Polar region ship bow ice edge sensing and icebreaking operation auxiliary method and system

Abstract

The invention discloses a polar region ship bow ice edge sensing and icebreaking control auxiliary method and system, and the method comprises the steps: obtaining a radar image and an infrared thermal imaging image of an ice layer in real time through a millimeter wave radar and an infrared thermal imager which are disposed at a bow; the reflection intensity of each position of the radar image and the temperature gradient of each position of the infrared thermal imaging image are extracted, and a cracking potential symbol field of each position of the ice layer is formed; performing multi-direction scanning on the cracking potential symbol field, searching a maximum path response chain in each direction, and splicing the maximum path response chains in all directions to generate an icebreaking route of the polar region ship; and calculating the response weight of each propeller on the icebreaking route according to the cracking potential sign field of the polar ship on the icebreaking route and the master control response identification value of each propeller of the polar ship, and distributing propulsion power for each propeller according to the response weight.

Description

Technical Field

[0001] This invention belongs to the field of polar ship icebreaking technology, and more specifically, relates to a method and system for sensing and assisting in icebreaking maneuvering at the bow of a polar ship. Background Technology

[0002] In existing technologies, polar ship icebreaking operations mainly rely on the traditional paradigm of "rigid mechanical propulsion + forward-looking perception." This relies on the ship's thick steel bow structure, continuous high-power propulsion, and a small number of onboard sensors (such as single-frequency radar or optical cameras) to acquire information about the shape of the ice layer ahead. The course and propulsion strategy are then determined manually or by a semi-autonomous driving system. This approach has several significant technical problems. First, at the perception level, traditional radar or vision systems can typically only capture surface geometric contour information, making it difficult to accurately determine the vulnerability or tension distribution of the ice layer's internal structure. This is especially true under complex ice conditions or low visibility conditions (such as polar night, fog, or snow cover), where the effectiveness drops significantly. Second, in terms of path planning, most existing systems use simple path search algorithms based on geometric openings or density distributions, such as Dijkstra's algorithm, A*, or local potential field methods. These algorithms only consider the degree of openness or the shortest path distance, failing to incorporate the physical mechanisms of ice breaking and neglecting the "crack-inducing characteristics" of the ice structure. This often results in the selected path passing through structurally robust areas, leading to a sharp increase in propulsion drag or icebreaking failure. Secondly, in terms of propulsion control, traditional multi-thrust control is generally based on the ship's kinematic model for average energy distribution, failing to consider the differences in ice structure response within the thruster's operating area. This means that in some thruster operating areas, the ice layer may be structurally rigid and difficult to crack, yet still receive the same amount of power, resulting in wasted energy or even increased ship drift or vibration.

[0003] Therefore, there is an urgent need for a technical solution that can efficiently plan ice-breaking paths and rationally control the power of the thrusters. Summary of the Invention

[0004] To address the above technical problems, this invention proposes a method for assisting in the sensing and icebreaking maneuvering of the bow edge of polar ships, comprising:

[0005] By using a millimeter-wave radar and an infrared thermal imager installed at the bow, radar images and infrared thermal images of the ice layer are acquired in real time. The reflection intensity at each location in the radar image and the temperature gradient at each location in the infrared thermal image are extracted, and a symbol field of the rupture potential at each location of the ice layer is formed.

[0006] The fracture potential symbol field is scanned in multiple directions. In each direction, a maximum path response chain is searched. The maximum path response chains in all directions are spliced ​​together to generate the icebreaking route of the polar ship.

[0007] Based on the symbolic field of the polar vessel's icebreaking potential along the icebreaking route and the main control response identifier value of each propeller of the polar vessel, the response weight of each propeller along the icebreaking route is calculated, and the propulsion power is allocated to each propeller according to the response weight.

[0008] Furthermore, the symbolic field for the potential rupture of the ice layer includes: weighted fusion of the reflection intensity at each location and the temperature gradient at each location in the infrared thermal imaging image to generate the ice layer response fusion value;

[0009] The spatial Laplace transform of the ice layer response fusion value is performed, and the transformation result is symbolically mapped to generate a symbolic field of the rupture potential at each location of the ice layer.

[0010] Furthermore, the fragmentation potential symbol field is scanned in multiple directions, and in each direction, a maximum path response chain is searched, including:

[0011]

[0012] Among them, MS ω Let D be the maximum path response chain in direction ω, γ be the path segment in direction ω, and D be the path response chain in direction ω. ω Let ω be the local search domain. Let be the gradient of the sign field of the rupture potential at position (x, y) of the ice layer at time t. Let ω be the unit direction vector, and s be the length differential of the path segment γ.

[0013] Furthermore, the calculation of the master control response flag value for each propulsion unit of the polar vessel includes:

[0014]

[0015] Where, δ i (x′, y′) is the master control response flag value of the i-th thruster at position (x′, y′) on the icebreaking path, r max θ represents the maximum thrust distance of the thruster. i Let θ′ be the direction angle of the i-th thruster. i Let be the opening angle of the i-th thruster.

[0016] Furthermore, the calculation of the response weights for each thruster along the icebreaking path includes:

[0017] W i (t)=∫ Ψ |Σ(x,y,t)|·δ i (x,y)dl

[0018] Among them, W i(t) represents the response weight of the i-th thruster at time t, ∑(x, y, t) represents the symbolic field of the rupture potential at position (x, y) of the ice layer at time t, Ψ represents the icebreaking path of the polar ship, and l represents the length differential element of the icebreaking path.

[0019] Furthermore, according to the response weights, the propulsion power is allocated to each thruster, including:

[0020]

[0021] Among them, P i (t) represents the propulsion power of the i-th thruster at time t, P total For the total power of all thrusters, W j (t) represents the response weight of the j-th thruster at time t, and n represents the number of thrusters.

[0022] This invention also proposes a bow ice edge sensing and icebreaking maneuvering assistance system for polar ships, comprising:

[0023] A module for generating a fracture potential symbol field is used to acquire radar images and infrared thermal images of the ice layer in real time using a millimeter-wave radar and an infrared thermal imager set at the bow, extract the reflection intensity at each location in the radar image and the temperature gradient at each location in the infrared thermal image, and form a fracture potential symbol field at each location of the ice layer.

[0024] An icebreaking route generation module is used to perform multi-directional scanning of the fracture potential symbol field. In each direction, a maximum path response chain is searched, and the maximum path response chains in all directions are spliced ​​together to generate the icebreaking route of the polar ship.

[0025] The power allocation module is used to calculate the response weight of each thruster on the icebreaking route based on the symbolic field of the polar ship's rupture potential on the icebreaking route and the main control response identifier value of each thruster on the polar ship, and to allocate propulsion power to each thruster according to the response weight.

[0026] Furthermore, the symbolic field for the potential rupture of the ice layer includes: weighted fusion of the reflection intensity at each location and the temperature gradient at each location in the infrared thermal imaging image to generate the ice layer response fusion value;

[0027] The spatial Laplace transform of the ice layer response fusion value is performed, and the transformation result is symbolically mapped to generate a symbolic field of the rupture potential at each location of the ice layer.

[0028] Furthermore, the fragmentation potential symbol field is scanned in multiple directions, and in each direction, a maximum path response chain is searched, including:

[0029]

[0030] Among them, MS ω Let D be the maximum path response chain in direction ω, γ be the path segment in direction ω, and D be the path response chain in direction ω. ω Let ω be the local search domain. Let be the gradient of the sign field of the rupture potential at position (x, y) of the ice layer at time t. Let ω be the unit direction vector, and s be the length differential of the path segment γ.

[0031] Furthermore, the calculation of the master control response flag value for each propulsion unit of the polar vessel includes:

[0032]

[0033] Where, δ i (x′, y′) is the master control response flag value of the i-th thruster at position (x′, y′) on the icebreaking path, r max θ represents the maximum thrust distance of the thruster. i Let θ′ be the direction angle of the i-th thruster. i Let be the opening angle of the i-th thruster.

[0034] In summary, the technical solutions conceived by this invention have the following beneficial effects compared with the prior art:

[0035] This invention achieves precise perception of the "fragility" of the ice edge region at the bow of polar ships by introducing multimodal perception (fusion of millimeter-wave radar and infrared thermal imaging), fracturing potential symbol field, directional path extraction, and coordinated control of propulsion power. It can significantly improve the physical rationality and energy efficiency of the icebreaking path, and effectively induce the ice layer to break preferentially from the direction of structural weakness without increasing the total propulsion power, thereby reducing navigation resistance and propulsion energy consumption, and enhancing icebreaking efficiency and path stability. Attached Figure Description

[0036] Figure 1 This is a flowchart of the method in Embodiment 1 of the present invention;

[0037] Figure 2 This is a system structure diagram of Embodiment 2 of the present invention. Detailed Implementation

[0038] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0039] The method provided by this invention can be implemented in a terminal environment that may include one or more of the following components: a processor, a storage medium, and a display screen. The storage medium stores at least one instruction, which is loaded and executed by the processor to implement the method described in the following embodiments.

[0040] A processor may include one or more processing cores. The processor uses various interfaces and lines to connect various parts of the terminal, and performs various functions and processes data by running or executing instructions, programs, code sets or instruction sets stored in the storage medium, and by calling data stored in the storage medium.

[0041] Storage media can include random access memory (RAM) or read-only memory (ROM). Storage media can be used to store instructions, programs, code, code sets, or instructions.

[0042] The display screen is used to show the user interface of each application.

[0043] In addition, those skilled in the art will understand that the structure of the terminal described above does not constitute a limitation on the terminal. The terminal may include more or fewer components, or combine certain components, or have different component arrangements. For example, the terminal may also include radio frequency circuits, input units, sensors, audio circuits, power supplies, and other components, which will not be described in detail here.

[0044] Example 1

[0045] like Figure 1 This embodiment proposes a method for sensing and assisting icebreaking maneuvering at the bow of a polar vessel, including:

[0046] Step 101: Using a millimeter-wave radar and an infrared thermal imager installed at the bow, radar images and infrared thermal images of the ice layer are acquired in real time. The reflection intensity at each location in the radar image and the temperature gradient at each location in the infrared thermal image are extracted, and a symbol field of the rupture potential at each location of the ice layer is formed.

[0047] Specifically, the symbolic field for the potential rupture of the ice layer includes: weighted fusion of the reflection intensity at each location and the temperature gradient at each location in the infrared thermal imaging image to generate the ice layer response fusion value;

[0048] Preferably, the ice layer response fusion value at ice layer location (x, y) at calculation time t includes:

[0049] φ(x,y,t)=α·I mm (x,y,t)+β·I IR (x,y,t)

[0050] Where φ(x, y, t) is the ice response fusion value at position (x, y) of the ice layer at time t, α is the weight of the reflection intensity, and I mm(x, y, t) represents the reflection intensity at position (x, y) of the ice layer at time t, β represents the weight of the temperature gradient, and I IR (x, y, t) represents the temperature gradient at position (x, y) of the ice layer at time t.

[0051] Preferably, the reflection intensity I at the ice layer position (x, y) at time t is... mm (x, y, t) and the temperature gradient I at the ice layer location (x, y) at time t. IR (x, y, t), both are normalized to (0–1).

[0052] The spatial Laplace transform of the ice layer response fusion value is performed, and the transformation result is symbolically mapped to generate a symbolic field of the rupture potential at each location of the ice layer.

[0053] Preferably, generating the symbol field of the rift potential at each location in the ice layer includes:

[0054]

[0055] Where SignMap is the sign mapping function, and δ is a small constant used to filter noise.

[0056] In the symbol field of fracture potential, +1 and –1 both represent fracture-prone regions. +1 indicates a tensile tendency, where the ice layer is under tension and has a tendency to expand outward, making it prone to cracking. –1 indicates a compressive tendency, where the ice layer is under compressive stress and may experience local shear or compression fractures. 0 indicates a neutral region, where the ice layer structure changes gently, the stress is not significant, and it is not prone to fracture.

[0057] Step 102: Perform multi-directional scanning on the fracture potential symbol field, search for a maximum path response chain in each direction, and splice together the maximum path response chains in all directions to generate the icebreaking route of the polar ship.

[0058] Specifically, the fragmentation potential symbol field is scanned in multiple directions, and in each direction, a maximum path response chain is searched, including:

[0059]

[0060] Among them, MS ω Let D be the maximum path response chain in direction ω, γ be the path segment in direction ω, and D be the path response chain in direction ω. ω Let ω be the local search domain. Let be the gradient of the sign field of the rupture potential at position (x,y) of the ice layer at time t. Let ω be the unit direction vector, and S be the length differential of the path segment γ.

[0061] Step 103: Based on the symbolic field of the polar vessel's rupture potential along the icebreaking route and the main control response identifier value of each propeller of the polar vessel, calculate the response weight of each propeller along the icebreaking route, and allocate propulsion power to each propeller according to the response weight.

[0062] Specifically, the calculation of the master control response flag value for each propulsion unit of a polar vessel includes:

[0063]

[0064] Where, δ i (x′, y′) is the master control response flag value of the i-th thruster at position (x′, y′) on the icebreaking path, r max θ represents the maximum thrust distance of the thruster. i Let θ′ be the direction angle of the i-th thruster. i Let be the opening angle of the i-th thruster.

[0065] Specifically, the calculation of the response weights of each thruster along the icebreaking path includes:

[0066] W i (t)=∫ Ψ |Σ(x,y,t)|·δ i (x,y)dl

[0067] Among them, W i (t) represents the response weight of the i-th thruster at time t, ∑(x,y,t) represents the symbolic field of the rupture potential at position (x,y) of the ice layer at time t, Ψ represents the icebreaking path of the polar ship, and l represents the length differential element of the icebreaking path.

[0068] Specifically, according to the response weights, the propulsion power is allocated to each thruster, including:

[0069]

[0070] Among them, P i (t) represents the propulsion power of the i-th thruster at time t, P total For the total power of all thrusters, W j (t) represents the response weight of the j-th thruster at time t, and n represents the number of thrusters.

[0071] Example 2

[0072] like Figure 2 As shown, this embodiment proposes a bow ice edge sensing and icebreaking maneuvering assistance system for polar ships, including:

[0073] A module for generating a fracture potential symbol field is used to acquire radar images and infrared thermal images of the ice layer in real time using a millimeter-wave radar and an infrared thermal imager set at the bow, extract the reflection intensity at each location in the radar image and the temperature gradient at each location in the infrared thermal image, and form a fracture potential symbol field at each location of the ice layer.

[0074] Specifically, the symbolic field for the potential rupture of the ice layer includes: weighted fusion of the reflection intensity at each location and the temperature gradient at each location in the infrared thermal imaging image to generate the ice layer response fusion value;

[0075] The spatial Laplace transform of the ice layer response fusion value is performed, and the transformation result is symbolically mapped to generate a symbolic field of the rupture potential at each location of the ice layer.

[0076] An icebreaking route generation module is used to perform multi-directional scanning of the fracture potential symbol field. In each direction, a maximum path response chain is searched, and the maximum path response chains in all directions are spliced ​​together to generate the icebreaking route of the polar ship.

[0077] Specifically, the fragmentation potential symbol field is scanned in multiple directions, and in each direction, a maximum path response chain is searched, including:

[0078]

[0079] Among them, MS ω Let D be the maximum path response chain in direction ω, γ be the path segment in direction ω, and D be the path response chain in direction ω. ω Let ω be the local search domain. Let be the gradient of the sign field of the rupture potential at position (x,y) of the ice layer at time t. Let ω be the unit direction vector, and S be the length differential of the path segment γ.

[0080] The power allocation module is used to calculate the response weight of each thruster on the icebreaking route based on the symbolic field of the polar ship's rupture potential on the icebreaking route and the main control response identifier value of each thruster on the polar ship, and to allocate propulsion power to each thruster according to the response weight.

[0081] Specifically, the calculation of the master control response flag value for each propulsion unit of a polar vessel includes:

[0082]

[0083] Where, δ i (x′, y′) is the master control response flag value of the i-th thruster at position (x′, y′) on the icebreaking path, r max θ represents the maximum thrust distance of the thruster. iLet θ′ be the direction angle of the i-th thruster. i Let be the opening angle of the i-th thruster.

[0084] Specifically, the calculation of the response weights of each thruster along the icebreaking path includes:

[0085] W i (t)=∫ Ψ |Σ(x,y,t)|·δ i (x,y)dl

[0086] Among them, W i (t) represents the response weight of the i-th thruster at time t, ∑(x,y,t) represents the symbolic field of the rupture potential at position (x,y) of the ice layer at time t, Ψ represents the icebreaking path of the polar ship, and l represents the length differential element of the icebreaking path.

[0087] Specifically, according to the response weights, the propulsion power is allocated to each thruster, including:

[0088]

[0089] Among them, P i (t) represents the propulsion power of the i-th thruster at time t, P total For the total power of all thrusters, W j (t) represents the response weight of the j-th thruster at time t, and n represents the number of thrusters.

[0090] Example 3

[0091] This invention also proposes a storage medium storing multiple instructions for implementing the aforementioned method for sensing and icebreaking maneuvering at the bow of a polar vessel.

[0092] Optionally, in this embodiment, the storage medium may be located in any computer terminal in a group of computer terminals in a computer network, or in any mobile terminal in a group of mobile terminals.

[0093] Optionally, in this embodiment, the storage medium is configured to store program code for performing the following method steps: Step 101, by using a millimeter-wave radar and an infrared thermal imager set at the bow, radar images and infrared thermal images of the ice layer are acquired in real time, the reflection intensity at each location of the radar image and the temperature gradient at each location of the infrared thermal image are extracted, and a fracture potential symbol field is formed at each location of the ice layer.

[0094] Specifically, the symbolic field for the potential rupture of the ice layer includes: weighted fusion of the reflection intensity at each location and the temperature gradient at each location in the infrared thermal imaging image to generate the ice layer response fusion value;

[0095] The spatial Laplace transform of the ice layer response fusion value is performed, and the transformation result is symbolically mapped to generate a symbolic field of the rupture potential at each location of the ice layer.

[0096] Step 102: Perform multi-directional scanning on the fracture potential symbol field, search for a maximum path response chain in each direction, and splice together the maximum path response chains in all directions to generate the icebreaking route of the polar ship.

[0097] Specifically, the fragmentation potential symbol field is scanned in multiple directions, and in each direction, a maximum path response chain is searched, including:

[0098]

[0099] Among them, MS ω Let D be the maximum path response chain in direction ω, γ be the path segment in direction ω, and D be the path response chain in direction ω. ω Let ω be the local search domain. Let be the gradient of the sign field of the rupture potential at position (x, y) of the ice layer at time t. Let ω be the unit direction vector, and s be the length differential of the path segment γ.

[0100] Step 103: Based on the symbolic field of the polar vessel's rupture potential along the icebreaking route and the main control response identifier value of each propeller of the polar vessel, calculate the response weight of each propeller along the icebreaking route, and allocate propulsion power to each propeller according to the response weight.

[0101] Specifically, the calculation of the master control response flag value for each propulsion unit of a polar vessel includes:

[0102]

[0103] Where, δ i (x′, y′) is the master control response flag value of the i-th thruster at position (x′, y′) on the icebreaking path, r max θ represents the maximum thrust distance of the thruster. i Let θ′ be the direction angle of the i-th thruster. i Let be the opening angle of the i-th thruster.

[0104] Specifically, the calculation of the response weights of each thruster along the icebreaking path includes:

[0105] W i (t)=∫ Ψ |Σ(x,y,t)|·δ i (x,y)dl

[0106] Among them, W i(t) represents the response weight of the i-th thruster at time t, ∑(x, y, t) represents the symbolic field of the rupture potential at position (x, y) of the ice layer at time t, Ψ represents the icebreaking path of the polar ship, and l represents the length differential element of the icebreaking path.

[0107] Specifically, according to the response weights, the propulsion power is allocated to each thruster, including:

[0108]

[0109] Among them, P i (t) represents the propulsion power of the i-th thruster at time t, P total For the total power of all thrusters, W j (t) represents the response weight of the j-th thruster at time t, and n represents the number of thrusters.

[0110] Example 4

[0111] This invention also proposes an electronic device, including a processor and a storage medium connected to the processor. The storage medium stores multiple instructions, which can be loaded and executed by the processor to enable the processor to execute the aforementioned method for assisting in sensing and breaking ice at the bow of a polar vessel.

[0112] Specifically, the electronic device in this embodiment can be a computer terminal, which may include one or more processors and a storage medium.

[0113] The storage medium can be used to store software programs and modules, such as the program instructions / modules in the embodiment of the present invention for a polar vessel bow ice edge sensing and icebreaking maneuvering assistance method. The processor executes various functional applications and data processing by running the software programs and modules stored in the storage medium, thus realizing the aforementioned polar vessel bow ice edge sensing and icebreaking maneuvering assistance method. The storage medium may include high-speed random access storage media, and may also include non-volatile storage media, such as one or more magnetic storage systems, flash memory, or other non-volatile solid-state storage media. In some instances, the storage medium may further include storage media remotely configured relative to the processor, which can be connected to the terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0114] The processor can call the information and application stored in the storage medium through the transmission system to execute the following method steps: Step 101, by using the millimeter-wave radar and infrared thermal imager set at the bow, the radar image and infrared thermal image of the ice layer are acquired in real time, the reflection intensity of each position in the radar image and the temperature gradient of each position in the infrared thermal image are extracted, and a fracture potential symbol field is formed at each position of the ice layer.

[0115] Specifically, the symbolic field for the potential rupture of the ice layer includes: weighted fusion of the reflection intensity at each location and the temperature gradient at each location in the infrared thermal imaging image to generate the ice layer response fusion value;

[0116] The spatial Laplace transform of the ice layer response fusion value is performed, and the transformation result is symbolically mapped to generate a symbolic field of the rupture potential at each location of the ice layer.

[0117] Step 102: Perform multi-directional scanning on the fracture potential symbol field, search for a maximum path response chain in each direction, and splice together the maximum path response chains in all directions to generate the icebreaking route of the polar ship.

[0118] Specifically, the fragmentation potential symbol field is scanned in multiple directions, and in each direction, a maximum path response chain is searched, including:

[0119]

[0120] Among them, MS ω Let D be the maximum path response chain in direction ω, γ be the path segment in direction ω, and D be the path response chain in direction ω. ω Let ω be the local search domain. Let be the gradient of the sign field of the rupture potential at position (x, y) of the ice layer at time t. Let ω be the unit direction vector, and s be the length differential of the path segment γ.

[0121] Step 103: Based on the symbolic field of the polar vessel's rupture potential along the icebreaking route and the main control response identifier value of each propeller of the polar vessel, calculate the response weight of each propeller along the icebreaking route, and allocate propulsion power to each propeller according to the response weight.

[0122] Specifically, the calculation of the master control response flag value for each propulsion unit of a polar vessel includes:

[0123]

[0124] Where, δ i (x′, y′) is the master control response flag value of the i-th thruster at position (x′, y′) on the icebreaking path, r max θ represents the maximum thrust distance of the thruster.i Let θ′ be the direction angle of the i-th thruster. i Let be the opening angle of the i-th thruster.

[0125] Specifically, the calculation of the response weights of each thruster along the icebreaking path includes:

[0126] W i (t)=∫ Ψ |Σ(x,y,t)|·δ i (x,y)dl

[0127] Among them, W i Let ∑(x, y, t) be the response weight of the i-th thruster at time t, ∑(x, y, t) be the symbolic field of the rupture potential at position (x, y) in the ice layer at time t, Ψ be the icebreaking path of the polar ship, and l be the length differential element of the icebreaking path.

[0128] Specifically, according to the response weights, the propulsion power is allocated to each thruster, including:

[0129]

[0130] Among them, P i (t) represents the propulsion power of the i-th thruster at time t, P total For the total power of all thrusters, W j (t) represents the response weight of the j-th thruster at time t, and n represents the number of thrusters.

[0131] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0132] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0133] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The system embodiments described above are merely illustrative; for example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, indirect coupling or communication connection between units or modules, and may be electrical or other forms.

[0134] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0135] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0136] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes: USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, optical disks, and other media capable of storing program code.

[0137] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A method for assisting in the sensing and icebreaking maneuvering of the bow edge of a polar vessel, characterized in that, include: By using a millimeter-wave radar and an infrared thermal imager installed at the bow, radar images and infrared thermal images of the ice layer are acquired in real time. The reflection intensity at each location in the radar image and the temperature gradient at each location in the infrared thermal image are extracted, and a symbol field of the rupture potential at each location of the ice layer is formed. The fracture potential symbol field is scanned in multiple directions. In each direction, a maximum path response chain is searched. The maximum path response chains in all directions are spliced ​​together to generate the icebreaking route of the polar ship. Based on the symbolic field of the polar vessel's icebreaking potential along the icebreaking route and the main control response identifier value of each propeller of the polar vessel, the response weight of each propeller along the icebreaking route is calculated, and the propulsion power is allocated to each propeller according to the response weight.

2. The method for assisting in sensing and icebreaking maneuvering at the bow of a polar vessel as described in claim 1, characterized in that, The symbolic field for the potential for ice layer rupture includes: weighted fusion of the reflection intensity at each location and the temperature gradient at each location in the infrared thermal imaging image to generate the ice layer response fusion value; The spatial Laplace transform of the ice layer response fusion value is performed, and the transformation result is symbolically mapped to generate a symbolic field of the rupture potential at each location of the ice layer.

3. The method for assisting in sensing and icebreaking maneuvering at the bow of a polar vessel as described in claim 2, characterized in that, The fragmentation potential symbol field is scanned in multiple directions, and in each direction, a maximum path response chain is searched, including: Among them, MS ω Let D be the maximum path response chain in direction ω, γ be the path segment in direction ω, and D be the path response chain in direction ω. ω Let ω be the local search domain. Let be the gradient of the sign field of the rupture potential at position (x,y) of the ice layer at time t. Let ω be the unit direction vector, and s be the length differential of the path segment γ.

4. The method for assisting in sensing and icebreaking maneuvering at the bow of a polar vessel as described in claim 1, characterized in that, The calculation of the master control response flag value for each propulsion unit of a polar vessel includes: Where, δ i (x′, y′) is the master control response flag value of the i-th thruster at position (x′, y′) on the icebreaking path, r max θ represents the maximum thrust distance of the thruster. i Let θ′ be the direction angle of the i-th thruster. i Let be the opening angle of the i-th thruster.

5. The method for assisting in sensing and icebreaking maneuvering at the bow of a polar vessel as described in claim 4, characterized in that, The calculation of the response weights for each thruster along the icebreaking path includes: Among them, W i (t) represents the response weight of the i-th thruster at time t, v(x, y, t) represents the symbolic field of the rupture potential at position (x, y) of the ice layer at time t, Ψ represents the icebreaking path of the polar ship, and l represents the length differential element of the icebreaking path.

6. The method for assisting in sensing and icebreaking maneuvering at the bow of a polar vessel as described in claim 5, characterized in that, According to the response weights, the propulsion power is allocated to each thruster as follows: Among them, P i (t) represents the propulsion power of the i-th thruster at time t, P total For the total power of all thrusters, W j (t) represents the response weight of the j-th thruster at time t, and n represents the number of thrusters.

7. A bow ice edge sensing and icebreaking maneuvering assistance system for polar ships, characterized in that, include: A module for generating a fracture potential symbol field is used to acquire radar images and infrared thermal images of the ice layer in real time using a millimeter-wave radar and an infrared thermal imager set at the bow, extract the reflection intensity at each location in the radar image and the temperature gradient at each location in the infrared thermal image, and form a fracture potential symbol field at each location of the ice layer. An icebreaking route generation module is used to perform multi-directional scanning of the fracture potential symbol field. In each direction, a maximum path response chain is searched, and the maximum path response chains in all directions are spliced ​​together to generate the icebreaking route of the polar ship. The power allocation module is used to calculate the response weight of each thruster on the icebreaking route based on the symbolic field of the polar ship's rupture potential on the icebreaking route and the main control response identifier value of each thruster on the polar ship, and to allocate propulsion power to each thruster according to the response weight.

8. The polar ship bow ice edge sensing and icebreaking maneuvering assistance system as described in claim 7, characterized in that, The symbolic field for the potential for ice layer rupture includes: weighted fusion of the reflection intensity at each location and the temperature gradient at each location in the infrared thermal imaging image to generate the ice layer response fusion value; The spatial Laplace transform of the ice layer response fusion value is performed, and the transformation result is symbolically mapped to generate a symbolic field of the rupture potential at each location of the ice layer.

9. The polar ship bow ice edge sensing and icebreaking maneuvering assistance system as described in claim 8, characterized in that, The fragmentation potential symbol field is scanned in multiple directions, and in each direction, a maximum path response chain is searched, including: Among them, MS ω Let D be the maximum path response chain in direction ω, γ be the path segment in direction ω, and D be the path response chain in direction ω. ω Let ω be the local search domain. Let be the gradient of the sign field of the rupture potential at position (x,y) of the ice layer at time t. Let ω be the unit direction vector, and s be the length differential of the path segment γ.

10. The polar ship bow ice edge sensing and icebreaking maneuvering assistance system as described in claim 7, characterized in that, The calculation of the master control response flag value for each propulsion unit of a polar vessel includes: Where, δ i (x′, y′) represents the master control response flag value of the i-th thruster at position (x′, y′) on the icebreaking path, r max θ represents the maximum thrust distance of the thruster. i Let θ′ be the direction angle of the i-th thruster. i Let be the opening angle of the i-th thruster.

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