Water transportation safety management method and system, electronic equipment and readable storage medium

Abstract

The invention relates to the technical field of water transportation, and discloses a water transportation safety management method and system, electronic equipment and a readable storage medium. According to the method, route information of a second ship plan is received, or ship information of a second ship within a safe distance range from a first ship is continuously obtained, the route of the second ship is predicted, and collision early warning information is sent; and drawing up a safe water area by taking the meeting point of the route of the second ship and the route of the first ship as the center, and sending the position information of the safe water area. According to the technical scheme, early warning can be performed on encounter and possible collision in the encounter in advance, sufficient reaction time is won for the next sailing plan of the ship, one ship drives into a safe water area, the other ship drives away from the safe water area to smoothly and effectively avoid the ship, collision accidents caused by the encounter of the ship are effectively avoided, and the safety of the ship is improved. The occurrence of water traffic accidents is reduced, and a good positive effect is achieved on safety management or early warning of water traffic.

Description

Technical Field

[0001] This invention relates to the field of water transport technology, and more specifically to a water transport safety management method, system, electronic device, and readable storage medium. Background Technology

[0002] Water transport is a mode of transportation in which ships travel on water to carry passengers and goods. Water transport is low-cost and has a large carrying capacity, making it suitable for low-cost, large-volume, long-distance transport. It plays a major role in trunk line transportation. For example, the Yangtze River trunk line, from Shuifu in Yunnan to the Yangtze River estuary, is 2843 km long. Due to its large carrying capacity, low transport costs, and suitability for transporting bulk goods, it is one of the most important waterway transportation routes.

[0003] Anhui Province is located at the junction of the Yangtze River Delta and the Yangtze River Economic Belt. It is rich in resources, with a wide variety of products and large reserves. The annual import and export volume of the four major categories of goods, namely coal, metal ores, building materials and non-metallic minerals, reaches billions of tons, resulting in huge logistics demand.

[0004] The current state of water transport in Anhui Province: As of the end of 2022, the total length of inland waterways in the province was approximately 7,000 kilometers, of which 6,000 kilometers were navigable. The province has nearly 800 shipping companies operating general freight transport, with over 25,000 cargo vessels and a total deadweight tonnage exceeding 50 million tons. As of 2022, its total transport capacity was among the highest in the country. In terms of water transport capacity, Anhui's annual water transport volume can reach 1.1 billion tons, with operating revenue reaching approximately 50 billion yuan. Wuhu, as the core area for ship production and operation, shipping companies, and the development of the inland waterway transport industry in Anhui Province, possesses a significant locational advantage.

[0005] In existing technologies, water transport involves a large volume of vessels, with numerous ships navigating within waterways; dense vessel traffic occurs near ports and wharves or in narrow sections of waterways; and vessels pass through fishing areas and ferry crossings. In these situations, frequent encounters between vessels increase the risk of collisions. In maritime transportation engineering, vessel encounters are a crucial aspect of analyzing collision risks and improving the navigation environment. Vessel encounters are a special type of meeting that occurs between vessels during maritime navigation. They can be understood as the process where the relative positions of two or more vessels change due to the interaction of factors such as routes and speeds, necessitating appropriate measures to avoid collisions. Studying vessel encounters can help identify and assess potential collision risks, enabling the implementation of corresponding collision avoidance measures and reducing the occurrence of maritime accidents. Summary of the Invention

[0006] This invention provides a water transport safety management method, system, electronic device, and readable storage medium to manage or warn of water traffic safety, thereby solving the aforementioned technical problems in the prior art where encounters between ships may lead to collision accidents, and enabling ships to take timely evasive action when there is a risk of collision.

[0007] According to a first aspect of the present invention, a method for waterway safety management is provided, comprising:

[0008] Receive the planned route information of the second vessel within a safe distance from the first vessel, or continuously acquire the vessel information of the second vessel and predict the route of the second vessel, and send collision warning information;

[0009] Centered on the meeting point of the second vessel's route and the first vessel's route, a safe water area is defined, and the location information of the safe water area is sent; wherein, the safe water area is used to conduct vessel avoidance by having one of the first vessel and the second vessel enter the safe water area and the other vessel leave the safe water area based on the collision warning information and the location information of the safe water area.

[0010] Preferably, a time period is set for the one vessel to enter the safe waters and the other vessel to leave the safe waters; and / or

[0011] Obtain the speed V of the second vessel. Calculate the latest time the second vessel will arrive at the meeting point based on the distance S of the second vessel's route and a simulated speed of 50% V. Calculate the earliest time the second vessel will arrive at the meeting point based on the distance S of the second vessel's route and a simulated speed of 150% V. Set a avoidance time period [2S / V, 2S / 3V] for the earliest and latest entry of the first vessel into the safe waters. During the avoidance time period [2S / V, 2S / 3V], the other vessel leaves the safe waters.

[0012] Preferably, S1 receives the planned route information of the second vessel within a safe distance from the first vessel, or continuously acquires the vessel information of the second vessel and predicts the route of the second vessel, and sends collision warning information, including:

[0013] The system continuously acquires information about the second vessel within a first safe distance from the first vessel, determines the track already navigating by the second vessel based on the first vessel information, fits the second vessel's planned second route, and sends a first collision warning.

[0014] The system continuously acquires information about the second vessel within a second safe distance from the first vessel, determines the already sailed track of the second vessel based on the second vessel information, fits the third route planned by the second vessel, and sends a second collision warning message.

[0015] The second vessel's track and second route within the first safe distance and / or the third route modified based on the second vessel's track within the second safe distance.

[0016] Preferably, the range of the first safety distance is a first circular area centered on the first vessel and with a radius of the first safety distance, and the range of the second safety distance is a second circular area centered on the first vessel and with a radius of the second safety distance.

[0017] Preferably, step S2 determines a safe waterway centered on the meeting point of the second vessel's and the first vessel's routes, and sends the safe waterway location information.

[0018] The safe waters are defined with the meeting point of the third route of the second vessel and the route of the first vessel as the center.

[0019] Preferably, the safe water area includes a first safe water area and a second safe water area; the first safe water area is defined with the first vessel as the main vessel and the second vessel as the target vessel; the second safe water area is defined with the second vessel as the main vessel and the first vessel as the target vessel; the safe water area includes the first safe water area, the second safe water area, and the area where the first safe water area and the second safe water area meet.

[0020] Preferably, the safe waterway is one or more combinations of quadrilateral, circular, and elliptical waterways, and the extent of the safe waterway is greater than the narrowest meeting distance between the first and second vessels; wherein:

[0021] In the quadrilateral body of water, the location information of the safe water area includes the coordinates of the four vertices of the quadrilateral body of water; and / or

[0022] Within the circular body of water, the location information of the safe body of water includes the coordinates of the center of the circular body of water; and / or

[0023] In the elliptical water area, the location information of the safe water area includes the coordinates of the four vertices of the elliptical water area.

[0024] Preferably, both the first vessel information and the second vessel information include: vessel identification information, vessel position, heading, and speed; and / or

[0025] At least one of the following pieces of information is visualized on the electronic navigation chart:

[0026] The first vessel;

[0027] The second vessel;

[0028] First vessel information;

[0029] The second ship information; and

[0030] The area of ​​the safe waters.

[0031] According to a second aspect of the present invention, a water transport safety management system is provided, comprising:

[0032] The route processing module is used to receive the planned route information of a second vessel within a safe distance from the first vessel, or to continuously acquire the vessel information of the second vessel and predict its route, and send collision warning information; and

[0033] The safe water area delineation module is used to delineate a safe water area centered on the meeting point of the routes of the second vessel and the first vessel, and to send the safe water area location information. The safe water area is used to avoid collisions by having one vessel enter the safe water area and the other vessel leave the safe water area based on collision warning information and the safe water area location information. The range of the safe water area is related to the meeting distance between the first vessel and the second vessel.

[0034] Preferably, the waterway safety management system includes:

[0035] A avoidance time period setting module is used to set the avoidance time period for one vessel entering the safe waters and the other vessel leaving the safe waters; and / or, to obtain the speed V of the second vessel, calculate the latest time the second vessel arrives at the meeting point based on the distance S of the second vessel's route and a simulated speed of 50% V, calculate the earliest time the second vessel arrives at the meeting point based on the distance S of the second vessel's route and a simulated speed of 150% V, and set the avoidance time periods [2S / V, 2S / 3V] for the earliest and latest entry into the safe waters of the first vessel, wherein the other vessel leaves the safe waters within the avoidance time periods [2S / V, 2S / 3V]; and / or,

[0036] In the waterway safety management system, the route processing module includes:

[0037] The second route processing module is used to continuously acquire the first ship information of the second ship within a first safe distance from the first ship, determine the track already sailed by the second ship based on the first ship information and fit the second route planned by the second ship, and send the first collision warning information.

[0038] The third route processing module is used to continuously acquire information about the second vessel within a second safe distance from the first vessel, determine the already navigated track of the second vessel based on the second vessel information, fit a planned third route for the second vessel, and send a second collision warning message; and

[0039] The third route correction module is used to correct a third route based on the second vessel's track within a first safety distance and a second route, and / or based on the second vessel's track within a second safety distance; and / or,

[0040] In the waterway safety management system, the safe water area designation module designates the safe water area centered on the meeting point of the third route of the second vessel and the route of the first vessel.

[0041] According to a third aspect of the present invention, an electronic device is provided, comprising:

[0042] Memory; and

[0043] processor;

[0044] The memory is used to store one or more computer instructions; the one or more computer instructions are executed by the processor to implement the method described in any of the above.

[0045] According to a fourth aspect of the present invention, a readable storage medium is provided, wherein computer instructions are stored thereon; wherein, when executed by a processor, the computer instructions implement the method described in any of the preceding claims.

[0046] The technical solution of this invention can provide early warning of encounters and potential collisions during encounters, giving ships sufficient reaction time for their next navigation plan. One ship can enter a safe water area while the other leaves, allowing for smooth and effective ship avoidance. This effectively prevents collisions caused by encounters, reduces the occurrence of maritime traffic accidents, and plays a positive role in the safety management or early warning of maritime traffic.

[0047] In addition, the first and second vessels can monitor the target vessel's dynamic information in real time to ensure safe encounters and safe avoidance. They can take timely avoidance actions before and during the encounter, thus achieving timely and effective safety warnings and efficient management of maritime traffic. Attached Figure Description

[0048] Figure 1 This is a flowchart illustrating a water transport safety management method in one embodiment;

[0049] Figure 2 This is a flowchart illustrating step S1 in one embodiment;

[0050] Figure 3 This is a schematic diagram of the encounter between the first and second vessels in one embodiment;

[0051] Figure 4 This is a schematic diagram illustrating the arrangement of two safe waterways during an encounter between the first and second vessels in one embodiment.

[0052] Figure 5 , Figure 6 This is a schematic diagram of two structures of the water transport safety management system in one embodiment;

[0053] Figure 7 This is a schematic diagram of the route processing module in one embodiment. Detailed Implementation

[0054] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0055] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are merely some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0056] It should be noted that the terms "first," "second," etc., used in this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be used interchangeably where appropriate for the embodiments of the invention described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0057] It should be understood that when an element (such as a layer, film, region, or substrate) is described as being "on" another element, the element may be directly on the other element, or there may be an intermediate element present. Moreover, in this invention, when an element is described as being "connected" to another element, the element may be "directly connected" to the other element, or "connected" to the other element via a third element.

[0058] Example 1

[0059] Please refer to Figures 1-4 This embodiment provides a water transport safety management method, including the following steps:

[0060] S1. Receive the planned route information of the second vessel within a safe distance from the first vessel, or continuously acquire the vessel information of the second vessel and predict its route, and send a collision warning message. In one example, the first vessel receives the planned route information of the second vessel, or the first vessel, based on the acquired vessel information and predicting the second vessel's route, sends a collision warning message to the second vessel. In this example, the Vessel Traffic Services (VTS) system, which controls maritime traffic through a regulatory agency, may also receive the planned route information of the second vessel, or the VTS system may predict the route of the second vessel, and then send a collision warning message to the second vessel.

[0061] S2. A safe zone is defined centered on the meeting point of the second vessel's and the first vessel's routes, and the safe zone's location information is transmitted. This safe zone is used to ensure that, based on the collision warning information and the safe zone's location information, one of the first and second vessels enters the safe zone while the other departs to avoid a collision. The scope of the safe zone is related to the meeting distance between the first and second vessels. Of course, other vessels that may pass through the safe zone should also depart from it.

[0062] In one embodiment, the first vessel and / or the second vessel and / or the maritime traffic control system broadcasts the location information of the safe waters to vessels in the surrounding waters. Other vessels should avoid entering the safe waters during the avoidance period.

[0063] In one embodiment, regarding which vessel (first vessel) or which vessel (second vessel) enters the safe waters and which vessel leaves the safe waters to give way, the first and second vessels can communicate to jointly confirm which vessel is the giving-way vessel and which is the vessel being given way. The giving-way vessel should then enter the safe waters to give way to the vessel being given way; the vessel being given way has the right of way. Which vessel (first vessel) or vessel (second vessel) enters the safe waters to give way can be determined by the maritime traffic control system and regulatory personnel. Furthermore, the rules for giving way when the first or second vessel enters the safe waters can draw upon inland waterway collision avoidance rules. For example:

[0064] 1. Meeting in opposite directions

[0065] A head-on encounter refers to a situation where two ships traveling along the same channel meet each other. Specifically, this includes the following scenarios:

[0066] (1) Meeting or nearly meeting

[0067] Two ships are sailing head-on on the waterway, with their course being basically opposite or nearly opposite. They will eventually meet at a certain point (i.e., the meeting point of the two ships' routes centered on the above-mentioned point).

[0068] (2) Meeting each other from the port or starboard side

[0069] Even if the two ships are not sailing in completely opposite directions, if they are sailing from each other’s port or starboard side respectively and meet at a certain point (i.e., the meeting point of the two ships’ routes centered on the above-mentioned point), they are considered to be sailing in opposite directions.

[0070] (3) Meeting on a curved waterway

[0071] In a winding waterway, two ships may come from different directions but eventually meet at a bend in the waterway, which is also a type of head-on encounter.

[0072] The rules for yielding when vehicles meet are as follows:

[0073] (1) Upstream vessels should give way to downstream vessels, but in tidal river sections, upstream vessels should give way to downstream vessels; in lakes, reservoirs, and stagnant areas, if one vessel is a single vessel and the other is a convoy, the single vessel should give way to the convoy. Upstream vessels, upstream vessels, and single vessels should give way when entering safe waters.

[0074] (2) In tidal river sections, lakes, reservoirs, and stratospheric areas, when two vessels meet or are close to meeting, they shall meet each other by their port side, except in special circumstances.

[0075] (3) When a vessel approaches a bend or a narrow section of the waterway where it cannot pass another vessel, it shall sound its siren as required. At night, it may also use a searchlight to shine upwards to attract the attention of other vessels. When encountering an oncoming vessel, it shall give way in accordance with the provisions of (1) and (2) above. If necessary, upstream vessels (upstream vessels in tidal river sections) shall also wait below the bend or narrow section of the waterway where it cannot pass another vessel for downstream vessels (downstream vessels in tidal river sections) to pass.

[0076] 2. Overtake

[0077] When a vessel is overtaking or passing another vessel from a direction greater than 22.5 degrees aft of its beam, and a collision hazard may be present, it shall be deemed an overtaking maneuver and the following provisions shall apply:

[0078] (1) During the overtaking process, the overtaking vessel shall give way to the overtaken vessel, shall not get too close to the overtaken vessel, and shall not obstruct the bow of the overtaken vessel. Among these, the overtaken vessel shall actively give way when it enters a safe water area.

[0079] (2) When the channel conditions and surrounding environment permit, the overtaken vessel shall agree to be overtaken and shall take actions such as giving up part of the channel and slowing down to assist in avoiding the overtake.

[0080] 3. Before crossing, vessels should pay attention to the channel conditions and surrounding environment. Crossing is only permitted after confirming that it will not obstruct the passage of other vessels and after sounding the required signal. When vessels cross or encounter each other, the following rules should be followed for yielding:

[0081] (1) All crossing vessels must give way to vessels traveling in the channel or river, and must not suddenly or forcibly cross in front of vessels traveling in the channel. Among them, crossing vessels should actively give way when entering safe waters.

[0082] (2) When two crossing vessels in the same current meet, if another vessel is on the starboard side of the vessel, the vessel shall give way to the other vessel. The vessel shall actively give way when entering a safe water area.

[0083] (3) When two cross-river vessels with different flow directions meet, the upstream vessel should give way to the downstream vessel, but in tidal river sections, the upstream vessel should give way to the downstream vessel. Among them, the upstream and downstream vessels should take the initiative to give way when entering safe waters.

[0084] (4) When two crossing vessels meet in a slack water area, the upstream vessel shall give way to the downstream vessel; when both are crossing upstream or downstream, if another vessel is on the starboard side of the upstream vessel, the upstream vessel shall give way to the downstream vessel. The upstream vessel and the upstream vessel shall give way to the downstream vessel when entering a safe water area.

[0085] (5) When two vessels meet at an intersection in a lake or reservoir, if another vessel is on the starboard side of your vessel, you shall give way to the other vessel. In this case, your vessel shall actively give way when entering a safe water area.

[0086] In one embodiment, a time period for yielding is calculated and determined, during which one vessel enters a safe area and the other vessel leaves the safe area. That is, during this time period, the vessel yielding must enter the safe area and may not leave, while the vessel being yielded to must not enter the safe area. Of course, the vessel being yielded to must carefully navigate through the safe area and maintain a safe distance from the vessel yielding to.

[0087] Regarding the avoidance time period, in one embodiment, the first vessel and / or the maritime traffic control system obtains the speed V of the second vessel. Based on the distance S of the second vessel's route and a simulated speed of 50% V, the latest time the second vessel arrives at the meeting point is calculated. Based on the distance S of the second vessel's route and a simulated speed of 150% V, the earliest time the second vessel arrives at the meeting point is calculated. A avoidance time period [2S / V, 2S / 3V] is set for the earliest and latest entry of one vessel into the safe waters. During the avoidance time period [2S / V, 2S / 3V], the other vessel leaves the safe waters. The current time is t0, and the avoidance time period is [t0+2S / V, t0+2S / 3V]. To improve vessel passage efficiency, the avoidance time period is preferably set to [5S / V, 5S / 6V]. In this case, the latest time the second vessel arrives at the meeting point is calculated based on a speed of 20% V, and the earliest time the second vessel arrives at the meeting point is calculated based on a speed of 120% V. In addition, to avoid errors in the current time t0, satellite time synchronization is used to keep the current time t0 of the two ships consistent.

[0088] like Figure 2 As shown, in one embodiment, step S1 includes the following steps:

[0089] S11. (First Vessel / Maritime Traffic Control System) continuously acquires information about the second vessel within a first safe distance from the first vessel. Based on the first vessel information, it determines the already navigated track of the second vessel and fits a second planned route for the second vessel, then sends a first collision warning. The first safe distance can be considered a medium-risk warning area. When the second vessel enters the medium-risk warning area, the first collision warning is sent to both the first and second vessels. The first vessel needs to make a decision on its next navigation plan based on the collision warning. The (First Vessel / Maritime Traffic Control System) captures and tracks the second vessel, monitoring the first vessel's information, especially its route, speed, and heading.

[0090] S12. (First Vessel / Maritime Traffic Control System) continuously acquires information about the second vessel within a second safe distance from the first vessel. Based on this information, it determines the already navigable track of the second vessel and fits a planned third route for the second vessel, then sends a second collision warning. The second safe distance can be considered a high-risk warning area. When the second vessel enters this area, a second collision warning is sent to both the first and second vessels. The first vessel needs to determine evasive action in response to the collision warning. The (First Vessel / Maritime Traffic Control System) captures and tracks the second vessel, closely monitoring its information, especially its route, speed, and heading, as the collision risk is higher at this point, and sufficient time needs to be allowed for the first vessel to make a decision.

[0091] S13. A third route is corrected based on the track and second route of the second vessel within the first safety distance and / or based on the track of the second vessel within the second safety distance. The corrected third route can more accurately predict the meeting point of the first and second vessels. The actual meeting point is not much different from the meeting point predicted based on the third route. Based on this, a precise safety waterway can be set for vessel avoidance.

[0092] The first and second vessel information of the second vessel can be received by the first vessel after the second vessel actively sends / broadcasts it, or it can be measured by the first vessel through radar tracking.

[0093] In one embodiment, information about a second vessel within a first safe distance from a first vessel is continuously acquired at a first frequency; this primarily involves obtaining position information and marking the second vessel's track. Furthermore, position information about the second vessel within a second safe distance from the first vessel is continuously acquired at a second frequency, and the second vessel's track is marked. Here, the track refers to the actual path formed by the vessel during navigation; the route is a pre-defined virtual line, representing the planned path of the vessel. Track deviations can occur due to various factors, such as weather conditions, navigation errors, unforeseen circumstances, human error, and limitations of navigation equipment / technology, with weather being the primary factor. Preferably, the second frequency is higher than the first frequency. When the second vessel enters the high-risk warning zone of the second safe distance, its collision risk is naturally much higher than the medium-risk warning zone of the first safe distance, necessitating more rigorous monitoring of the second vessel's navigation information.

[0094] like Figure 3 , Figure 4As shown, in one embodiment, the first safety distance is a first circular area centered on the first vessel and with a radius equal to the first safety distance, and the second safety distance is a second circular area centered on the first vessel and with a radius equal to the second safety distance. The first and second safety distances can be determined based on length. Factors affecting the first and second safety distances include static vessel information (such as length, beam, tonnage, and vessel type), dynamic vessel information (such as position, Coordinated Universal Time (UTC), heading, speed, turning rate, draft, dangerous goods information, and off-center loading), narrowest encounter distance, and environmental conditions (such as weather conditions, channel conditions, and electromagnetic environment). Preferably, the first and second safety distances can be determined based on vessel maneuvering time: first safety distance = first vessel maneuvering time x first maneuvering speed, second safety distance = first vessel maneuvering time x second maneuvering speed. It can be seen that the first and second safety distances can be fixed values ​​or dynamic values ​​set according to the environment and operating conditions to ensure that after the second vessel enters the first and second safety distances, the first vessel has sufficient time to decide on its next plan and maneuvering time. In one example, the first vessel maneuver time is related to the vessel's static and dynamic information, as well as the crew. This time can be determined based on the vessel's historical data or empirical data. The first and second maneuver speeds can be fixed values ​​or variables. The first maneuver speed corresponds to the medium-risk warning zone of the first safety distance, and is often greater than the second. Since the risk is not very high, the first maneuver speed does not need to be strictly limited to low speeds; therefore, the first safety distance is greater than the second safety distance. Currently, there is a technical specification for the time from full port to full starboard: no more than 28 seconds for seagoing vessels and no more than 20 seconds for inland waterway vessels. In practice, many inland waterway vessels operate at around 17 seconds or less. This is because a rudder speed of 20 seconds is slow in inland waterway vessel operations and cannot meet the maneuverability requirements in many scenarios. Improving the rudder speed by 3 seconds can significantly enhance the operation and safety of inland waterway vessels. Considering the complex and ever-changing situations in actual navigation, the above-mentioned ship maneuvering time can also take into account the time from full port rudder to full starboard rudder, the time estimated in special circumstances during avoidance, as well as the ship's rudder effectiveness, turning performance and maneuverability.

[0095] In one embodiment, in step S2, a safe waterway is defined centered on the meeting point of the second vessel's third route and the first vessel's route. After the third route is predicted and corrected, the second vessel's track is closer to the third route, and the meeting point prediction between the first and second vessel routes is more accurate. Therefore, the safe waterway defined in this way can better facilitate safe avoidance of vessels.

[0096] like Figure 3 , Figure 4As shown, in one embodiment, the safe water area includes a first safe water area and a second safe water area. The first safe water area is defined with the first vessel as the target vessel and the second vessel as the target vessel; the second safe water area is defined with the second vessel as the target vessel and the first vessel as the target vessel. The safe water area includes the first safe water area, the second safe water area, and the area where the first and second safe water areas meet. That is, the first and second vessels monitor each other, resulting in two safe water areas. Furthermore, errors in monitoring, temporary adjustments to the course, and deviations from the course may also lead to the existence of two safe water areas. As long as vessels enter / exit both safe water areas within the set avoidance time period (for safety reasons, the area between the first and second safe water areas may also be designated as a safe water area), collisions can be effectively avoided. The same principle applies to encounters of three or more vessels. In one embodiment, whether to enter the first or second safe water area is determined through negotiation between the first and second vessels via communication. Alternatively, it can be directly designated by the maritime traffic control system. To avoid the increased burden of multi-party communication, communication delays, information loss due to poor communication, and unreasonable delineation of the target vessel's safe waters, the safe waters should be based on the safe waters delineated by the yielding vessel. The yielding vessel, based on its own static and dynamic information, and by reasonably controlling its entry into the safe waters delineated by itself, will have greater initiative and controllability.

[0097] like Figure 3 , Figure 4As shown, in one embodiment, the safe waterway is one or more combinations of quadrilateral, circular, and elliptical waterways, and its extent is greater than the narrowest encounter distance between the first and second vessels. Specifically, in a quadrilateral waterway, the safe waterway location information includes the coordinates (e.g., latitude and longitude coordinates) of its four vertices; in a circular waterway, the safe waterway location information includes the coordinates (e.g., latitude and longitude coordinates) of its center; and in an elliptical waterway, the safe waterway location information includes the coordinates (e.g., latitude and longitude coordinates) of its four vertices. Among the shapes of the safe waterways, circular waterways have a wider extent and may significantly affect the passage of other vessels. Quadrilateral waterways are slightly better and easier to define; rectangular waterways are generally preferred. Elliptical waterways have characteristics between quadrilateral and circular waterways. In one embodiment, it is necessary to further determine the scope standard of the safe waterway. The scope standard should be related to the beam and length of the first and second vessels, and may also be related to the encounter distance between the vessels; this can effectively avoid situations where the safe waterway does not meet the avoidance conditions due to subjective factors, inconsistent standards, or errors during the delineation of the safe waterway. In one example, in a quadrilateral waterway, the width at its narrowest point is two to three times the beam of the larger of the first and second vessels, and the length is three to four times the length of the larger of the first and second vessels. In another example, in a circular waterway, the diameter is three to four times the length of the larger of the first and second vessels. In yet another example, in an elliptical waterway, the minor axis is two to three times the beam of the larger of the first and second vessels, and the major axis is three to four times the length of the larger of the first and second vessels. Preferably, the quadrilateral and elliptical waterways are arranged along the length of the waterway. The above-mentioned water areas are formed by various combinations of quadrilateral, circular, and elliptical water areas because: the first and second vessels may both be monitoring their own target vessels, resulting in two safe water areas (i.e., the first safe water area and the second safe water area). The shapes of the first and second safe water areas may not be the same. Even if they are the same, if there is a narrow water area between the first and second safe water areas, a larger safe water area can be drawn to include the first safe water area, the second safe water area, and the narrow water area between them.

[0098] In one embodiment, both the first and second vessel information include: vessel identification information, vessel position, heading, and speed. The vessel identification information is defined as unique identification information related to the vessel, used to identify the vessel, and includes at least one of the following: vessel name, call sign, MMSI, IMO, and vessel identification number.

[0099] In one embodiment, at least one of the following information is visually indicated on the electronic navigation chart: the shape / marking of the first vessel, the shape / marking of the second vessel, information about the first vessel, information about the second vessel, and the area of ​​the safe waters.

[0100] In the above embodiments, communication between ships can utilize VHF (Very High Frequency), while positioning of ships and safe waters can employ GPS (Global Positioning System), BDS (Beidou Navigation Satellite System), GLONASS (Global Navigation Satellite System), or GALILEO (Galileo Satellite Navigation System). In practice, ships are typically equipped with AIS (Automatic Identification System), a ship navigation device that integrates a standard VHF transmitter, GPS or LORAN-C receiver, and other electronic navigational facilities such as a gyrocompass or rudder angle indicator. AIS is primarily used for automatic identification, communication, and exchange of navigation information between ships, including unique identification codes, ship names, positions, headings, and speeds, displayed on the AIS screen or electronic chart. This information helps enhance collision avoidance measures between ships, strengthens maritime communication, and improves the ship's global awareness, thereby improving the safety and efficiency of maritime traffic. In addition, ships can also use BDS for positioning and navigation, and exchange communication and navigation information through short message function.

[0101] It should be noted that ships should always travel at a safe speed to prevent accidents.

[0102] In the waterway safety management method of this invention, the meeting point between the routes of the second vessel and the first vessel is generally considered the collision point, and the surrounding waters are considered a high-risk collision zone. This invention cleverly designates this area as a safe waterway. One vessel enters this safe waterway to avoid collision, while the other vessel leaves, thus isolating the two vessels from the risk of contact and collision. This is because if both vessels leave the high-risk collision zone (safe waterway), the complex and variable nature of navigation, influenced by various factors, could lead to a collision if communication is poor, the vessel is negligent, or its avoidance plan is unreasonable, especially if other vessels are present. In summary, the waterway safety management method of this invention can provide early warning of encounters and potential collisions, giving vessels sufficient reaction time for their next navigation plan. One vessel enters the safe waterway while the other leaves to ensure smooth and effective avoidance, effectively preventing collisions caused by encounters, reducing the occurrence of maritime accidents, and playing a significant positive role in the safety management and early warning of maritime traffic.

[0103] Example 2

[0104] Please refer to Figures 5-7 This embodiment provides a water transport safety management system, the structure of which is as follows:

[0105] 1. Route processing module

[0106] The route processing module 10 is used to receive the planned route information of the second vessel, or continuously acquire the vessel information of the second vessel within a safe distance from the first vessel and predict the route of the second vessel, and send collision warning information.

[0107] 2. Safe water area planning module

[0108] The safe water area designation module 20 is used to designate a safe water area centered on the meeting point of the second vessel's route and the first vessel's route, and to send the safe water area location information. The safe water area is used to avoid collisions by having one of the first vessel or the second vessel enter the safe water area and the other vessel leave the safe water area based on the collision warning information and the safe water area location information. The scope of the safe water area is related to the meeting distance between the first vessel and the second vessel.

[0109] like Figure 7 As shown, in one embodiment, the route processing module 10 in the water transport safety management system adopts the following structure:

[0110] 1. Second route processing module

[0111] The second route processing module 101 is used to continuously acquire the first ship information of the second ship within a first safe distance from the first ship, determine the track already sailed by the second ship based on the first ship information, fit the second route planned by the second ship, and send the first collision warning information.

[0112] 2. Third route processing module

[0113] The third route processing module 102 is used to continuously acquire information about the second vessel within a second safe distance from the first vessel, determine the already sailed track of the second vessel based on the second vessel information, fit the planned third route of the second vessel, and send a second collision warning message; and

[0114] 3. Third route correction module

[0115] The third route correction module 103 is used to correct the third route based on the second vessel's track within the first safety distance and the second route, and / or based on the second vessel's track within the second safety distance.

[0116] In one embodiment, in the water transport safety management system, the safe water area designation module 20 designates a safe water area centered on the meeting point of the third route of the second vessel and the route of the first vessel.

[0117] like Figure 5 As shown, in one embodiment, the water transport safety management system further includes a avoidance time period setting module 30. The avoidance time period setting module 30 is used to determine the avoidance time period when one vessel enters the safe waters and another vessel leaves the safe waters.

[0118] In one embodiment, the avoidance time period setting module 30 obtains the speed V of the second vessel, calculates the latest time for the second vessel to arrive at the meeting point based on the distance S of the second vessel's route and the simulated speed 50%V, calculates the earliest time for the second vessel to arrive at the meeting point based on the distance S of the second vessel's route and the simulated speed 150%V, and sets the avoidance time periods [2S / V, 2S / 3V] for the earliest and latest entry of one vessel into the safe waters, wherein the other vessel leaves the safe waters within the avoidance time period [2S / V, 2S / 3V].

[0119] It should be noted that the above-mentioned waterway transportation management system is used to implement the waterway safety management method in Embodiment 1 above, and each module in the system corresponds to each step in the method.

[0120] Example 3

[0121] Based on the same inventive concept, one embodiment of the present invention provides an electronic device, including: a memory and a processor; wherein the memory is used to store one or more computer instructions; the one or more computer instructions are executed by the processor using any of the methods described in the above embodiments.

[0122] Example 4

[0123] Based on the same inventive concept, one embodiment of the present invention provides a readable storage medium storing computer instructions; wherein, when the computer instructions are executed by a processor, they implement the method of any one of the above embodiments.

[0124] One or more of the aforementioned computer instructions can form a program.

[0125] The aforementioned program can run on a processor or be stored in memory (or computer-readable medium). Computer-readable medium includes both permanent and non-permanent, removable and non-removable media, and information storage can be achieved by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable medium does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0126] These computer programs may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes can be implemented using different modules, and different steps can be implemented using different modules.

[0127] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for waterway safety management, characterized in that, include: Receive the planned route information of the second vessel within a safe distance from the first vessel, or continuously acquire the vessel information of the second vessel and predict the route of the second vessel, and send collision warning information; Centered on the meeting point of the second vessel's route and the first vessel's route, a safe water area is defined, and the location information of the safe water area is sent; wherein, the safe water area is used to conduct vessel avoidance by having one of the first vessel and the second vessel enter the safe water area and the other vessel leave the safe water area based on the collision warning information and the location information of the safe water area.

2. The waterway safety management method according to claim 1, characterized in that, Set a time interval for the one vessel to enter the safe waters and the other vessel to leave the safe waters; and / or Obtain the speed V of the second vessel. Calculate the latest time the second vessel will arrive at the meeting point based on the distance S of the second vessel's route and a simulated speed of 50% V. Calculate the earliest time the second vessel will arrive at the meeting point based on the distance S of the second vessel's route and a simulated speed of 150% V. Set a avoidance time period [2S / V, 2S / 3V] for the earliest and latest entry of the first vessel into the safe waters. During the avoidance time period [2S / V, 2S / 3V], the other vessel leaves the safe waters.

3. The waterway safety management method according to claim 1 or 2, characterized in that, The step of receiving the planned route information of the second vessel within a safe distance from the first vessel, or continuously acquiring the vessel information of the second vessel and predicting its route, and then sending collision warning information includes: The system continuously acquires information about the second vessel within a first safe distance from the first vessel, determines the track already navigating by the second vessel based on the first vessel information, fits the second vessel's planned second route, and sends a first collision warning. The system continuously acquires information about the second vessel within a second safe distance from the first vessel, determines the already sailed track of the second vessel based on the second vessel information, fits the third route planned by the second vessel, and sends a second collision warning message. The second vessel's track and second route within the first safe distance and / or the third route modified based on the second vessel's track within the second safe distance.

4. The waterway safety management method according to claim 3, characterized in that, The first safety distance is a first circular area centered on the first vessel and with a radius equal to the first safety distance. The second safety distance is a second circular area centered on the first vessel and with a radius equal to the second safety distance.

5. The waterway safety management method according to claim 3, characterized in that, The process involves defining a safe waterway centered on the meeting point of the second vessel's and the first vessel's routes, and then sending the safe waterway location information. The safe waters are defined with the meeting point of the third route of the second vessel and the route of the first vessel as the center.

6. The waterway safety management method according to claim 1, characterized in that, The safe water area includes a first safe water area and a second safe water area; the first safe water area is defined with the first vessel as the main vessel and the second vessel as the target vessel; the second safe water area is defined with the second vessel as the main vessel and the first vessel as the target vessel; the safe water area includes the first safe water area, the second safe water area, and the area where the first safe water area and the second safe water area meet.

7. The waterway safety management method according to claim 1, characterized in that, The safe waterway is one or more combinations of quadrilateral, circular, and elliptical waterways, and the extent of the safe waterway is greater than the narrowest meeting distance between the first and second vessels; wherein: In the quadrilateral body of water, the location information of the safe water area includes the coordinates of the four vertices of the quadrilateral body of water; and / or Within the circular body of water, the location information of the safe body of water includes the coordinates of the center of the circular body of water; and / or In the elliptical water area, the location information of the safe water area includes the coordinates of the four vertices of the elliptical water area.

8. The waterway safety management method according to any one of claims 1, 2, 4-6, characterized in that, Both the first and second vessel information include: vessel identification information, vessel position, heading, and speed; and / or At least one of the following pieces of information is visualized on the electronic navigation chart: The first vessel; The second vessel; First vessel information; The second ship information; and The area of ​​the safe waters.

9. A water transport safety management system, characterized in that, include: The route processing module is used to receive the planned route information of the second vessel within a safe distance from the first vessel, or to continuously acquire the vessel information of the second vessel and predict the route of the second vessel, and send collision warning information. and The safe water area delineation module is used to delineate a safe water area centered on the meeting point of the routes of the second vessel and the first vessel, and to send the safe water area location information. The safe water area is used to avoid collisions by having one vessel enter the safe water area and the other vessel leave the safe water area based on collision warning information and the safe water area location information. The range of the safe water area is related to the meeting distance between the first vessel and the second vessel.

10. The waterway safety management system according to claim 9, characterized in that, The waterway safety management system includes: A avoidance time period setting module is used to set the avoidance time period for one vessel entering the safe waters and the other vessel leaving the safe waters; and / or, to obtain the speed V of the second vessel, calculate the latest time the second vessel arrives at the meeting point based on the distance S of the second vessel's route and a simulated speed of 50% V, calculate the earliest time the second vessel arrives at the meeting point based on the distance S of the second vessel's route and a simulated speed of 150% V, and set the avoidance time periods [2S / V, 2S / 3V] for the earliest and latest entry into the safe waters of the first vessel, wherein the other vessel leaves the safe waters within the avoidance time periods [2S / V, 2S / 3V]; and / or, In the waterway safety management system, the route processing module includes: The second route processing module is used to continuously acquire the first ship information of the second ship within a first safe distance from the first ship, determine the track already sailed by the second ship based on the first ship information and fit the second route planned by the second ship, and send the first collision warning information. The third route processing module is used to continuously acquire information about the second vessel within a second safe distance from the first vessel, determine the already navigated track of the second vessel based on the second vessel information, fit a planned third route for the second vessel, and send a second collision warning message; and The third route correction module is used to correct a third route based on the second vessel's track within a first safety distance and a second route, and / or based on the second vessel's track within a second safety distance; and / or, In the waterway safety management system, the safe water area designation module designates the safe water area centered on the meeting point of the third route of the second vessel and the route of the first vessel.

11. An electronic device, characterized in that, include: Memory; and processor; The memory is used to store one or more computer instructions; the one or more computer instructions are executed by the processor to implement the method according to any one of claims 1-8.

12. A readable storage medium, characterized in that, The readable storage medium stores computer instructions; wherein, when the computer instructions are executed by a processor, they implement the method described in any one of claims 1-8.

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