1, wherein The safety control strategy comprises: issuing an abnormal warning, generating a conservative correction instruction, and entering a safe berthing mode.

8. A ship path control system for a lock approach process for executing the ship path control method for a lock approach process according to any one of claims 1 to 7, characterized by The system comprises: an instruction evaluation unit for determining whether the intensity of the received ship correction instruction exceeds a preset threshold value; an instruction verification unit for suspending the execution of the ship correction instruction and executing a verification instruction when the intensity of the ship correction instruction exceeds the preset threshold value, synchronously collecting actual response data of the ship to the verification instruction, and calculating predicted response data of the ship to the verification instruction based on the ship physical parameters of the ship correction instruction; Control decision unit: for comparing the difference degree between the actual response data and the predicted response data, when the difference degree exceeds a tolerance value, blocking the execution of the ship correction instruction and enabling a safety control strategy.

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