Intelligent induction device for entering and leaving port of ship

Abstract

The invention provides an intelligent guidance device for ships entering and leaving a port, which is deployed at upstream and downstream positions of a wharf berth, comprises a multi-source sensing fusion module, a ship behavior identification module, a collaborative decision operation module and a result output module, and is used for realizing intelligent collaborative control of port and channel ship entering and leaving traffic safety. The main functions are that dynamic data of ships normally sailing on a navigation channel within a certain range of upstream and downstream of a port are collected in real time, ship behavior intentions are identified, and a passing instruction for port ships to enter the navigation channel is generated. Meanwhile, the real-time berthing state of the harbor basin is visually presented, and a passing instruction for the channel ships to enter the port is generated by combining dynamic data of the ships on the channel, so that intelligent cooperative control over port and channel ship entering and leaving traffic safety is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of intelligent traffic management and control technology in port, in particular to an intelligent decision and control device deployed in the upstream and downstream of the port for improving the safety of ships entering and leaving the port. Specifically, the present application belongs to a kind of intelligent induction device for ship entering and leaving port, which realizes real-time monitoring, intention discrimination, passing decision generation and instruction issuing to the dynamic of ship upstream and downstream of the port mouth door by integrating multi-source perception, ship behavior identification, collaborative decision operation and visualization display function, and finally achieves the collaborative control goal of improving the utilization efficiency of waterway, preventing ship collision and ensuring port traffic safety. BACKGROUND

[0002] With the development of global trade and the surge in port throughput, the port mouth door, as the key traffic bottleneck for ships entering and leaving the port, its traffic flow is increasingly complex. The ships entering and leaving the port need to frequently turn and intersect in this area, which is prone to traffic conflicts, congestion and even collision risks, posing a serious challenge to port operation efficiency and navigation safety.

[0003] Currently, the port mainly relies on the ship traffic management center for macro water area monitoring and manual instruction scheduling. However, this method cannot effectively deal with the challenges of the micro, dynamic and high conflict area of the port mouth door: on the one hand, the existing sensing means has limited data precision and insufficient environmental adaptability, making it difficult to accurately capture the fine motion characteristics and intentions of ships in real time; on the other hand, the mode of relying on manual decision-making has a lagging reaction, and lacks the ability to collaboratively optimize the real-time interactive behavior of multiple ships, making it impossible to efficiently generate and execute conflict resolution strategies for port mouth passing. Therefore, there is an urgent need for an automated device that can realize dynamic and accurate perception of ships, intelligent identification of ship behavior and collaborative decision-making control of multiple ships, to improve the safety and efficiency of passing through the key area. SUMMARY

[0004] The present application aims to provide an intelligent induction device for ship entering and leaving port, which is deployed at the upstream and downstream of the wharf berth, composed of a multi-source perception fusion module, a ship behavior identification module, a collaborative decision operation module and a result output module, to realize intelligent collaborative control of port and waterway ship traffic safety.

[0005] The purpose of the present application is achieved by the following technical solutions:

[0006] In the present application, the multi-source perception fusion module 100 includes a high-resolution video image sensor 110, a laser radar 120 and an environment adaptive unit 130; the high-resolution video image sensor 110 is used to capture the visual features and track shape of the waterway ship, including position, speed and heading angle, etc.; the laser radar 120 is used to assist in obtaining ship track shape data under special weather conditions.

[0007] In the present application, the environment self-adaptive unit 130 is used to dynamically adjust the fusion weight of video data and lidar data according to real-time visibility data, and the weight of lidar data is increased when the visibility is low, so as to ensure the accuracy of ship data.

[0008] In the present application, the ship behavior identification module 200 is based on the ship position, speed, heading angle and visual features output by the multi-source perception fusion module 100 to calculate the heading angle change rate and path curvature fluctuation features, fit the ship navigation trajectory line, and predict the development trend of the channel trajectory.

[0009] In the present application, the cooperative decision operation module 300 receives the ship behavior data of the ship behavior identification module 200, predicts the navigation time and navigation trajectory of the channel navigation ship and the in-and-out port ship, evaluates the collision risk, and generates the passing decision according to the evaluation result.

[0010] In the present application, the collision risk evaluation is based on the predicted trajectory line of the channel ship and the predicted trajectory line of the in-and-out port ship, and the development trend of the two trajectory lines is calculated through the speed and heading, the relative distance between the channel ship and the in-and-out port ship during the in-and-out port period, the meeting time and the potential collision probability are calculated, and when the potential collision probability is high, the high-risk early warning is triggered.

[0011] In the present application, the passing decision includes passing instruction and forbidden instruction, the passing instruction represents that the ship entering and leaving the port will not collide with other normal navigation ships on the channel, the in-port ship can be reliably parked in the port, and the out-port ship can enter the channel; the forbidden instruction represents that there is a collision risk, and the in-and-out port ship needs to slow down or stop to wait for the release instruction.

[0012] In the present application, the result output module 400 includes a high-contrast double-sided display screen 410, a high-brightness indicator light 420, a large-power buzzer 430, a fixed support 440, a solar power supply unit 450 and a lightning protection device 460.

[0013] In the present application, the result output module 400 can display the passing instruction or the forbidden instruction in real time, and the display forms include text display, light display and warning prompt sound.

[0014] The beneficial effects of the present application compared with the prior art are as follows:

[0015] The multi-source perception fusion module and the environment self-adaptive unit cooperatively improve the accuracy of ship dynamic data in complex environment; the ship behavior identification module realizes the rapid identification of the in-port turning intention based on the heading angle change rate characteristics; the cooperative decision operation module reduces the collision risk of the in-and-out port ship through collision risk evaluation, and improves the safety of channel navigation; and the result output module and the protection design ensure the real-time visualization of the decision instruction and the reliability of the equipment. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 , module connection relationship diagram

[0017] Figure 2 , typical deployment location schematic diagram

[0018] Figure 3 , behavior recognition flowchart

[0019] Figure 4 , collaborative decision-making logic diagram

[0020] Figure 5 , result output module structure diagram

[0021] The patent drawings are used only for illustration, and the scale, size and details are not actual limitations, and the scope of the claims covers all equivalent variations that meet the concept of the invention. DETAILED DESCRIPTION

[0022] As Figure 1 shown in the module connection relationship, the intelligent induction device 1 proposed in the present application connects the multi-source perception fusion module 100, the ship behavior recognition module 200, the collaborative decision-making operation module 300 and the result output module 400 in sequence through a data bus. The ship entering and leaving port intelligent induction device realizes intelligent traffic control through the closed-loop collaboration of the four core modules: the multi-source perception fusion module 100 first uses high-resolution video image sensors and laser radars to collect real-time channel ship position, speed, heading angle and track shape data, and dynamically adjusts the fusion weight of video and laser radar through the environment self-adaptive unit to ensure data reliability; the ship behavior recognition module 200 calculates the heading angle change rate and path curvature fluctuation characteristics based on the above data, then fits the real-time ship sailing track, and predicts its future trend; the collaborative decision-making operation module 300 receives the predicted track data, analyzes the relative distance, meeting time and potential collision probability of the channel ship and the entering and leaving port ship, generates a pass instruction or a no-go instruction, and triggers a warning in high-risk situations; the result output module 400 converts the decision-making instruction into text information of a high-contrast display screen, light signals of a high-brightness indicator light and warning prompt sounds of a buzzer, and real-time regulates the ship behavior, forming a closed-loop control flow of "perception → prediction → decision → execution", and realizing intelligent collaboration of port and channel ship traffic.

[0023] As Figure 2As shown, the intelligent guidance device 1 proposed in this invention is deployed as follows: If the wharf is a recessed layout, the intelligent guidance device 1 is deployed on both sides of the recessed harbor entrance, on the land behind the channel revetment. The acute angle between the intelligent guidance device 1 and the channel revetment should be between 30° and 60° to ensure that both departing vessels and vessels navigating in the channel can effectively identify the information displayed by the result output module 400. The high-resolution video image sensor 110 is arranged at a certain range on both sides of the recessed harbor entrance to ensure that the guidance device 1 has sufficient time to perform behavior recognition, collaborative decision-making, and result output after acquiring information about vessels navigating in the channel. Similarly, if the wharf is a quayside layout, the intelligent guidance device 1 is deployed on both sides of the quayside wharf, on the land behind the channel revetment. The acute angle between the intelligent guidance device 1 and the channel revetment should also be between 30° and 60°. The high-resolution video image sensor 110 is arranged at a certain distance on both sides of the quayside wharf.

[0024] like Figure 3 The behavior recognition process shown describes a ship behavior recognition module 200 that classifies behavior based on ship position, speed, heading angle, and visual features collected by the multi-source sensing module 100. It calculates the rate of change of heading angle and path curvature fluctuations to classify the behavior: when the rate of change of heading angle continuously increases and the path curvature exceeds a set threshold, the ship is determined to be entering port turning mode; if both feature values ​​are below the threshold, it is identified as a normal channel passage mode. The recognition results are transmitted to the collaborative decision-making module 300 in a structured data format.

[0025] like Figure 4 The collaborative decision-making logic shown describes a collaborative decision-making calculation module 300 that receives channel vessel behavior data from the vessel behavior recognition module 200. Combining this with predictions of the navigation time and trajectory of vessels entering and leaving the port, it performs a collision risk assessment and generates a passage decision based on the assessment results. The collision risk assessment is based on the predicted trajectory lines of vessels in the channel and vessels entering and leaving the port. By using speed, heading, and other parameters, it calculates the development trends of the two trajectory lines and the relative distance, meeting time, and potential collision probability between vessels entering and leaving the port. A high-risk warning is triggered when the potential collision probability is high. The passage decision includes passage instructions and prohibition instructions. A passage instruction indicates that vessels entering or leaving the port will not have a collision risk with other vessels navigating normally in the channel; vessels entering the port can berth, and vessels leaving the port can enter the channel. A prohibition instruction indicates that there is a collision risk, and vessels entering or leaving the port must slow down or stop to wait for a clearance instruction. The passage decision is then transmitted to the result output module 400.

[0026] like Figure 5As shown, the result output module 400 displays two types of key information through its contained high-contrast double-sided display screen 410: real-time position of ships in approach and departure channels and decision instructions, which mainly include text information displayed on the high-contrast double-sided display screen 410, warning lights emitted by the high-brightness indicator light 420, and warning sounds played by the high-power buzzer 430. The device is anchored to the ground by a fixed support 440, and is powered by a solar power supply unit 450, and a lightning protection device 460 ensures continuous operation in adverse weather conditions, thereby forming a complete intelligent collaborative control closed loop from real-time collection of ship dynamic data by the multi-source perception fusion module 100, fitting of the sailing trajectory and prediction of the trend by the ship behavior recognition module 200, evaluation of the collision risk and generation of instructions by the collaborative decision operation module 300, to feedback by the result output module 400.

Claims

1. A ship in and out of port intelligent induction device 1, characterized by: The device is an integrated display control device arranged on the upstream and downstream of a port berth, comprising a multi-source perception fusion module 100, a ship behavior identification module 200, a collaborative decision operation module 300 and a result output module 400, for collecting dynamic data of ships normally sailing on a channel within a certain range upstream and downstream of the port in real time, identifying the behavior intention of the ships, and generating a passing instruction for the ships entering the channel. At the same time, the real-time berthing state of the harbor basin is visually presented, and the dynamic data of the ships on the channel is combined to generate a passing instruction for the ships entering the port. The intelligent collaborative control of the port and channel ship traffic safety in and out of the port is realized.

2. The apparatus of claim 1, wherein: The multi-source perception fusion module 100 comprises a high-resolution video image sensor 110, a laser radar 120 and an environment adaptive unit 130; the high-resolution video image sensor 110 is used to capture the visual features and track shape of the ships on the channel, including position, speed and heading angle, etc.; the laser radar 120 is used to assist in acquiring the track shape data of the ships under special weather conditions.

3. The apparatus of claim 2, wherein: The environment adaptive unit 130 is used to dynamically adjust the fusion weight of the video data and the laser radar data according to the real-time visibility data, and increase the weight of the laser radar data when the visibility is low, so as to ensure the accuracy of the ship data.

4. The apparatus of claim 1, wherein: The ship behavior identification module 200 calculates the heading angle change rate and path curvature fluctuation features based on the ship position, speed, heading angle and visual features output by the multi-source perception fusion module 100, fits the ship sailing track line, and predicts the development trend of the channel track.

5. The apparatus of claim 1, wherein: The collaborative decision operation module 300 receives the ship behavior data of the ship behavior identification module 200, predicts the sailing time and sailing track of the ships entering and leaving the port, evaluates the collision risk, and generates a passing decision according to the evaluation result.

6. The apparatus of claim 5, wherein: The collision risk evaluation is based on the predicted track line of the channel ship and the predicted track line of the ship entering and leaving the port, and the development trend of the two track lines is calculated through the speed and heading of the ships, and the relative distance, meeting time and potential collision probability between the channel ship and the ship entering and leaving the port during the period of entering the port are calculated. When the potential collision probability is high, a high-risk early warning is triggered.

7. The apparatus of claim 5, wherein: The passing decision includes a passing instruction and a forbidden instruction, the passing instruction represents that the ship entering and leaving the port will not collide with other normally sailing ships on the channel, the entering port ship can be reliably berthed in the port, and the leaving port ship can enter the channel; the forbidden instruction represents that there is a collision risk, and the entering and leaving port ship needs to slow down or stop to wait for the release instruction.

8. The apparatus of claim 1, wherein: The result output module 400 comprises a high-contrast double-sided display screen 410, a high-brightness indicator light 420, a high-power buzzer 430, a fixed support 440, a solar power supply unit 450 and a lightning protection device 460.

9. The apparatus of claim 8, wherein: The result output module 400 can display the passing instruction or the forbidden instruction in real time, and the display form includes text display, light display and warning prompt sound. When there is a collision risk, the light display and the warning prompt sound will be started.

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