Intelligent navigation monitoring and yaw early warning method and system

Abstract

The invention relates to an intelligent navigation monitoring and yaw early warning method and system, and relates to the field of intelligent navigation, and the method comprises the steps: obtaining a real-time ship position; comparing the real-time ship position with a preset current route to obtain a yaw degree; acquiring a current navigation mode based on the real-time ship position; determining an early warning grading range based on the current navigation mode; analyzing the yaw degree according to the early warning grading range to obtain a current grade early warning signal; and outputting the early warning signal of the current grade. The method has the effect of solving the problem that the grading early warning rule cannot be dynamically adjusted according to different navigation modes such as a coastal mode and an ocean mode when track comparison is carried out by adopting a fixed navigation point and a threshold value.

Description

Technical Field

[0001] This invention relates to the field of intelligent navigation, and in particular to an intelligent navigation monitoring and yaw warning method and system. Background Technology

[0002] Intelligent navigation monitoring is an intelligent system that integrates sensor, computer vision, Internet of Things, and artificial intelligence technologies to conduct real-time perception, analysis, early warning, and control of the operational status, surrounding environment, and navigation path of ships, aircraft, and other navigational vehicles. Its core objective is to improve navigation safety, efficiency, and intelligence, and it is widely used in shipping, drone flights, civil aviation, and maritime supervision. One of its core functions is veer-off warning, which refers to the system's mechanism of automatically triggering an alarm when the deviation exceeds a set threshold, by using positioning and navigation technology to compare the vehicle's actual trajectory with a preset route in real time.

[0003] In related technologies, the system collects information on the location, status, and surrounding environment of the vehicle through devices such as BeiDou positioning, inertial navigation, radar, and cameras. Algorithm fusion ensures data accuracy. The data is then transmitted in real-time to the control terminal via satellite and 5G networks, where artificial intelligence algorithms are used for obstacle recognition, optimal route planning, and risk prediction. Deviation warning is a core function. The system presets flight paths and boundary thresholds, compares the vehicle's actual trajectory with the preset path in real-time, and triggers alarms at different levels when deviations exceed the thresholds. Some deviations can be automatically corrected. Simultaneously, it supports full monitoring and manual intervention by staff on an electronic map.

[0004] Regarding the aforementioned technologies, using fixed waypoints and thresholds for trajectory comparison makes it impossible to dynamically adjust the graded early warning rules according to different navigation modes such as coastal mode (focusing on avoiding shallow reefs) and ocean mode (focusing on long-distance and efficient endurance). Summary of the Invention

[0005] To address the problem that when using fixed waypoints and thresholds for trajectory comparison, it is impossible to dynamically adjust the graded early warning rules according to different navigation modes such as coastal mode (focusing on avoiding shallow reefs) and ocean mode (focusing on long-distance and efficient endurance), this invention provides an intelligent navigation monitoring and yaw warning method and system.

[0006] In a first aspect, the present invention provides an intelligent navigation monitoring and yaw warning method, which adopts the following technical solution:

[0007] A method for intelligent navigation monitoring and yaw warning includes:

[0008] Step S1: Obtain the real-time ship position;

[0009] Step S2: Compare the real-time ship position with the preset current route to obtain the degree of deviation;

[0010] Step S3: Obtain the current navigation mode based on the real-time ship position;

[0011] Step S4: Determine the warning level range based on the current navigation mode;

[0012] Step S5: Analyze the degree of yaw according to the warning level range to obtain the current level warning signal;

[0013] Step S6: Output the current level warning signal.

[0014] By adopting the above technical solution, the degree of deviation is obtained by comparing the real-time ship position with the preset current route. The navigation mode is determined in combination with the real-time ship position, and the warning level range is determined based on the navigation mode. The method of analyzing the degree of deviation, matching the corresponding warning level, and outputting the warning signal solves the problem that the traditional ship navigation deviation warning does not set the warning threshold according to the difference in navigation speed, resulting in low warning accuracy and inability to adapt to different navigation conditions in a timely manner. This effectively reduces the risk of ship deviation and ensures navigation safety.

[0015] Optional, also includes:

[0016] Step S7: Search for other vessel numbers and positions based on real-time vessel position, current route, and preset predicted path length;

[0017] Step S8: Receive monitoring data of other vessels sent by other vessel numbers;

[0018] Step S9: Find the corresponding expected degree of yaw based on monitoring data from other vessels;

[0019] Step S10: Accumulate the total yaw rate corresponding to the other vessel positions based on the other vessel positions and the expected yaw rate;

[0020] Step S11: Obtain future navigation patterns based on other ship positions;

[0021] Step S12: Calculate the path difference based on the positions of other ships and the real-time ship position;

[0022] Step S13: Determine the future warning level range based on future navigation patterns and path differences;

[0023] Step S14: Analyze the total yaw rate according to the future warning level range to obtain the future level warning signal;

[0024] Step S15: Output the future level warning signal.

[0025] By adopting the above technical solution, the method of receiving monitoring data from other vessels, calculating the expected degree of yaw and obtaining the total degree of yaw, combining the future navigation patterns of other vessels and the path difference with the vessel itself to determine the future warning level range, and analyzing the total degree of yaw to output the future level warning signal, solves the problem that traditional yaw warning only targets the vessel itself and does not consider the yaw situation and interactive effects of surrounding vessels, and realizes coordinated yaw warning for the vessel itself and surrounding vessels.

[0026] Optionally, methods for receiving monitoring data from other vessels via other vessel IDs include:

[0027] Step S80: When no other vessel number exists, treat all preset contactable vessel numbers as other vessel numbers;

[0028] Step S81: Obtain the routes of other vessels and the routes of vessels that have already sailed based on the vessel numbers and positions of other vessels;

[0029] Step S82: Determine the intersection point of the routes based on the current route and the routes of other vessels;

[0030] Step S83: When a route intersection exists and the route intersection falls within the route of an already sailing vessel, define the number of the other vessel as the number of the already sailing vessel and define the route intersection as another vessel position.

[0031] Step S84: Based on the route intersection, find the historical monitoring data corresponding to the number of the sailing vessel;

[0032] Step S85: Send historical monitoring data as monitoring data for other vessels using the number of the vessel that has sailed.

[0033] By adopting the above technical solution, when the target vessel number is not available, all preset contactable vessel numbers are included in the scope. The route intersection point is determined by the current route of the vessel and the routes of other vessels. The number of the vessel that has sailed is obtained based on the route intersection point, and its historical monitoring data is used as the source of monitoring data. This solves the problem of not being able to obtain effective monitoring information when the target vessel number is missing or there is no real-time data, and ensures the stability of the data source for multi-vehicle collaborative deviation warning.

[0034] Optional, also includes:

[0035] Step S86: When a route intersection exists and the route intersection does not fall within the route of a sailing vessel, define the other vessel number as the number of the unsailed vessel.

[0036] Step S87: Obtain the speed of the unsailed vessel number;

[0037] Step S88: Calculate the remaining path based on the positions of other vessels, the routes of other vessels, and the intersections of the routes;

[0038] Step S89: Calculate the arrival times of other ships based on the remaining path and travel speed;

[0039] Step S810: Receive monitoring data sent by the number of the unsailed vessel when the arrival time of other vessels has passed.

[0040] By adopting the above technical solution, vessels whose routes do not fall within the routes already navigated by other vessels at the route intersection are defined as non-navigating vessels. Their speed is obtained, and the remaining path is calculated by combining the positions of other vessels, routes, and route intersections. The time for the vessel to reach the route intersection is calculated, and the monitoring data sent by the vessel is received when it reaches the time node. This improves the monitoring data acquisition mechanism for vessels in different navigation states (navigated / non-navigated), enables accurate reception of effective data from non-navigated vessels at time nodes, and further ensures the comprehensiveness and timeliness of multi-vessel collaborative early warning data.

[0041] Optionally, it also includes a method for receiving monitoring data transmitted by the unsailed vessel number at the time of arrival of other vessels, the method comprising:

[0042] Step S8100: Obtain the current driving speed;

[0043] Step S8101: Calculate the current remaining path based on the real-time ship position, current route, and route intersections;

[0044] Step S8102: Calculate the current arrival time based on the remaining path and the current travel speed;

[0045] Step S8103: When the arrival time of other vessels is less than the current arrival time, receive the monitoring data sent by the number of the un-sailed vessel after the arrival time of other vessels has passed;

[0046] Step S8104: If the arrival time of other vessels is later than the current arrival time, do not receive monitoring data sent by the number of the vessel that has not yet sailed.

[0047] By adopting the above technical solution, the current speed of the vessel is obtained, the remaining path and time to the intersection of the route are calculated, and the arrival times of the vessel and non-vehicle vessels are compared. Monitoring data is only received at the time node when the non-vehicle vessel arrives earlier. This establishes a monitoring data reception and filtering mechanism based on arrival time priority, reduces interference from invalid data, ensures that the acquired monitoring data is highly relevant to the navigation safety of the vessel, and improves the efficiency and accuracy of multi-vehicle collaborative early warning.

[0048] Optional, also includes:

[0049] Step S90: If there is no intersection point between the routes, search for the ship numbers and positions on both sides of the route according to the preset search range based on the current route;

[0050] Step S91: Receive monitoring data around the route sent by the vessel numbers on both sides of the route;

[0051] Step S92: Calculate the intersection point based on the positions of both sides and the current route, and treat this intersection point as other positions;

[0052] Step S93: When the monitoring data around the route sent by the vessel numbers on both sides of the route are consistent, the route monitoring data is inferred based on the monitoring data around the route sent by the vessel numbers on both sides of the route.

[0053] Step S94: Find the corresponding expected deviation based on the route monitoring data.

[0054] By adopting the above technical solution, when there is no intersection between the ship and other vessels, the system searches for surrounding vessels within a preset range on both sides of the current route and receives the monitoring data of these vessels around their routes. It calculates the intersection of the vessel's position with the ship's route and treats it as the position of other vessels. If the monitoring data of the vessels on both sides are consistent, the system infers the route monitoring data based on this data and then finds the corresponding expected deviation. This method achieves full-scene coverage of surrounding vessel deviation data acquisition. Regardless of whether there is an intersection between routes, it can effectively collect and calculate relevant monitoring data, further improving the applicability and comprehensiveness of the early warning method in complex navigation environments.

[0055] Optional, also includes:

[0056] Step S95: When the monitoring data around the route sent by the vessel numbers on both sides of the route are inconsistent, search the routes on both sides based on the vessel numbers on both sides of the route.

[0057] Step S96: Determine the navigation tension based on the vessel numbers on both sides of the route;

[0058] Step S97: When the navigation tension is less than the preset leniency level, define the ship numbers on both sides of the corresponding route as the scout ship numbers;

[0059] Step S98: Send a preset scouting point request and current route to the scout vessel number and receive the acceptance signal from the scout vessel number;

[0060] Step S99: Upon receiving the reception signal of the exploration vessel number, receive the exploration monitoring data sent by the exploration vessel number;

[0061] Step S910: Find the corresponding expected yaw rate based on the pathfinding monitoring data.

[0062] By adopting the above technical solution, when the monitoring data of ships on both sides of the route are inconsistent, the navigation tension is first determined based on the ship numbers on both sides. If the navigation tension is lower than the preset relaxation level, a probe request containing the current route is sent to the ship. After receiving the receiving signal from the ship, the route detection monitoring data fed back by the ship is received to find the expected deviation degree. This solves the problem that when the monitoring data of ships on both sides are inconsistent, it is impossible to determine the source of effective monitoring data, which leads to the distortion of the deviation degree prediction.

[0063] Optionally, methods for sending a pre-defined reconnaissance point request to the reconnaissance vessel's number include:

[0064] Step S980: Define the other vessel positions corresponding to the received monitoring data of other vessels as existing data vessel positions;

[0065] Step S981: Analyze the existing data on ship position, predicted path length, and current route to obtain the gap range;

[0066] Step S982: Select the midpoint within the empty range as the empty position;

[0067] Step S983: Based on the empty defect position, the positions of the two sides corresponding to the exploration vessel number, and the corresponding routes on both sides, simulate any corner within the preset corner range to obtain the exploration path.

[0068] Step S984: Send out the exploration path at the same time as sending the exploration point request.

[0069] By adopting the above technical solution, the gap range of monitoring data is obtained by combining the ship position corresponding to the existing monitoring data with the predicted path length and the current route analysis. The midpoint of the gap range is selected as the gap location. Based on this location, the position and route of the exploration vessel, the exploration path is simulated and generated within the preset corner range. Finally, the exploration point request and the exploration path are sent synchronously. This method clarifies the core direction of the exploration request and the path planning method, allowing the exploration vessel to supplement the monitoring data in the gap range in a targeted manner, further improving the accuracy and completeness of data collection, and ensuring the accuracy of the prediction of the degree of deviation.

[0070] Optionally, the method of issuing the exploration path at the same time as issuing the exploration request also includes:

[0071] Step S9840: When the navigation tension is less than the preset level of complete relaxation, determine the start and end points of the gap based on the gap range;

[0072] Step S9841: Based on the empty starting point, the positions of the two sides corresponding to the exploration vessel number, and the corresponding routes on both sides, simulate any corner within the preset corner range to obtain the starting point exploration path.

[0073] Step S9842: Based on the empty endpoint, the positions of the two sides corresponding to the exploration vessel number, and the corresponding routes on both sides, simulate any corner within the preset corner range to obtain the return path to the endpoint.

[0074] Step S9843: Integrate the starting path, the missing area, and the return path to obtain the complete path;

[0075] Step S9844: Issue the complete exploration path as the exploration path.

[0076] By adopting the above technical solution, the starting point and ending point of the gap are determined according to the gap range of the monitoring data. Based on the starting point and ending point of the gap, combined with the position and route of the exploration vessel, the starting exploration path and the ending return path are simulated and generated within the preset corner range. Finally, the starting path, the gap range and the return path are integrated to form a complete exploration path and issued with the exploration point request. This means that differentiated planning of exploration paths under different navigation tensions is realized. In a completely relaxed scenario, the complete path covers the entire data gap range, ensuring that the data collected by the exploration vessel is comprehensive and consistent.

[0077] Secondly, this invention provides an intelligent navigation monitoring and yaw warning system, which adopts the following technical solution:

[0078] An intelligent navigation monitoring and yaw warning system includes:

[0079] The acquisition module is used to acquire real-time ship position, speed, and current speed.

[0080] A memory for storing a program for an intelligent navigation monitoring and yaw warning method as described above;

[0081] The processor loads and executes programs from memory.

[0082] In summary, the present invention has at least one of the following beneficial technical effects:

[0083] 1. It solves the problem that traditional ship yaw warnings do not take into account the differences in sailing speed when setting warning thresholds, resulting in low warning accuracy and inability to adapt to different sailing conditions in a timely manner. It effectively reduces the risk of ship yaw and ensures navigation safety.

[0084] 2. It solves the problem that traditional yaw warning only targets the vessel itself and does not consider the yaw situation of surrounding vessels and their interaction, and realizes coordinated yaw warning for both the vessel and surrounding vessels;

[0085] 3. A monitoring data reception and filtering mechanism based on arrival time priority was established to reduce interference from invalid data, ensure that the acquired monitoring data is highly relevant to the ship's navigation safety, and improve the efficiency and accuracy of multi-ship collaborative early warning. Attached Figure Description

[0086] Figure 1 This is a flowchart of an intelligent navigation monitoring and yaw warning method in an embodiment of this application.

[0087] Figure 2 This is a schematic diagram illustrating the calculation of the route difference between the two ships in an embodiment of this application.

[0088] Figure 3 This is a path diagram of the exploration path in the embodiments of this application. Detailed Implementation

[0089] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0090] This invention discloses an intelligent navigation monitoring and yaw warning method. (Refer to...) Figure 1 A method for intelligent navigation monitoring and yaw warning includes:

[0091] Step S1: Obtain the real-time ship position.

[0092] Real-time ship position refers to the real-time geographical location of a ship during navigation. It is obtained through a satellite positioning system, which relies on global satellite navigation systems, including GPS, BeiDou, and GLONASS. The ship's onboard global satellite navigation system receiver receives radio frequency signals from multiple satellites and calculates its own three-dimensional coordinates (longitude, latitude, and altitude) and time information.

[0093] Step S2: Compare the real-time ship position with the preset current route to obtain the degree of yaw.

[0094] The current route refers to the route the vessel is currently traveling on, obtained through a pre-planned navigation path. This path is typically formed by a series of waypoints, which can be geographical coordinates, navigational markers, etc. Yaw refers to the degree of deviation between the vessel's actual position and the current route. It can be quantified by calculating the difference in distance or angle between the real-time position and the corresponding point on the current route. For example, the vertical distance from the real-time position to the current route can be calculated; this distance is the yaw distance. The larger the yaw distance, the more severe the deviation from the current route. Alternatively, the angle between the line connecting the real-time position and the corresponding point on the current route and the tangent to the current route can be calculated; this angle is the yaw angle. A larger yaw angle also indicates a more significant deviation from the current route.

[0095] Step S3: Obtain the current navigation mode based on the real-time ship position.

[0096] The current navigation mode refers to the standardized navigation mode determined by a vessel for its current navigation waters, mission objectives, and maneuvering requirements. Common navigation modes include normal navigation mode, collision avoidance mode, coastal mode, and anchoring mode. Different navigation modes correspond to different parameter settings such as navigation speed, turning rate, and power output. The navigation mode database contains a mapping relationship between navigation waters, mission objectives, maneuvering requirements, and navigation modes. This database is established by professionals in the field who collect typical navigation mode characteristics for different navigation waters, mission objectives, and maneuvering requirements in advance. The current navigation mode is obtained by determining the current navigation waters after acquiring the real-time ship position, combining the ship's mission objectives and maneuvering requirements, and comparing and matching them with the navigation mode database using pattern recognition algorithms (such as decision trees and neural networks). Decision trees are suitable for waters with clear rules and high interpretability requirements (such as coastal mode), while neural networks are suitable for complex and dynamic waters (such as collision avoidance mode).

[0097] Step S4: Determine the warning level range based on the current navigation mode.

[0098] The warning classification range refers to the range of warning thresholds set for different degrees of yaw, based on the safety tolerance and maneuverability characteristics of the current navigation mode. For example, in normal navigation mode, the system sets a yaw distance of 0 to 20 meters as the yellow light warning range, at which point the vessel can safely correct its course by making minor adjustments. When the yaw distance reaches 20 to 40 meters, a red light warning is triggered, prompting the helmsman to take immediate steering maneuvers. If the yaw distance exceeds 40 meters, the highest level alarm (red light and horn) is activated, and the vessel's propulsion system is automatically activated for emergency avoidance. The warning classification range is obtained through pre-setting by personnel in the field based on the navigation mode and different degrees of yaw.

[0099] Step S5: Analyze the degree of yaw according to the warning level range to obtain the current level warning signal.

[0100] The current level warning signal refers to a graded warning signal generated based on the matching result between the degree of yaw and the warning level range. For example, the real-time calculated yaw distance or yaw angle is compared with the warning level range corresponding to the current navigation mode: if the yaw distance is in the range of 0 to 20 meters (or the yaw angle is less than a preset threshold), a yellow light warning signal is generated, indicating that the navigator has a slight yaw; if the yaw distance is in the range of 20 to 40 meters (or the yaw angle exceeds the first threshold but does not reach the second threshold), a red light warning signal is generated, requiring the navigator to take immediate corrective measures; if the yaw distance exceeds 40 meters (or the yaw angle exceeds the second threshold), the highest level red light and horn warning signal is generated, and the automatic emergency avoidance procedure of the ship's power system is triggered simultaneously. The current level warning signal is obtained through pre-setting by those skilled in the art.

[0101] Step S6: Output the current level warning signal.

[0102] The current level of warning signals is output locally on the control panel using audible and visual signals to alert the staff. These signals include yellow light only, red light only, and red light plus horn.

[0103] This also includes:

[0104] Step S7: Search for other vessel numbers and positions based on real-time vessel position, current route, and preset predicted path length.

[0105] The predicted path length refers to a preset distance extended along the current route from the current vessel's current position. This value is pre-set by professionals in the field based on the vessel's navigation characteristics, the complexity of the aquatic environment, and safety redundancy requirements. Other vessel numbers refer to the names and numbers of vessels other than this vessel, obtained through the approval of the competent authority and international organizations according to the principles of "uniqueness, lifelong validity, and standardization," and the allocation of legal / international identification numbers. Other vessel positions refer to the real-time geographical location of the vessels corresponding to other vessel numbers during navigation, also obtained through a satellite positioning system. The detailed acquisition methods have been explained in the previous steps and will not be repeated here. The specific search process is as follows: using the real-time vessel position as a reference point, a search area is delineated along the current route according to the predicted path length. The vessel's numbers and real-time position information within this area are obtained through the Automatic Identification System (AIS). An Automatic Identification System (AIS) is a system installed on vessels that automatically transmits and receives dynamic, static, and navigation-related information to achieve information exchange and sharing between vessels and between vessels and shore. The AIS can obtain real-time dynamic data of vessels corresponding to other vessel numbers, including their positions, speeds, and headings.

[0106] Step S8: Receive monitoring data of other vessels sent by other vessel numbers.

[0107] Other vessel monitoring data refers to the data collected and transmitted in real time by vessels with the same vessel number through various sensors and monitoring equipment during their navigation. This data includes, but is not limited to, the position, speed, heading, bow, draft, cargo type, vessel status (such as navigation, anchoring, loss of control, etc.), and meteorological and hydrological information (such as wind speed, wind direction, wave height, and current speed). Other vessel monitoring data is acquired by the vessels with the same vessel number encoding key information into standard format messages and broadcasting them via devices such as Automatic Identification System (AIS), radar, and Global Navigation Satellite System. This vessel receives and parses these messages.

[0108] Step S9: Find the corresponding expected degree of yaw based on monitoring data from other vessels.

[0109] The predicted yaw rate refers to the degree of deviation that a ship may make from its actual position and current course in the future. The predicted yaw rate is determined by matching the data from other ships with the data from a pre-set historical navigation trajectory database.

[0110] The historical navigation track database contains a mapping relationship between the monitoring data of other vessels and the expected degree of deviation. The historical navigation track database contains preset benchmark monitoring data. The deviation between the monitoring data of other vessels and the benchmark monitoring data is calculated. The larger the deviation, the greater the expected degree of deviation. This will not be elaborated here.

[0111] Baseline monitoring data refers to the data monitored when various types of vessels are navigating normally without veering off course.

[0112] Step S10: Accumulate the total yaw rate corresponding to the other ship positions based on the other ship positions and the expected yaw rate.

[0113] Total yaw rate refers to the predicted overall deviation of a vessel from its course over a future period. It is calculated by mathematically adding the real-time positions of other vessels to the projected yaw rate based on their navigation data. Specifically, the initial yaw distance or angle between the positions of other vessels and their current course is first determined; then, the projected yaw rate (i.e., the additional yaw distance or angle that may occur in the future period) is added to the initial yaw value to obtain the vessel's total yaw rate. For example, if a vessel's current yaw distance is 10 meters, and it is predicted that it will deviate an additional 5 meters due to a change in course within the next 5 minutes, its total yaw rate is 15 meters.

[0114] Step S11: Obtain future navigation patterns based on other ship positions.

[0115] The future navigation mode refers to the navigation mode that this vessel may adopt in the future. The future navigation mode is obtained by comparing and matching the characteristics of the future navigation waters with the real-time position information of other vessels, combined with the preset mission objectives and operational requirements, using pattern recognition algorithms and a navigation mode database.

[0116] Step S12: Calculate the path difference based on other ship positions and real-time ship positions.

[0117] The path difference refers to the difference in navigation path between our vessel and other vessels with the same number. It can be calculated by determining the geometric relationship between the line connecting the real-time positions of the two vessels and their respective current routes. The specific method is as follows: First, determine the spatial coordinates of the real-time positions of the two vessels. Then, calculate the angle between the line connecting the two vessels' positions and our current route, as well as the projected distance of this line in the direction perpendicular to our route. Simultaneously, calculate the angle between the line connecting the two vessels' positions and the projected distance of the line connecting the two vessels and the current routes of other vessels. Finally, through vector synthesis or geometric analysis, obtain the comprehensive difference value of the two vessels' navigation paths. (Refer to...) Figure 2 If one ship sails along route A and another ship sails along route B, and the vertical distance between the line connecting the real-time positions of the two ships and route A is d1, and the vertical distance between the line and route B is d2, then the path difference can be calculated by weighted average of d1 and d2 or by vector synthesis.

[0118] Step S13: Determine the future warning level range based on future navigation patterns and path differences.

[0119] The future warning classification range refers to the range of warning thresholds set for different degrees of yaw in the future. It is determined based on the safety tolerance and control response characteristics under the future flight mode. The future warning classification range is obtained through pre-setting by personnel in the field according to the flight mode for different degrees of yaw.

[0120] Step S14: Analyze the total yaw rate according to the future warning level range to obtain the future level warning signal.

[0121] Future level warning signals are signals used to alert staff to potential future level warnings, obtained by matching the total yaw rate with the future warning level range.

[0122] Step S15: Output the future level warning signal.

[0123] The future warning signal output method is to use sound and light signals to prompt the staff locally on the bridge. The sound and light signals include only light yellow light, only light red light, and light red light plus low-volume voice broadcast of other ship position information.

[0124] The methods for receiving monitoring data of other vessels sent by other vessel numbers include:

[0125] Step S80: When no other vessel number exists, treat all preset contactable vessel numbers as other vessel numbers.

[0126] Contactable vessel numbers refer to the numbers of other vessels that can be obtained within the predicted path length. These are obtained through the Automatic Identification System (AIS). If no other vessel numbers are found, it means that no other vessels can be found along the current route according to the predicted path length. In this case, all contactable vessel numbers are considered as other vessel numbers, expanding the vessel range to find more monitoring data for this vessel's route.

[0127] Step S81: Obtain the routes of other vessels and the routes of vessels that have already sailed based on the other vessel numbers and positions.

[0128] Other vessel routes refer to the routes taken by vessels with the same identification number as this vessel. These routes are obtained by locating other vessel numbers and their positions through the Automatic Identification System (AIS). A sailing vessel route refers to a route already traversed by other vessels. The starting point of a sailing vessel route is the starting point of other vessel routes, and the ending point is the current position of those other vessels within those routes. A route consisting of such a starting point and ending point is a sailing vessel route.

[0129] Step S82: Determine the intersection of routes based on the current route and the routes of other vessels.

[0130] A course intersection point refers to the point where the course of this vessel intersects with the course of another vessel. This can be determined by converting both courses into segmented straight lines with coordinates on an electronic map (e.g., marking the latitude and longitude of the starting point, turning point, and ending point). The coordinates of the point where they intersect can be calculated by solving a mathematical equation system for both segments. Alternatively, the system function can be accessed directly from the electronic chart. This system refers to the Electronic Chart Display and Information System, which is a shipborne navigation platform integrating hardware, software, and chart data. The system automatically detects and displays the intersection of the two courses, and then confirms whether the intersection point is within the actual voyage of both vessels.

[0131] Step S83: When a route intersection exists and the route intersection falls within the route of an already sailing vessel, define the other vessel number as the already sailing vessel number and define the route intersection as another vessel position.

[0132] When a route intersection exists and falls within the route of an already sailing vessel, it indicates that the current route intersects with the routes of other vessels, and the other vessels have already sailed past this route intersection.

[0133] Step S84: Based on the route intersection, find the historical monitoring data corresponding to the number of the sailing vessel.

[0134] Historical monitoring data refers to the data set collected and transmitted in real time by various sensors and monitoring equipment at the intersection of shipping routes corresponding to the vessel's serial number that has already sailed. This data is obtained by having the vessel's serial number encode key information into standard format messages and broadcast them via devices such as Automatic Identification System (AIS), radar, and Global Navigation Satellite System. The ship receives these messages and parses them to obtain the data.

[0135] Step S85: Send historical monitoring data as monitoring data for other vessels using the number of the vessel that has sailed.

[0136] This also includes:

[0137] Step S86: When a route intersection exists and the route intersection does not fall within the route of a sailing vessel, define the other vessel number as the number of the unsailed vessel.

[0138] When a route intersection exists and the intersection does not fall within the route of an already sailing vessel, it indicates that the current route intersects with the routes of other vessels, but the other vessels have not yet sailed through this intersection.

[0139] Step S87: Obtain the speed of the unsailed vessel number.

[0140] The speed of a vessel is the speed relative to the Earth relative to the fixed coordinates of the Earth, corresponding to the number of the vessel that is not sailing. It reflects the actual displacement of the vessel and is obtained by dividing the change in position over a short period of time by the time, which is measured by satellite positioning systems such as GPS and Beidou.

[0141] Step S88: Calculate the remaining path based on the positions of other vessels, the routes of other vessels, and the intersections of routes.

[0142] The remaining path refers to the route that starts from the positions of other vessels on other vessels' routes and ends at the intersections of those routes. The remaining path is obtained by inputting the spatial coordinates of the other vessels' positions and the intersections of the routes into the electronic chart display and information system, which then uses its built-in path calculation module to automatically generate the shortest route distance between the two points; or by calculating the straight-line distance between the two points using mathematical methods (considering Earth's curvature correction), and then converting it into the actual sailing distance by combining it with the route curvature coefficient.

[0143] Step S89: Calculate the arrival times of other ships based on the remaining path and travel speed.

[0144] The arrival time of other vessels refers to the specific time when other vessels travel from their positions to the intersection of the course. This is calculated by dividing the remaining path length by the vessel's speed to obtain a base time value, which is then dynamically corrected by incorporating environmental factors such as current speed and wind direction. The corrected time value is then added to the current time. The specific calculation process is automatically completed by the navigation time prediction module in the electronic chart display and information system, and also supports manual input of special environmental parameters for secondary verification.

[0145] Step S810: Receive monitoring data sent by the number of the unsailed vessel when the arrival time of other vessels has passed.

[0146] When the arrival time of other vessels is reached, it indicates that according to the predicted arrival time at the course intersection, other vessels have already arrived at the course intersection, and the monitoring data sent by those vessels regarding their arrival at the course intersection can be received.

[0147] This also includes a method for determining whether to receive monitoring data transmitted by the unsailed vessel's number when other vessels arrive, the method comprising:

[0148] Step S8100: Obtain the current driving speed.

[0149] The current speed refers to the ship's speed relative to the Earth's fixed coordinates, calculated by dividing the change in position over a short period of time by the time, using satellite positioning systems such as GPS and BeiDou.

[0150] Step S8101: Calculate the current remaining path based on the real-time ship position, current route, and route intersections.

[0151] The current remaining path refers to the path originating from the ship's real-time position on the current route and ending at the route intersection. The current remaining path is obtained by inputting the spatial coordinates of the real-time position and the route intersection into the electronic chart display and information system, which then uses its built-in path calculation module to automatically generate the shortest route distance between the two points; or by calculating the straight-line distance between the two points using mathematical methods (considering Earth's curvature correction), and then converting it into the actual navigation distance using the route curvature coefficient.

[0152] Step S8102: Calculate the current arrival time based on the current remaining path and the current driving speed.

[0153] The current arrival time refers to the specific time when the ship travels from its current real-time position to the intersection of the course. The base time value is obtained by dividing the path length by the current speed, and then dynamically corrected by taking into account the influence coefficients of environmental factors such as water flow speed and wind direction on the sailing speed. The corrected time value is then added to the current time.

[0154] Step S8103: When the arrival time of other vessels is less than the current arrival time, receive the monitoring data sent by the unsailed vessel number after the arrival time of other vessels has elapsed.

[0155] When the arrival time of other vessels is less than the current arrival time, it means that the other vessel will arrive at the course intersection point before this vessel. The vessel has arrived at the predicted arrival time of other vessels at the course intersection point and receives the monitoring data of the course intersection point sent by the vessel corresponding to the vessel number that has not yet sailed.

[0156] Step S8104: If the arrival time of other vessels is later than the current arrival time, do not receive monitoring data sent by the number of the vessel that has not yet sailed.

[0157] If the arrival time of other vessels is later than the current arrival time, it means that the other vessel will not arrive at the course intersection before this vessel, and the monitoring data sent by the vessel corresponding to the vessel number that has not yet sailed will not be received.

[0158] This also includes:

[0159] Step S90: If there is no intersection point between the routes, search for the ship numbers and positions on both sides of the route according to the preset search range based on the current route.

[0160] The search area refers to the region extending a certain distance to both sides of the current route as the center line. This area is pre-set based on the actual navigation environment, vessel size, and safety requirements. The vessel numbers on both sides of the route refer to the names and numbers of the vessels on either side of the route. The specific method for obtaining these numbers is the same as for other vessel numbers, as explained in the previous steps and will not be repeated here. The vessel positions on both sides refer to the real-time geographical locations of the vessels on both sides of the route during navigation, also obtained through a satellite positioning system. The detailed acquisition method has been explained in the previous steps and will not be repeated here. When no route intersection point exists, it means that no other vessel numbers can be found within the predicted path length of the current route, and there is no route intersection point where other vessel routes intersect with the current route. The specific search method is to define a search area extending a certain distance to both sides of the current route as the center line, and obtain the vessel numbers and real-time vessel position information on both sides of the route within this area through the Automatic Identification System (AIS).

[0161] Step S91: Receive monitoring data around the route sent by the vessel numbers on both sides of the route.

[0162] Surrounding route monitoring data refers to the data collected and transmitted in real time by vessels on both sides of the route using various sensors and monitoring equipment. This data is acquired by vessels with the corresponding vessel numbers on both sides of the route using equipment such as Automatic Identification System (AIS), radar, and Global Navigation Satellite System to encode key information into standard format messages and broadcast them. The vessel receives and parses these messages.

[0163] Step S92: Calculate the intersection point based on the positions of both sides and the current route, and treat this intersection point as other positions.

[0164] The intersection point is the point where the line connecting the positions of the two vessels intersects the current course. The intersection point is obtained by inputting the spatial coordinates of the two vessel positions into the electronic chart display and information system, which uses its built-in geometric calculation module to automatically generate the coordinates of the intersection point between the line connecting the two vessel positions and the current course; or by calculating the intersection point of the two straight lines mathematically (considering the effect of the Earth's curvature on coordinate transformation), and then correcting the actual intersection point position by combining it with the course curvature coefficient. This intersection point is considered the position of other vessels with different vessel numbers on the current course.

[0165] Step S93: When the monitoring data around the route sent by the vessel numbers on both sides of the route are consistent, the route monitoring data is inferred based on the monitoring data around the route sent by the vessel numbers on both sides of the route.

[0166] Route monitoring data refers to comprehensive analysis and processing of monitoring data surrounding a shipping route. Specifically, the analysis and processing method uses the positions of vessels on both sides as a reference. For these consistent monitoring data points, weighting coefficients are assigned according to their distance from the route. Through weighted averaging or data fitting, route monitoring data for the corresponding segment of the current route is generated. When the monitoring data transmitted by vessels on both sides of the route are consistent, it indicates that the environment of the vessels on both sides is similar to their navigation status on the current route, and their collected monitoring data has high reference value, allowing for the inference of route monitoring data.

[0167] Step S94: Find the corresponding expected deviation based on the route monitoring data.

[0168] Referring to step S9, the expected deviation is determined by matching the route monitoring data from the historical flight trajectory database.

[0169] This also includes:

[0170] Step S95: When the monitoring data around the route sent by the vessel numbers on both sides of the route are inconsistent, search the routes on both sides based on the vessel numbers on both sides of the route.

[0171] The "side routes" refer to the routes corresponding to the vessel numbers on either side of a given route. This is achieved by using the Automatic Identification System (AIS) to send and receive information about the vessel numbers and positions on both sides of the route, and then locating the corresponding routes. When the monitoring data surrounding the route sent by the vessel numbers on both sides are inconsistent, it indicates that the environments of the vessels on both sides are dissimilar, and there is a possibility that their navigation states are also dissimilar to those on the current route. In this case, the side routes are located based on the vessel numbers on both sides to obtain the necessary monitoring data for subsequent route planning.

[0172] Step S96: Determine the navigation tension based on the vessel numbers on both sides of the route.

[0173] Navigation tension refers to the time leeway that vessels on either side of a route have to complete their predetermined navigation objectives based on a pre-set target time and their current actual navigation progress. Navigation tension is calculated by obtaining the pre-set target time, used navigation time, and estimated remaining navigation time for vessels on both sides of the route. The difference between the actual remaining navigation time and the pre-set target time is then calculated, and the difference is adjusted based on the complexity of the navigation environment and task priority. The smaller the difference, the greater the navigation tension.

[0174] Step S97: When the navigation tension is less than the preset leniency level, define the ship numbers on both sides of the corresponding route as the scout ship numbers.

[0175] The "leniency level" refers to a threshold used to measure the amount of time available for navigation. This threshold is preset based on the ship's mission, performance, and safety requirements. When the navigation tension is less than the preset leniency level, it indicates that the corresponding ship has sufficient time to arrange subsequent navigation tasks. In this case, the ship's number is defined as the scout ship number, and this ship can provide data support for the monitoring data obtained by the main ship.

[0176] Step S98: Send a preset scouting point request and current route to the scout vessel number and receive the acceptance signal from the scout vessel number.

[0177] A reconnaissance request refers to a request issued by this vessel to the vessel corresponding to the reconnaissance vessel number, to explore a certain point and obtain monitoring data for that point. This request is obtained through pre-setting by those skilled in the art. A received signal refers to the signal given by the vessel corresponding to the reconnaissance vessel number that it has accepted this vessel's request to explore a certain point and obtain monitoring data for that point. This signal is also obtained through pre-setting by those skilled in the art.

[0178] Step S99: Upon receiving the acceptance signal of the exploration vessel number, receive the exploration monitoring data sent by the exploration vessel number.

[0179] Route monitoring data refers to the data collected and transmitted in real time by the vessel corresponding to the route-finding vessel number upon arrival at the target location, using various sensors and monitoring equipment. This data is acquired by the vessel corresponding to the route-finding vessel number using equipment such as Automatic Identification System (AIS), radar, and Global Navigation Satellite System to encode key information into standard format messages and broadcast them. The target vessel receives and parses these messages. When the target vessel number receives a reception signal, it indicates that the vessel corresponding to that number has accepted the target vessel's request to explore a certain point and obtain monitoring data for that point. The target vessel will then conduct the relevant reconnaissance work. The target vessel only needs to receive the route monitoring data sent by the target vessel number after completing its reconnaissance.

[0180] Step S910: Find the corresponding expected yaw rate based on the pathfinding monitoring data.

[0181] Referring to step S9, the expected deviation is determined by matching the route monitoring data from the historical flight trajectory database.

[0182] The methods for sending pre-defined reconnaissance point requests to the reconnaissance vessel's number include:

[0183] Step S980: Define the other vessel positions corresponding to the received monitoring data of other vessels as existing data vessel positions.

[0184] Step S981: Analyze the existing data on ship positions, predicted path lengths, and current routes to obtain the gap range.

[0185] The gap range refers to the range of routes where there are no existing data positions. It is obtained by searching for existing data positions by combining the current route with the predicted path length.

[0186] Step S982: Select the midpoint within the empty range as the empty position.

[0187] A gap location refers to the location of a point that needs to be explored. By using electronic charts and the geographic information analysis module built into the information system, combined with data such as the curvature of the route and the distribution of obstacles in the water, the optimal midpoint location within the gap is accurately calculated and determined.

[0188] Step S983: Based on the empty defect position, the positions of the two sides corresponding to the exploration vessel number, and the corresponding routes on both sides, simulate any corner within the preset corner range to obtain the exploration path.

[0189] The turning range refers to the maximum allowable turning angle range for the vessel corresponding to the scouting vessel number when scouting a point. This range is preset based on the vessel's maneuverability, safe navigation distance, and waterway navigation conditions. (Refer to...) Figure 3 The exploration path refers to the specific navigation path used by the vessel corresponding to the exploration vessel number when it explores a point. Path C is the exploration path, which is obtained by simulating the journey from the two positions corresponding to the exploration vessel number, turning at any corner within the preset corner range to the empty spot, and then turning at any corner within the corner range back to the route corresponding to the two sides of the exploration vessel number. The specific simulation method is to input the spatial coordinates of the two positions corresponding to the exploration vessel number, the spatial coordinates of the empty spot, and the coordinates of the key points of the route on both sides into the electronic chart display and information system. Using its built-in navigation simulation module, combined with the preset corner range parameters, the exploration path plan is automatically generated.

[0190] Step S984: Send out the exploration path at the same time as sending the exploration point request.

[0191] The method of issuing the exploration path at the same time as issuing the exploration request also includes:

[0192] Step S9840: When the navigation tension is less than the preset complete easing level, determine the starting point and ending point of the gap based on the gap range.

[0193] The "full leeway" threshold refers to a more stringent threshold used to further measure the sufficiency of navigation time. This threshold is typically set more leniently than the initial leeway threshold to ensure that specific operations are only performed when navigation time is extremely abundant. This threshold is precisely pre-set based on the ship's mission priority, the complexity of the navigation environment, and safety redundancy requirements. The "gap start" refers to the starting position within the gap area where scouting operations begin, and the "gap end" refers to the ending position within the gap area where scouting operations conclude and the ship returns to its original route. The gap start and end points are precisely determined on the electronic chart based on the gap area using the electronic chart display and information system. When the navigation tension is less than the preset full leeway threshold, it indicates that the corresponding ship has extremely abundant navigation time. The gap start and end points are then determined as the basic reference positions for subsequent route planning and scouting operations.

[0194] Step S9841: Based on the empty starting point, the positions of the two sides corresponding to the exploration vessel number, and the corresponding routes on both sides, simulate any corner within the preset corner range to obtain the starting point exploration path.

[0195] The starting exploratory path refers to the route taken by the vessel corresponding to the exploratory vessel number to reach the empty starting point for exploration. The starting exploratory path is obtained by simulating the positions of the vessels corresponding to the exploratory vessel number on both sides, starting from the routes on both sides of the exploratory vessel number, and reaching the empty starting point by any corner within the corner range. Specifically, the simulation method is to input the spatial coordinates of the positions of the vessels corresponding to the exploratory vessel number on both sides, the spatial coordinates of the empty starting point, and the geometric parameters of the routes on both sides into the electronic chart display and information system. Using its built-in path planning module, combined with dynamic factors such as the vessel's turning radius and water current speed, an optimal path that conforms to the preset corner range is generated.

[0196] Step S9842: Based on the empty endpoint, the positions of the two sides corresponding to the exploration vessel number, and the corresponding routes on both sides, simulate any corner within the preset corner range to obtain the return path to the endpoint.

[0197] The return path to the destination refers to the route taken by the vessel corresponding to the exploratory vessel number back to the routes on either side of the exploratory vessel number after the exploratory vessel number has completed its navigation within the empty area. Once the vessel corresponding to the exploratory vessel number has finished navigating within the empty area, the return path to the destination is obtained by simulating the positions of the vessels on either side of the exploratory vessel number returning to the routes on either side of the exploratory vessel number. Specifically, the simulation involves inputting the spatial coordinates of the positions of the vessels on either side of the exploratory vessel number, the spatial coordinates of the empty destination, and the geometric parameters of the routes on both sides into the electronic chart display and information system. Utilizing its built-in path planning module, the system comprehensively considers environmental factors such as vessel turning performance, safe navigation distance, current current speed, and wind direction, combined with preset corner range parameters, to automatically generate the optimal return path that meets navigation safety requirements.

[0198] Step S9843: Integrate the starting point exploration path, the missing area, and the ending point return path to obtain a complete exploration path.

[0199] Reference Figure 3 A complete exploration route refers to the path taken by the vessels on either side of the exploration vessel's number, starting from the exploration route on either side and returning to the corresponding route. Route D is the complete exploration route. The complete exploration route is obtained by integrating the starting exploration route, the gap area, and the return route at the end point through electronic chart display and information system.

[0200] Step S9844: Issue the complete exploration path as the exploration path.

[0201] Based on the same inventive concept, embodiments of the present invention provide an intelligent navigation monitoring and yaw warning system.

[0202] An intelligent navigation monitoring and yaw warning system includes:

[0203] The acquisition module is used to acquire real-time ship position, speed, and current speed.

[0204] The memory stores a program that can be loaded and executed by the processor to provide an intelligent navigation monitoring and yaw warning method.

[0205] The processor loads and executes programs from memory.

[0206] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. The specific working process of the system, device, and unit described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0207] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A method for intelligent navigation monitoring and yaw warning, characterized in that, include: Step S1: Obtain the real-time ship position; Step S2: Compare the real-time ship position with the preset current route to obtain the degree of deviation; Step S3: Obtain the current navigation mode based on the real-time ship position; Step S4: Determine the warning level range based on the current navigation mode; Step S5: Analyze the degree of yaw according to the warning level range to obtain the current level warning signal; Step S6: Output the current level warning signal.

2. The intelligent navigation monitoring and yaw warning method according to claim 1, characterized in that, Also includes: Step S7: Search for other vessel numbers and positions based on real-time vessel position, current route, and preset predicted path length; Step S8: Receive monitoring data of other vessels sent by other vessel numbers; Step S9: Find the corresponding expected degree of yaw based on monitoring data from other vessels; Step S10: Accumulate the total yaw rate corresponding to the other vessel positions based on the other vessel positions and the expected yaw rate; Step S11: Obtain future navigation patterns based on other ship positions; Step S12: Calculate the path difference based on the positions of other ships and the real-time ship position; Step S13: Determine the future warning level range based on future navigation patterns and path differences; Step S14: Analyze the total yaw rate according to the future warning level range to obtain the future level warning signal; Step S15: Output the future level warning signal.

3. The intelligent navigation monitoring and yaw warning method according to claim 2, characterized in that, Methods for receiving monitoring data of other vessels sent by other vessel numbers include: Step S80: When no other vessel number exists, treat all preset contactable vessel numbers as other vessel numbers; Step S81: Obtain the routes of other vessels and the routes of vessels that have already sailed based on the vessel numbers and positions of other vessels; Step S82: Determine the intersection point of the routes based on the current route and the routes of other vessels; Step S83: When a route intersection exists and the route intersection falls within the route of an already sailing vessel, define the number of the other vessel as the number of the already sailing vessel and define the route intersection as another vessel position. Step S84: Based on the route intersection, find the historical monitoring data corresponding to the number of the sailing vessel; Step S85: Send historical monitoring data as monitoring data for other vessels using the number of the vessel that has sailed.

4. The intelligent navigation monitoring and yaw warning method according to claim 3, characterized in that, Also includes: Step S86: When a route intersection exists and the route intersection does not fall within the route of a sailing vessel, define the other vessel number as the number of the unsailed vessel. Step S87: Obtain the speed of the unsailed vessel number; Step S88: Calculate the remaining path based on the positions of other vessels, the routes of other vessels, and the intersections of the routes; Step S89: Calculate the arrival times of other ships based on the remaining path and travel speed; Step S810: Receive monitoring data sent by the number of the unsailed vessel when the arrival time of other vessels has passed.

5. The intelligent navigation monitoring and yaw warning method according to claim 4, characterized in that, It also includes a method for receiving monitoring data transmitted by the unvoiced vessel's number when other vessels arrive, the method comprising: Step S8100: Obtain the current driving speed; Step S8101: Calculate the current remaining path based on the real-time ship position, current route, and route intersections; Step S8102: Calculate the current arrival time based on the remaining path and the current travel speed; Step S8103: When the arrival time of other vessels is less than the current arrival time, receive the monitoring data sent by the number of the undeparted vessel after the arrival time of other vessels has elapsed; Step S8104: If the arrival time of other vessels is later than the current arrival time, do not receive monitoring data sent by the number of the vessel that has not yet sailed.

6. The intelligent navigation monitoring and yaw warning method according to claim 3, characterized in that, Also includes: Step S90: If there is no intersection point between the routes, search for the ship numbers and positions on both sides of the route according to the preset search range based on the current route; Step S91: Receive monitoring data around the route sent by the vessel numbers on both sides of the route; Step S92: Calculate the intersection point based on the positions of both sides and the current route, and treat this intersection point as other positions; Step S93: When the monitoring data around the route sent by the vessel numbers on both sides of the route are consistent, the route monitoring data is inferred based on the monitoring data around the route sent by the vessel numbers on both sides of the route. Step S94: Find the corresponding expected deviation based on the route monitoring data.

7. The intelligent navigation monitoring and yaw warning method according to claim 6, characterized in that, Also includes: Step S95: When the monitoring data around the route sent by the vessel numbers on both sides of the route are inconsistent, search the routes on both sides based on the vessel numbers on both sides of the route. Step S96: Determine the navigation tension based on the vessel numbers on both sides of the route; Step S97: When the navigation tension is less than the preset leniency level, define the ship numbers on both sides of the corresponding route as the scout ship numbers; Step S98: Send a preset scouting point request and current route to the scout vessel number and receive the acceptance signal from the scout vessel number; Step S99: Upon receiving the reception signal of the exploration vessel number, receive the exploration monitoring data sent by the exploration vessel number; Step S910: Find the corresponding expected yaw rate based on the pathfinding monitoring data.

8. The intelligent navigation monitoring and yaw warning method according to claim 7, characterized in that, Methods for sending pre-defined reconnaissance point requests to the reconnaissance vessel's identification number include: Step S980: Define the other vessel positions corresponding to the received monitoring data of other vessels as existing data vessel positions; Step S981: Analyze the existing data on ship position, predicted path length, and current route to obtain the gap range; Step S982: Select the midpoint within the empty range as the empty position; Step S983: Based on the empty defect position, the positions of the two sides corresponding to the exploration vessel number, and the corresponding routes on both sides, simulate any corner within the preset corner range to obtain the exploration path. Step S984: Send out the exploration path at the same time as sending the exploration point request.

9. The intelligent navigation monitoring and yaw warning method according to claim 8, characterized in that, The method of issuing the exploration path at the same time as issuing the exploration request also includes: Step S9840: When the navigation tension is less than the preset level of complete relaxation, determine the start and end points of the gap based on the gap range; Step S9841: Based on the empty starting point, the positions of the two sides corresponding to the exploration vessel number, and the corresponding routes on both sides, simulate any corner within the preset corner range to obtain the starting point exploration path. Step S9842: Based on the empty endpoint, the positions of the two sides corresponding to the exploration vessel number, and the corresponding routes on both sides, simulate any corner within the preset corner range to obtain the return path to the endpoint. Step S9843: Integrate the starting path, the missing area, and the return path to obtain the complete path; Step S9844: Issue the complete exploration path as the exploration path.

10. An intelligent navigation monitoring and yaw warning system, characterized in that, include: The acquisition module is used to acquire real-time ship position, speed, and current speed. A memory for storing a program for an intelligent navigation monitoring and yaw warning method as described in any one of claims 1 to 9; The processor loads and executes programs from memory.

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