Ship intrusion detection method and system

Abstract

The invention relates to the technical field of ship intrusion detection, in particular to a ship intrusion detection method and system, intelligent identification and authorization management of ship identity are realized by introducing a dynamic white list mechanism and combining with an electronic fence technology, legal passage and illegal intrusion are fundamentally distinguished, and the false alarm rate is reduced to an extremely low level. Meanwhile, a multi-source data fusion technology is adopted, so that the accuracy and reliability of ship positioning and identification are improved; through multi-dimensional automatic verification and risk assessment, manual intervention is greatly reduced, and the detection efficiency is improved; and an automatic alarm and linkage response mechanism can realize rapid emergency processing, so that the safety monitoring capability and the security response level of key water areas are remarkably improved.

Description

A method and system for detecting ship intrusion Technical Field

[0001] This invention relates to the field of ship intrusion detection technology, and in particular to a ship intrusion detection method and system. Background Technology

[0002] With the rapid development of the global shipping industry, the flow of ships in key waterways such as ports, waterways, and offshore wind farms continues to grow, placing higher demands on the accuracy and efficiency of waterway security monitoring. Currently, the industry still largely relies on manual observation of radar screens and AIS (Automatic Identification System) lists for ship monitoring in key waterways, supplemented by video surveillance for manual confirmation. This model has a prominent and significant drawback affecting security effectiveness: a persistently high false alarm rate that is difficult to control effectively. Existing simple electronic fence systems can only achieve the basic function of "alarm upon intrusion into the area," lacking the ability to intelligently identify the legitimacy of ship identities. For legally authorized vessels such as port tugboats and dredging vessels, government vessels (such as patrol boats and coast guard vessels), and emergency rescue vessels, the system will still indiscriminately trigger alarms when they enter the electronic fence area to perform preset tasks. At the same time, some ships entering the fence area for legitimate reasons such as abnormal AIS signals or temporary route adjustments will also be misjudged as abnormal. Numerous invalid alarms not only consume the core energy of monitoring personnel, causing them to be under high-load screening for extended periods, but also easily lead to visual fatigue and decreased vigilance, resulting in missed or delayed detection of genuinely illegal intruding vessels (such as fishing boats entering restricted areas without authorization or vessels operating in violation of regulations). More seriously, frequent false alarms can create a negative perception among monitoring personnel that "alarms are invalid," lowering the priority of responding to alarm information and rendering the security defense line in key waters ineffective, failing to meet the core requirements of "precise prevention and control, and rapid response" in maritime safety management. Summary of the Invention

[0003] The technical problem to be solved by this invention is to provide a ship intrusion detection method and system that can realize automated alarm and linkage response, and greatly improve the intelligence level, monitoring accuracy and emergency response efficiency of water security.

[0004] To address the aforementioned technical problems, the first technical solution adopted by this invention is: a ship intrusion detection method, comprising the following steps: S1, defining an electronic fence area and setting security levels and alarm rules for the electronic fence area, generating electronic fence configuration information; S2, creating a dynamic ship whitelist database, the dynamic ship whitelist database including at least ship identification information, authorized areas, and effective time windows; S3, acquiring and fusing one or more ship dynamic data from automatic identification systems, radar systems, and video surveillance systems to form a unified ship dynamic view; S4, determining whether a ship has entered the electronic fence area based on the ship dynamic view and the electronic fence configuration information; S5, if the ship has entered the electronic fence area, performing multi-dimensional verification of the ship's identity, the electronic fence area it has entered, and the current time based on the dynamic ship whitelist database, generating a ship verification result; S6, performing intrusion determination and risk assessment operations based on the ship verification result, and triggering alarm and linkage response mechanisms according to the alarm rules generated in step S1.

[0005] The second technical solution adopted by the present invention is: a ship intrusion detection system, including one or more processors and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the above-mentioned ship intrusion detection method is implemented.

[0006] The beneficial effects of this invention are as follows: This solution establishes differentiated security benchmarks for different key waterways by defining regional electronic fences and binding security levels and alarm rules, providing a basic framework for subsequent risk classification and precise response; the created dynamic vessel whitelist database, with vessel identification information, authorized areas, and effective time windows as core dimensions, constructs flexibly configurable authorization credentials for legitimate vessels, realizing intelligent identification and authorization management of vessel identities, fundamentally breaking the traditional electronic fence's "only recognizing areas, not vessels" approach. Overcoming the limitations of traditional methods, this system can distinguish between legitimate passage and illegal intrusion, reducing the false alarm rate to an extremely low level. By integrating dynamic ship data from one or more systems, including Automatic Identification System (AIS), radar, and video surveillance, it overcomes the accuracy deficiencies and coverage blind spots of single data sources, significantly improving the accuracy and reliability of ship positioning and identification. This provides unified and reliable dynamic data support for subsequent judgment and verification. Based on the ship's dynamic view and electronic fence configuration information, it accurately captures ship intrusion behavior, ensuring that subsequent processes are only initiated for ships that have actually entered the fenced area, avoiding invalid processing. Through multi-dimensional automatic verification of identity, region, and time, a progressive screening mechanism is formed, eliminating the need for manual verification of ship legitimacy, greatly reducing human intervention, and significantly improving detection efficiency. Based on the ship verification results, intrusion judgment and risk assessment are performed, and an automated alarm and linkage response mechanism is triggered according to the generated alarm rules. This enables rapid activation of alarm methods such as sound and light, SMS, and platform pop-ups, as well as linkage actions such as video tracking and personnel notification, achieving rapid emergency handling of intrusion events. Ultimately, this significantly improves the security monitoring capabilities and security response level of key waterways. Attached Figure Description

[0007] Figure 1 is a flowchart of the ship intrusion detection method of the present invention; Figure 2 is a connection block diagram of the ship intrusion detection system of the present invention; Figure 3 is a connection block diagram of the ship intrusion detection system of the present invention; Reference numerals: 1. Processor; 2. Memory; 3. Electronic fence management module; 4. Whitelist management module; 5. Data fusion processing module; 6. Intrusion detection engine module; 7. Alarm response module; 8. Interface module. Detailed Implementation

[0008] To explain in detail the technical content, objectives, and effects of the present invention, the following description is provided in conjunction with the embodiments and accompanying drawings.

[0009] Referring to Figure 1, the first technical solution adopted by this invention is: a ship intrusion detection method, comprising the following steps: S1, defining an electronic fence area, setting security levels and alarm rules for the electronic fence area, and generating electronic fence configuration information; S2, creating a dynamic ship whitelist database, the dynamic ship whitelist database including at least ship identification information, authorized areas, and effective time windows; S3, acquiring and fusing one or more ship dynamic data from automatic identification systems, radar systems, and video surveillance systems to form a unified ship dynamic view; S4, determining whether a ship has entered the electronic fence area based on the ship dynamic view and the electronic fence configuration information; S5, if the ship has entered the electronic fence area, performing multi-dimensional verification of the ship's identity, the electronic fence area it has entered, and the current time based on the dynamic ship whitelist database, and generating a ship verification result; S6, performing intrusion determination and risk assessment operations based on the ship verification result, and triggering an alarm and linkage response mechanism according to the alarm rules generated in step S1.

[0010] As described above, the beneficial effects of this invention are as follows: This solution establishes differentiated security benchmarks for different key waterways by defining regional electronic fences and binding security levels and alarm rules, providing a basic framework for subsequent risk classification and precise response; the created dynamic vessel whitelist database, with vessel identification information, authorized areas, and effective time windows as core dimensions, constructs flexibly configurable authorization credentials for legitimate vessels, realizing intelligent identification and authorization management of vessel identities, fundamentally breaking the traditional electronic fence's "only recognizing areas, not vessels" approach. Overcoming the limitations of traditional methods, this system can distinguish between legitimate passage and illegal intrusion, reducing the false alarm rate to an extremely low level. By integrating dynamic ship data from one or more systems, including Automatic Identification System (AIS), radar, and video surveillance, it overcomes the accuracy deficiencies and coverage blind spots of single data sources, significantly improving the accuracy and reliability of ship positioning and identification. This provides unified and reliable dynamic data support for subsequent judgment and verification. Based on the ship's dynamic view and electronic fence configuration information, it accurately captures ship intrusion behavior, ensuring that subsequent processes are only initiated for ships that have actually entered the fenced area, avoiding invalid processing. Through multi-dimensional automatic verification of identity, region, and time, a progressive screening mechanism is formed, eliminating the need for manual verification of ship legitimacy, greatly reducing human intervention, and significantly improving detection efficiency. Based on the ship verification results, intrusion judgment and risk assessment are performed, and an automated alarm and linkage response mechanism is triggered according to the generated alarm rules. This enables rapid activation of alarm methods such as sound and light, SMS, and platform pop-ups, as well as linkage actions such as video tracking and personnel notification, achieving rapid emergency handling of intrusion events. Ultimately, this significantly improves the security monitoring capabilities and security response level of key waterways.

[0011] Further, step S3 specifically includes: S31, acquiring the original message data from the Automatic Identification System (AIS), the original spot data from the radar system, and the original video frame data from the video surveillance system; S32, performing time alignment and spatial calibration operations on the original message data, original spot data, and original video frame data to generate a standardized dataset with unified spatiotemporal reference; S33, performing target association and fusion processing on the spot data and message data in the standardized dataset to obtain preliminary fused data with ship identity, precise location, and motion status; S34, performing ship target recognition operations on the video frame data in the spatiotemporal standardized dataset, extracting ship visual features and estimating geographic coordinates, and performing cross-validation and supplementation operations on the ship visual features and geographic coordinates with the preliminary fused data to form a unified dynamic view of the ship.

[0012] As described above, the layered processing flow of "data acquisition - standardized processing - correlation and fusion - cross-validation" solves the problems of spatiotemporal heterogeneity and inconsistent accuracy of multi-source data. Time alignment and spatial calibration ensure data consistency, the correlation and fusion of radar and AIS (Automatic Identification System) data improves the accuracy of ship position and identity information, and the supplementary verification of video data improves the monitoring coverage of ships without AIS, further strengthening the advantages of multi-source data fusion. The resulting unified dynamic view of ships provides comprehensive and reliable data support for subsequent intrusion judgment, ensuring the accuracy of ship positioning and identification.

[0013] Further, step S4 specifically includes: S41, extracting the real-time geographic coordinates of the target vessel from the dynamic view of the vessel generated in step S3; S42, determining the positional relationship between the real-time geographic coordinates and the area boundary defined in the electronic fence configuration information generated in step S1; S43, if the positional relationship indicates that the vessel enters the electronic fence area from outside the electronic fence area, then it is determined that the vessel has entered the corresponding electronic fence area, and the entry event is recorded.

[0014] As described above, the logic for determining when a vessel enters the electronic fence area is clearly defined. By extracting real-time geographic coordinates and determining their positional relationship with the fence boundary, entry behavior "from the outside in" is accurately identified, avoiding misjudgments of vessels staying or transiting within the area. Simultaneously, entry events are recorded, providing complete data for subsequent multi-dimensional verification and intrusion tracing, improving the rigor of intrusion detection. This, combined with the multi-dimensional verification mechanism, reduces manual intervention and further enhances detection efficiency.

[0015] Furthermore, the multi-dimensional verification in S5 specifically includes the following steps: S51, determining whether the ship's mobile communication service identification code exists in the dynamic ship whitelist database, and generating an identity verification result; S52, if the identity verification result is successful, determining whether the electronic fence area entered by the ship is within the authorized area recorded for the ship in the dynamic ship whitelist database, and generating an area verification result; S53, if the area verification result is successful, determining whether the current time is within the valid time window recorded for the ship in the dynamic ship whitelist database, and generating a time verification result; S54, if any one of the identity verification result, area verification result, and time verification result fails, then a ship verification result is generated.

[0016] As described above, the progressive verification logic of "identity-region-time" is deeply integrated with the dynamic whitelist mechanism, filtering legitimate vessels layer by layer to ensure the accuracy of the verification results. Using a unique MMSI (Mobile Service Identifier) ​​as the core of identity verification guarantees the uniqueness of vessel identification; region and time verification further limit the legitimate activity range and time period of the vessel. Failure in any dimension of verification is judged as a potential intrusion, maximizing the elimination of invalid alarms at the rule level, reducing the false alarm rate to an extremely low level, while reducing manual intervention and improving detection efficiency.

[0017] Further, step S2 specifically includes: S21, receiving and storing basic information about the vessel, the basic information including at least the vessel's mobile communication service identification code; S22, associating each vessel with an authorized electronic fence area based on the basic information, generating authorization relationship data between the vessel and the area; S23, configuring an effective time window for the authorization relationship between each vessel and the area based on the authorization relationship data; S24, integrating the basic information, authorization relationship data, and effective time window to construct and store a dynamic vessel whitelist database.

[0018] As described above, a standardized construction process for the dynamic vessel whitelist database has been established. Through basic information storage, authorization region association, effective time configuration, and data integration, dynamic management of the whitelist has been achieved. It supports configuring multiple authorization regions and corresponding time windows for a single vessel, meeting the flexible operational needs of vessels such as workboats and patrol boats. Simultaneously, it provides a structured and queryable data source for multi-dimensional verification, ensuring the accurate implementation of intelligent vessel identification and authorization management, and laying a core foundation for reducing false alarm rates.

[0019] Further, step S6 specifically includes: S61, based on the ship verification results, determining whether the verification of the ship's identity, the electronic fence area it entered, and the current time has all passed; S62, if any dimension fails, determining that the ship's behavior constitutes an intrusion; S63, for ships whose behavior is determined to be an intrusion, assessing and determining the risk level of the intrusion behavior based on the security level of the electronic fence area where it is located; S64, based on the risk level, calling the alarm rules generated for the electronic fence area in step S1, generating and publishing alarm information; S65, responding to the alarm information published in step S64, triggering a preset linkage response mechanism.

[0020] As described above, a complete closed loop of "verification result - intrusion determination - risk assessment - alarm issuance - linkage response" has been constructed, which is deeply linked with the security level configuration of the electronic fence and multi-dimensional verification results. The accurate assessment of risk level makes alarms and responses more targeted, and the tiered alarm ensures that monitoring personnel prioritize the handling of high-risk intrusion events; the automated linkage response mechanism eliminates the need for manual intervention and can quickly initiate emergency measures such as video tracking and personnel notification, achieving rapid emergency handling and significantly improving the security response level of key water areas.

[0021] Furthermore, step S1 specifically involves: drawing polygons or circles through a graphical interface to define the electronic fence area, setting security levels and alarm rules for the electronic fence area, and generating electronic fence configuration information.

[0022] As described above, using a graphical interface for drawing electronic fences lowers the barrier to entry for system operation, allowing users to flexibly define the shape and extent of fences according to actual waterway scenarios (such as port core areas, waterways, and restricted navigation zones). The binding of security levels with alarm rules provides a basis for the tiered handling of subsequent intrusion events, making the electronic fence configuration more aligned with actual security needs. Combined with automated alarm response mechanisms, this enhances the accuracy and efficiency of security management.

[0023] Referring to Figure 2, the second technical solution adopted by the present invention is: a ship intrusion detection system, including one or more processors 1 and a memory 2. The memory 2 stores a computer program. When the computer program is executed by the processor 1, it implements the above-mentioned ship intrusion detection method.

[0024] As can be seen from the above description, the beneficial effects of the present invention are as follows: the hardware configuration of processor 1 and memory 2 ensures the stable implementation of the ship intrusion detection method; the system can flexibly configure the number of processors 1 according to the actual application scenario to meet the needs of real-time processing of multi-source data, large-scale fence management and high-concurrency verification; memory 2 provides reliable storage support for information such as electronic fence configuration, whitelist data, and ship trajectory, ensuring the smooth operation of core functions such as dynamic whitelist mechanism and multi-source data fusion, and providing hardware guarantee for reducing false alarm rate, improving detection efficiency and response level.

[0025] Furthermore, referring to Figure 3, the system also includes: an electronic fence management module 3, used to define electronic fence areas, set security levels and alarm rules for the electronic fence areas, and generate electronic fence configuration information; a whitelist management module 4, used to create a dynamic ship whitelist database, which includes at least ship identification information, authorized areas, and valid time windows; a data fusion processing module 5, used to acquire and fuse one or more ship dynamic data from the Automatic Identification System (AIS), radar system, and video surveillance system to form a unified ship dynamic view; an intrusion detection engine module 6, used to determine whether a ship has entered the electronic fence area based on the ship dynamic view and electronic fence configuration information, and if the ship has entered the electronic fence area, to perform multi-dimensional verification of the ship's identity, the electronic fence area it has entered, and the current time based on the dynamic ship whitelist database, and generate a ship verification result; and an alarm response module 7, used to perform intrusion judgment and risk assessment operations based on the ship verification result, and to trigger alarm and linkage response mechanisms according to the alarm rules generated in step S1.

[0026] As described above, the system's functions are broken down into modules through modular design, with each module corresponding to and coordinating with the core steps of the aforementioned ship intrusion detection method. The electronic fence management module 3 and whitelist management module 4 construct the system's core authorization rule base; the data fusion processing module 5 ensures the accuracy of ship dynamic data; the intrusion detection engine module 6 implements the core logic of intrusion judgment and multi-dimensional verification; and the alarm response module 7 completes automated processing. The clear division of labor among modules and smooth data flow ensure the full utilization of the core advantages of combining dynamic whitelists and electronic fences, and integrating multi-source data, thereby improving the system's maintainability and operational efficiency.

[0027] Furthermore, referring to Figure 3, it also includes: an interface module 8, used for data exchange and command interaction with external systems, the external systems including at least one of a port management system, a ship traffic management system, and a video surveillance platform.

[0028] As can be seen from the above description, the interface module 8 enables seamless integration of the system with the existing maritime management system. Through data exchange with external systems such as port management system and vessel traffic management system, it can synchronize vessel operation plans and traffic control information, providing rich data sources for the automatic update of the dynamic whitelist. At the same time, the system can synchronize alarm information and intrusion events to external platforms, link more emergency resources, further enhance automated linkage response capabilities, and improve the coordination of safety monitoring in key waters and the overall security level.

[0029] Please refer to Figure 1. Embodiment 1 of the present invention is: a ship intrusion detection method, including the following steps: S1, defining an electronic fence area, setting a security level and alarm rules for the electronic fence area, and generating electronic fence configuration information; Step S1 specifically involves: drawing polygons or circles through a graphical interface to define an electronic fence area, setting a security level and alarm rules for the electronic fence area, and generating electronic fence configuration information.

[0030] S2. Create a dynamic vessel whitelist database, which includes at least vessel identification information, authorized regions, and valid time windows. Specifically, step S2 involves: S21. Receiving and storing basic vessel information, including at least the vessel's mobile communication service identification code; S22. Associating each vessel with an authorized electronic fence region based on the basic information, generating authorization relationship data between the vessel and the region; S23. Configuring a valid time window for each vessel's authorization relationship based on the authorization relationship data; S24. Integrating the basic information, authorization relationship data, and valid time windows to construct and store the dynamic vessel whitelist database.

[0031] S3. Acquire and fuse one or more ship dynamic data from the Automatic Identification System (AIS), radar system, and video surveillance system to form a unified ship dynamic view. Specifically, step S3 involves: S31. Acquiring raw message data from the Automatic Identification System (AIS), raw point data from the radar system, and raw video frame data from the video surveillance system; S32. Performing time alignment and spatial calibration operations on the raw message data, raw point data, and raw video frame data to generate a standardized dataset with unified spatiotemporal reference; S33. Performing target association and fusion processing on the point data and message data in the standardized dataset to obtain preliminary fused data with ship identity, precise location, and motion status; S34. Performing ship target recognition operations on the video frame data in the spatiotemporal standardized dataset, extracting ship visual features and estimating geographic coordinates, and cross-validating and supplementing the ship visual features and geographic coordinates with the preliminary fused data to form a unified ship dynamic view.

[0032] S4. Based on the ship dynamic view and the electronic fence configuration information, determine whether the ship has entered the electronic fence area; Step S4 specifically includes: S41. Extracting the real-time geographic coordinates of the target ship from the ship dynamic view generated in step S3; S42. Determining the positional relationship between the real-time geographic coordinates and the area boundary defined in the electronic fence configuration information generated in step S1; S43. If the positional relationship indicates that the ship has entered the electronic fence area from outside the electronic fence area, then it is determined that the ship has entered the corresponding electronic fence area, and the entry event is recorded.

[0033] S5. If the vessel has entered the electronic fence area, then according to the dynamic vessel whitelist database, the vessel's identity, the electronic fence area it has entered, and the current time are verified in multiple dimensions to generate a vessel verification result. The multi-dimensional verification in S5 specifically includes the following steps: S51. Determine whether the vessel's Mobile Communication Service Identifier (MMSI) exists in the dynamic vessel whitelist database and generate an identity verification result; S52. If the identity verification result is successful, determine whether the electronic fence area entered by the vessel is within the authorized area recorded for the vessel in the dynamic vessel whitelist database and generate an area verification result; S53. If the area verification result is successful, determine whether the current time is within the valid time window recorded for the vessel in the dynamic vessel whitelist database and generate a time verification result; S54. If any of the identity verification result, area verification result, and time verification result fails, then a vessel verification result is generated.

[0034] S6. Based on the ship inspection results, perform intrusion detection and risk assessment operations, and trigger alarm and linkage response mechanisms according to the alarm rules generated in step S1.

[0035] Step S6 specifically comprises: S61. Based on the ship verification results, determine whether the verification of the ship's identity, the electronic fence area it entered, and the current time has all passed; S62. If any dimension fails, determine that the ship's behavior constitutes an intrusion; S63. For ships whose behavior is determined to be an intrusion, assess and determine the risk level of the intrusion behavior based on the security level of the electronic fence area in which it is located; S64. Based on the risk level, call the alarm rule generated for the electronic fence area in step S1 to generate and publish alarm information; S65. In response to the alarm information published in step S64, trigger the preset linkage response mechanism.

[0036] The specific implementation steps of the above-mentioned ship intrusion detection method are as follows: S1. On the graphical interface provided by the system, operators can define the physical boundaries of the electronic fence by drawing polygonal or circular areas based on the electronic map. At the same time, a security level and associated alarm rules (such as trigger thresholds, alarm notification methods, and targets) are set for this area. The system stores the above configuration information in a structured manner, generating electronic fence configuration information.

[0037] S2. The system receives and stores basic information about the vessel, including at least a globally unique Mobile Service Identifier (MMSI). Based on this, each vessel is assigned one or more specific electronic fence zones that it is authorized to enter, forming authorization relationship data between the vessel and the zones. Furthermore, a valid time window is associated with each "vessel-authorized zone" pair (e.g., for a dredging vessel, the authorized entry time into the "channel construction zone" is configured to be from 09:00 to 17:00 on October 10, 2025). Finally, the basic information, authorization relationship data, and valid time windows are integrated to construct a dynamically queried and maintainable vessel whitelist database.

[0038] S3. Real-time acquisition of raw message data from the Automatic Identification System (AIS), raw point data from the radar system, and raw video frame data from the video surveillance system. First, these heterogeneous data sources are synchronized in time and calibrated in spatial coordinate system one, forming a standardized dataset with consistent spatiotemporal references. Then, the radar point data and AIS message data in the standardized dataset are subjected to target association and fusion processing to obtain preliminary fused data that combines ship identity (from AIS) with precise position, speed, and heading (from radar). Simultaneously, image recognition technology is applied to the video frame data in the standardized dataset for ship target detection, feature extraction, and geographic coordinate estimation. The obtained visual features and location information are then cross-validated and supplemented with the aforementioned preliminary fused data. Through this process, a unified, reliable, and multi-dimensional dynamic view of the ship is finally generated.

[0039] S4. Extract the geographic coordinates of the target vessel in real time from the dynamic view of the vessel generated in step S3. Determine the positional relationship between these coordinates and the boundary of the electronic fence area defined in step S1 using geometric operations (such as ray casting). When the system determines that a vessel has entered the interior of an electronic fence area from outside, it confirms an entry event and records the vessel's identifier, entry time, location, and the corresponding fence area information.

[0040] S5. For vessels identified as having entered an electronic fence area, the system performs a progressive verification based on the dynamic vessel whitelist database: First, identity verification is performed to determine if the vessel's MMSI exists in the whitelist database; if it does, area verification is performed to determine if the currently entered electronic fence area is within its authorized area list; if the area verification passes, a time verification is performed to determine if the current time is within the valid time window for which the vessel is authorized to enter this area. If any of the above three dimensions of verification—identity, area, and time—fail, a verification result for a failed vessel is generated.

[0041] S6. The system automatically determines the entry based on the vessel verification results generated in step S5: if all three dimensions of verification pass, the vessel is considered to have entered legally; if any dimension of verification fails, the vessel's behavior is determined to constitute an intrusion. For intrusion behavior, the system automatically assesses its risk level based on the preset security level of the electronic fence area where the intrusion occurred. Subsequently, according to the alarm rules configured for the area in step S1, the system automatically generates and publishes alarm information of the corresponding level (such as popping up an alarm window on the monitoring platform or triggering an audible and visual alarm). At the same time, the system triggers a preset linkage response mechanism, such as automatically controlling the PTZ camera to track and record the intrusion target or sending alarm notification messages to relevant management personnel, thereby forming a complete detection-determination-response closed loop.

[0042] Referring to Figures 2 and 3, the second embodiment of the present invention is as follows: Referring to Figure 2, a ship intrusion detection system includes one or more processors 1 and a memory 2. The memory 2 stores a computer program. When the computer program is executed by the processor 1, it implements the above-mentioned ship intrusion detection method.

[0043] Furthermore, referring to Figure 3, the system also includes: an electronic fence management module 3, used to define electronic fence areas, set security levels and alarm rules for the electronic fence areas, and generate electronic fence configuration information; a whitelist management module 4, used to create a dynamic ship whitelist database, which includes at least ship identification information, authorized areas, and valid time windows; a data fusion processing module 5, used to acquire and fuse one or more ship dynamic data from the Automatic Identification System (AIS), radar system, and video surveillance system to form a unified ship dynamic view; an intrusion detection engine module 6, used to determine whether a ship has entered the electronic fence area based on the ship dynamic view and electronic fence configuration information, and if the ship has entered the electronic fence area, to perform multi-dimensional verification of the ship's identity, the electronic fence area it has entered, and the current time based on the dynamic ship whitelist database, and generate a ship verification result; and an alarm response module 7, used to perform intrusion judgment and risk assessment operations based on the ship verification result, and to trigger alarm and linkage response mechanisms according to the alarm rules generated in step S1.

[0044] Furthermore, it also includes: an interface module 8, used for data exchange and command interaction with external systems, the external systems including at least one of a port management system, a ship traffic management system, and a video surveillance platform.

[0045] The processor is connected to the memory, the electronic fence management module, the whitelist management module, the data fusion processing module, the intrusion detection engine module, and the alarm response module, respectively. The intrusion detection engine module is connected to the electronic fence management module, the whitelist management module, the data fusion processing module, and the alarm response module, respectively. The alarm response module is connected to the external system through the interface module.

[0046] In summary, the ship intrusion detection method and system provided by this invention establishes differentiated security benchmarks for different key waterways by defining regional electronic fences and binding security levels with alarm rules, providing a basic framework for subsequent risk classification and precise response. The created dynamic ship whitelist database, with ship identification information, authorized areas, and effective time windows as core dimensions, constructs flexibly configurable authorization credentials for legitimate ships, realizing intelligent identification and authorization management of ship identities, fundamentally breaking away from the traditional electronic fence's "only recognizing areas, not ships" approach. Overcoming the limitations of traditional methods, this system can distinguish between legitimate passage and illegal intrusion, reducing the false alarm rate to an extremely low level. By integrating dynamic ship data from one or more systems, including Automatic Identification System (AIS), radar, and video surveillance, it overcomes the accuracy deficiencies and coverage blind spots of single data sources, significantly improving the accuracy and reliability of ship positioning and identification. This provides unified and reliable dynamic data support for subsequent judgment and verification. Based on the ship's dynamic view and electronic fence configuration information, it accurately captures ship intrusion behavior, ensuring that subsequent processes are only initiated for ships that have actually entered the fenced area, avoiding invalid processing. Through multi-dimensional automatic verification of identity, region, and time, a progressive screening mechanism is formed, eliminating the need for manual verification of ship legitimacy, greatly reducing human intervention, and significantly improving detection efficiency. Based on the ship verification results, intrusion judgment and risk assessment are performed, and an automated alarm and linkage response mechanism is triggered according to the generated alarm rules. This enables rapid activation of alarm methods such as sound and light, SMS, and platform pop-ups, as well as linkage actions such as video tracking and personnel notification, achieving rapid emergency handling of intrusion events. Ultimately, this significantly improves the security monitoring capabilities and security response level of key waterways.

[0047] The above description is merely an embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent modifications made based on the content of the present invention specification and drawings, or direct or indirect applications in related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A method for detecting ship intrusion, characterized in that, Includes the following steps: S1. Define the electronic fence area, set the security level and alarm rules for the electronic fence area, and generate electronic fence configuration information; S2. Create a dynamic ship whitelist database, which includes at least ship identification information, authorized areas, and valid time windows; S3. Acquire and integrate one or more ship dynamic data from the Automatic Identification System (AIS), radar system, and video surveillance system to form a unified ship dynamic view; S4. Based on the ship's dynamic view and electronic fence configuration information, determine whether the ship has entered the electronic fence area; S5. If the vessel has entered the electronic fence area, the vessel's identity, the electronic fence area it has entered, and the current time are verified in multiple dimensions according to the dynamic vessel whitelist database to generate a vessel verification result. S6. Based on the ship inspection results, perform intrusion detection and risk assessment operations, and trigger alarm and linkage response mechanisms according to the alarm rules generated in step S1.

2. The ship intrusion detection method according to claim 1, characterized in that, Step S3 specifically comprises: S31, acquiring the original message data from the Automatic Identification System (AIS), the original spot data from the radar system, and the original video frame data from the video surveillance system; S32, performing time alignment and spatial calibration operations on the original message data, original spot data, and original video frame data to generate a standardized dataset with unified spatiotemporal reference; S33, performing target association and fusion processing on the spot data and message data in the standardized dataset to obtain preliminary fused data with ship identity, precise location, and motion status; S34, performing ship target recognition operations on the video frame data in the spatiotemporal standardized dataset, extracting ship visual features and estimating geographic coordinates, and performing cross-validation and supplementation operations on the ship visual features and geographic coordinates with the preliminary fused data to form a unified dynamic view of the ship.

3. The ship intrusion detection method according to claim 1, characterized in that, Step S4 specifically involves: S41, extracting the real-time geographic coordinates of the target vessel from the dynamic view of the vessel generated in step S3; S42, determining the positional relationship between the real-time geographic coordinates and the area boundary defined in the electronic fence configuration information generated in step S1. S43. If the positional relationship is that the vessel enters the electronic fence area from outside the electronic fence area, then it is determined that the vessel has entered the corresponding electronic fence area, and the entry event is recorded.

4. The ship intrusion detection method according to claim 1, characterized in that, The multi-dimensional verification in S5 specifically includes the following steps: S51, determining whether the ship's mobile communication service identification code exists in the dynamic ship whitelist database, and generating an identity verification result; S52, if the identity verification result is successful, determining whether the electronic fence area entered by the ship is within the authorized area recorded for the ship in the dynamic ship whitelist database, and generating a region verification result; S53, if the region verification result is successful, determining whether the current time is within the valid time window recorded for the ship in the dynamic ship whitelist database, and generating a time verification result; S54, if any one of the identity verification result, region verification result, and time verification result fails, generating a ship verification result.

5. The ship intrusion detection method according to claim 1, characterized in that, Step S2 specifically includes: S21, receiving and storing basic information about the vessel, the basic information including at least the vessel's mobile communication service identification code; S22, based on the basic information, associating each vessel with an authorized electronic fence area and generating authorization relationship data between the vessel and the area; S23. Based on the authorization relationship data, configure an effective time window for the authorization relationship between each vessel and the region; S24. Integrate the basic information, authorization relationship data, and effective time window to construct and store a dynamic vessel whitelist database.

6. The ship intrusion detection method according to claim 1, characterized in that, Step S6 specifically involves: S61. Based on the ship verification results, determine whether the verification of the three dimensions of the ship's identity, the electronic fence area it entered, and the current time has all passed; S62. If any dimension fails, determine that the ship's behavior constitutes an intrusion; S63. For ships whose behavior is determined to be an intrusion, assess and determine the risk level of the intrusion behavior based on the security level of the electronic fence area in which it is located. S63. Based on the risk level, invoke the alarm rules generated for the electronic fence area in step S1 to generate and publish alarm information; S64. In response to the alarm information published in step S63, trigger the preset linkage response mechanism.

7. The ship intrusion detection method according to claim 1, characterized in that, Step S1 specifically involves: drawing polygons or circles through a graphical interface to define the electronic fence area, setting security levels and alarm rules for the electronic fence area, and generating electronic fence configuration information.

8. A ship intrusion detection system, characterized in that, It includes one or more processors and a memory, the memory storing a computer program, which, when executed by the processor, implements the ship intrusion detection method according to any one of claims 1 to 7.

9. The ship intrusion detection system according to claim 8, characterized in that, Also includes: The electronic fence management module is used to define electronic fence areas, set security levels and alarm rules for the electronic fence areas, and generate electronic fence configuration information. The whitelist management module is used to create a dynamic ship whitelist database, which includes at least ship identification information, authorized regions, and valid time windows. The data fusion processing module is used to acquire and fuse one or more ship dynamic data from the Automatic Identification System, radar system and video surveillance system to form a unified ship dynamic view. The intrusion detection engine module is used to determine whether a ship has entered the electronic fence area based on the ship dynamic view and electronic fence configuration information, and if the ship has entered the electronic fence area, to perform multi-dimensional verification of the ship's identity, the electronic fence area it has entered, and the current time based on the dynamic ship whitelist database, and generate a ship verification result. The alarm response module is used to perform intrusion determination and risk assessment operations based on the ship inspection results, and to trigger alarm and linkage response mechanisms according to the alarm rules generated in step S1.

10. The ship intrusion detection system according to claim 8, characterized in that, Also includes: An interface module is used for data exchange and command interaction with external systems, including at least one of a port management system, a ship traffic management system, and a video surveillance platform.

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