Ship safety management monitoring system based on Internet and Beidou satellite

Abstract

The invention relates to the technical field of ship safety, and discloses a ship safety management monitoring system based on the Internet and a Beidou satellite, the system comprises a coordinate analysis module, a ship state module, a data fusion module, an abnormity identification module and an early warning message sending module, a satellite positioning signal is analyzed, and real-time latitude and longitude coordinates of a ship are obtained; generating comprehensive operation parameters of the ship according to the attitude, the navigational speed, the load and the main engine operation parameters of the ship; performing data fusion on the longitude and latitude coordinates after timestamp alignment and the comprehensive operation parameters to obtain an operation feature vector of the ship; performing abnormal mode identification on the operation feature vector based on historical navigation data and a preset safety threshold to obtain a risk category of the ship; when a risk category occurs, generating a treatment measure message of the risk category, and sending the treatment measure message to a ship-end display terminal and a shore-based management terminal through communication between the Internet and a Beidou short message; the ship safety management efficiency can be improved.

Description

Technical Field

[0001] This invention relates to the field of artificial intelligence technology, and in particular to a ship safety management and monitoring system based on the Internet and Beidou satellite. Background Technology

[0002] In existing ship safety management and monitoring technologies, the processing of ship positioning information and operational status data is often separate, lacking an effective time synchronization and data fusion mechanism. This results in the inability to form a comprehensive and accurate description of ship operational characteristics, leading to lag and one-sidedness in the identification of abnormal ship conditions, making it difficult to meet the needs of real-time safety monitoring.

[0003] Meanwhile, existing technologies often rely solely on a single preset threshold for anomaly identification, failing to fully integrate historical navigation data for multi-dimensional analysis, resulting in insufficient accuracy in risk category assessment. Furthermore, in terms of early warning information transmission, the communication methods are limited, making it prone to interruptions or delays in complex maritime environments, which seriously affects the efficiency and reliability of ship safety management. Summary of the Invention

[0004] This invention provides a ship safety management and monitoring system based on the Internet and BeiDou satellite to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this invention provides a ship safety management and monitoring system based on the Internet and BeiDou satellite, characterized in that the system includes a coordinate analysis module, a ship status module, a data fusion module, an anomaly identification module, and an early warning message sending module, wherein:

[0006] The coordinate analysis module is used to analyze the satellite positioning signals sent by the ship in the Beidou satellite navigation platform to obtain the real-time latitude and longitude coordinates of the ship.

[0007] The ship status module is used to generate comprehensive operating parameters of the ship based on the ship's attitude, speed, load and main engine operating parameters;

[0008] The data fusion module is used to fuse the timestamp-aligned latitude and longitude coordinates with the comprehensive operating parameters to obtain the ship's operating feature vector.

[0009] The anomaly identification module is used to perform anomaly pattern identification on the operational feature vector based on historical navigation data and preset safety thresholds to obtain the risk category of the vessel.

[0010] The early warning message sending module is used to generate a risk category handling measure message when the risk category occurs, and send it to the ship-side display terminal and shore-based management terminal via the Internet and Beidou short message communication.

[0011] In a preferred embodiment, the coordinate resolution, when performing the analysis of satellite positioning signals transmitted by the ship in the BeiDou satellite navigation platform to obtain the ship's real-time latitude and longitude coordinates, is specifically used for:

[0012] Receive raw satellite positioning signals sent by ships through the BeiDou satellite navigation platform;

[0013] By removing invalid and abnormal signal segments from the original satellite positioning signal, the verified satellite signal of the ship is obtained.

[0014] Extract the navigation message and time information of the verified satellite signal;

[0015] The real-time latitude and longitude coordinates of the ship are calculated based on the navigation message and the time information.

[0016] In a preferred embodiment, when the ship status module generates comprehensive operating parameters for the ship based on the ship's attitude, speed, load, and main engine operating parameters, it is specifically used for:

[0017] Collect the ship's attitude angle data, speed data, load data, and main engine operating parameter data;

[0018] The attitude angle data, the air speed data, the load data, and the host operating parameter data are all validated for data validity.

[0019] The attitude angle data, speed data, load data, and main engine operating parameter data that have passed the validity verification are processed to unify the units, so as to obtain the standardized operating data of the ship.

[0020] The standardized operational data is weighted and aggregated according to preset weights to obtain the comprehensive operational parameters of the ship.

[0021] In a preferred embodiment, when the data fusion module performs data fusion by combining the timestamp-aligned latitude and longitude coordinates with comprehensive operating parameters to obtain the ship's operating feature vector, it is specifically used for:

[0022] The timestamp-aligned latitude and longitude coordinates and comprehensive operating parameters are collected as the multi-source data of the vessel.

[0023] Eliminate the dimensional differences in the multi-source data to obtain the standardized dataset of the ship;

[0024] Based on the requirement for representing the operational status of the ship, key feature items are extracted from the standardized dataset;

[0025] The key feature items are vectorized and encapsulated in a preset order to obtain the ship's operational feature vector.

[0026] In a preferred embodiment, when the data fusion module extracts key feature items from the standardized dataset based on the requirements of the ship's operational status representation, it is specifically used for:

[0027] Determine the specific types of requirements for representing the operational status of the ship;

[0028] Based on the required type, data items related to the real-time operating status of the ship are selected from the standardized dataset;

[0029] Collinearity analysis was performed on the data items after redundancy elimination to obtain the key feature items of the ship.

[0030] In a preferred embodiment, when the anomaly identification module performs anomaly pattern recognition on the operational feature vector based on historical navigation data and a preset safety threshold to obtain the risk category of the vessel, it is specifically used for:

[0031] The operational feature vector is compared with the corresponding data range in the historical navigation database and the aforementioned preset safety threshold to obtain the abnormal data items of the ship;

[0032] The abnormal pattern of the ship is determined based on the degree of deviation of the abnormal data items and the ship operation dimension represented by the abnormal data items.

[0033] The abnormal patterns are mapped to preset risk classification rules to obtain the risk category of the ship.

[0034] In a preferred embodiment, the formula for calculating the degree of deviation is as follows: ;

[0035] In the formula, For the running feature vector, the first The degree of deviation of each data item To calculate the deviation weighting coefficient, For the running feature vector, the first The current value of each data item. To extract similar vessels from the historical navigation database under normal conditions The statistical mean of each data item. To extract similar vessels from the historical navigation database under normal conditions The standard deviation of each data item To ensure the safety margin exceeds the weighting coefficient, For the first Each data item corresponds to a boundary value of the preset security threshold. This is the threshold sensitivity adjustment coefficient. This is a parameter for adjusting numerical stability. It is a function for maximizing the value.

[0036] In a preferred embodiment, when the anomaly identification module determines the anomaly pattern of the ship based on the degree of deviation of the anomaly data item and the ship's operational dimension represented by the anomaly data item, it is specifically used for: Determine the ship's operational dimension represented by the anomalous data item;

[0037] The deviation level of the abnormal data item is determined by comparing its degree of deviation with the multi-level deviation threshold corresponding to the operating dimension.

[0038] Based on the operational dimension and the deviation level, query the pre-established abnormal pattern mapping rule base to find the abnormal pattern of the ship.

[0039] In a preferred embodiment, when the early warning message sending module generates a risk category handling measure message upon the occurrence of the risk category, it is specifically used for:

[0040] Based on the type and level of the risk category, query the pre-set emergency response strategy library to obtain the emergency response measure entries corresponding to the risk category;

[0041] Based on the emergency response measures, the real-time operating status of the vessel, and the external environmental information of the vessel, the response measures for the risk category are generated.

[0042] The content of the disposal measures is encapsulated according to a preset message format to obtain the disposal measures message of the ship.

[0043] In a preferred embodiment, when the early warning message sending module performs the function of sending messages to the shipboard display terminal and the shore-based management terminal via the Internet and BeiDou short message communication, it is specifically used for:

[0044] Based on the current communication environment status of the ship and the priority of the handling measure message, the Internet channel and the Beidou short message channel are dynamically selected as the transmission path.

[0045] The processed message after format conversion is adapted to the protocol to obtain a data packet that meets the transmission requirements of the selected channel;

[0046] The data packets are sent to the shipboard display terminal and the shore-based management terminal respectively through the selected channels;

[0047] The system receives confirmation receipts from both the shipboard display terminal and the shore-based management terminal, thus completing the message transmission process.

[0048] Compared with the prior art, the present invention has the following beneficial effects:

[0049] 1. This invention accurately obtains the real-time latitude and longitude of a ship through a coordinate analysis module, combines it with the comprehensive operating parameters generated by the ship status module, and achieves timestamp alignment and multi-source data fusion through a data fusion module to form a comprehensive operating feature vector. This significantly improves the completeness and accuracy of the description of the ship's operating status, provides solid data support for subsequent anomaly identification, and effectively enhances the pertinence of safety management.

[0050] 2. This invention uses an anomaly identification module to perform multi-dimensional analysis based on historical navigation data and preset safety thresholds, which can accurately determine the risk category; the early warning message sending module uses a combination of Internet and Beidou short message communication to ensure that the response measures messages are delivered to the ship and shore-based terminals in a timely manner, which significantly improves the efficiency of risk response and effectively guarantees the timeliness and reliability of ship safety management. Attached Figure Description

[0051] Figure 1 This invention provides a system architecture diagram of a ship safety management and monitoring system based on the Internet and BeiDou satellite, as an embodiment of the present invention.

[0052] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments belong to some, but not all, embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0054] The terminology used in the embodiments of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms “said” and “the” as used in the embodiments of this invention and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0055] Depending on the context, the word "if" or "if" as used here can be interpreted as "when," "when," "in response to determination," or "in response to detection." Similarly, depending on the context, the phrase "if determination" or "if detection (of the stated condition or event)" can be interpreted as "when determination," "in response to determination," "when detection (of the stated condition or event)," or "in response to detection (of the stated condition or event)."

[0056] Furthermore, the timing of the steps in the following method embodiments is merely an example and not a strict limitation.

[0057] In practice, the server-side equipment deployed in an internet- and BeiDou satellite-based ship safety management and monitoring system may consist of one or more devices. This system can be implemented as a business instance, a virtual machine, or hardware devices. For example, it can be implemented as a business instance deployed on one or more devices in a cloud node. Simply put, it can be understood as software deployed on a cloud node, providing internet- and BeiDou satellite-based ship safety management and monitoring services to various user terminals. Alternatively, it can be implemented as a virtual machine deployed on one or more devices in a cloud node, with application software installed to manage various user terminals. Or, it can also be implemented as a server-side system composed of numerous identical or different types of hardware devices, with one or more devices configured to provide internet- and BeiDou satellite-based ship safety management and monitoring services to various user terminals.

[0058] In terms of implementation, the ship safety management and monitoring system based on the Internet and BeiDou satellites and the user terminal are mutually compatible. That is, if the ship safety management and monitoring system based on the Internet and BeiDou satellites is implemented as an application installed on a cloud service platform, then the user terminal is implemented as a client that establishes a communication connection with the application; or if the ship safety management and monitoring system based on the Internet and BeiDou satellites is implemented as a website, then the user terminal is implemented as a webpage; or if the ship safety management and monitoring system based on the Internet and BeiDou satellites is implemented as a cloud service platform, then the user terminal is implemented as a mini-program in an instant messaging application.

[0059] like Figure 1 The diagram shown is a system architecture diagram of a ship safety management and monitoring system based on the Internet and Beidou satellite provided in an embodiment of the present invention.

[0060] The ship safety management and monitoring system 100 based on the Internet and BeiDou satellite, as described in this invention, can be set up in a cloud server. In terms of implementation, it can be implemented as one or more service devices, or as an application installed in the cloud (e.g., a mobile service operator's server, server cluster, etc.), or it can be developed as a website. Depending on the functions implemented, the ship safety management and monitoring system 100 based on the Internet and BeiDou satellite may include a coordinate resolution module 101, a ship status module 102, a data fusion module 103, an anomaly identification module 104, and an early warning message sending module 105. The modules described in this invention can also be called units, referring to a series of computer program segments that can be executed by an electronic device's processor and perform a fixed function, stored in the electronic device's memory.

[0061] In this embodiment of the invention, in a ship safety management and monitoring system based on the Internet and BeiDou satellite navigation, each of the above-mentioned modules can be implemented independently and can call other modules. Here, "calling" can be understood as one module connecting to multiple modules of another type and providing corresponding services to those connected modules. The ship safety management and monitoring system based on the Internet and BeiDou satellite navigation provided by this embodiment of the invention allows for adjustment of the applicable scope of the system architecture without modifying the program code. This is achieved by adding modules and directly calling them, enabling cluster-based horizontal expansion and flexibly expanding the system. In practical applications, the above modules can be set in the same device or different devices, or in virtual devices, such as service instances in a cloud server.

[0062] The following describes, with reference to specific embodiments, the various components and specific workflows of a ship safety management and monitoring system based on the Internet and BeiDou satellite:

[0063] The coordinate analysis module 101 is used to analyze the satellite positioning signal sent by the ship in the Beidou satellite navigation platform to obtain the real-time latitude and longitude coordinates of the ship.

[0064] In this embodiment of the invention, the coordinate analysis, when performing analysis of the satellite positioning signal sent by the ship in the BeiDou satellite navigation platform to obtain the ship's real-time latitude and longitude coordinates, is specifically used for:

[0065] Receive raw satellite positioning signals sent by ships through the BeiDou satellite navigation platform;

[0066] By removing invalid and abnormal signal segments from the original satellite positioning signal, the verified satellite signal of the ship is obtained.

[0067] Extract the navigation message and time information of the verified satellite signal;

[0068] The real-time latitude and longitude coordinates of the ship are calculated based on the navigation message and the time information.

[0069] Specifically, the ship's BeiDou satellite signal receiving equipment has a dedicated receiving antenna installed on an unobstructed area on the top of the ship. This antenna continuously scans specific frequency bands of the BeiDou satellite navigation system. When it captures a signal transmitted by the satellite, the signal strength is enhanced by a signal amplification module inside the antenna. Then, the high-frequency carrier signal is converted into an intermediate frequency signal containing the original satellite data by a demodulation module. Subsequently, the intermediate frequency signal is converted into a digital signal stream by an analog-to-digital converter circuit. These digital signal streams completely preserve the orbital information, time stamps, and other content transmitted by the satellite, forming the original satellite positioning signal transmitted by the receiving ship through the BeiDou satellite navigation platform.

[0070] Furthermore, the original satellite positioning signal is subjected to signal quality testing in millisecond segments in chronological order. Invalid signal segments are determined when the signal strength is lower than the baseline threshold set by the receiving equipment at the factory. This threshold is determined by the equipment based on signal strength test results under normal receiving conditions. Abnormal signal segments are determined when the frequency fluctuation amplitude of the signal exceeds 50 Hz or the phase change rate exceeds 10 degrees per second. By comparing the strength, frequency, and phase characteristics of each signal segment with the above standards, all segments that meet the invalid or abnormal conditions are marked. Then, these segments are completely removed from the digital stream of the original signal using a data editing tool. The remaining signal portion is the verified satellite signal of the ship.

[0071] Furthermore, the binary data stream of the verified satellite signal is arranged in the format specified in the BeiDou satellite navigation message protocol. This protocol clarifies that each 800 bits in the data stream constitutes a message frame. The first 100 bits are the frame header identifier, the middle 600 bits contain navigation message content such as satellite orbit parameters and clock error parameters, and the last 100 bits are the time information field. The time information field consists of binary codes for year, month, day, hour, minute, and second. A dedicated message parser finds the starting point of each message frame according to the frame header identifier position specified in the protocol, then extracts the orbit parameters and clock error parameters from the middle 600 bits to form the navigation message, and extracts the time code from the last 100 bits and converts it into decimal year, month, day, hour, minute, and second data to form the time information.

[0072] Furthermore, the spatial position of the satellite at the time of signal transmission is determined based on the orbital parameters in the navigation message. This position is represented by three-dimensional coordinates in the Earth coordinate system. Combining the signal transmission time in the time information with the signal reception time recorded by the receiving equipment, the difference between the two times is calculated as the propagation time of the signal from the satellite to the ship. Multiplying the propagation time by the speed of electromagnetic waves in a vacuum yields the straight-line distance between the satellite and the ship. Simultaneously, the above distance data and corresponding spatial positions of at least three satellites are acquired. Using the spatial positions of the three satellites as vertices and their respective distances from the ship as radii, three spheres are drawn. The intersection of the three spheres on the Earth's surface is the ship's position. The three-dimensional coordinates of this position are converted into Earth's longitude and latitude values ​​to obtain the ship's real-time longitude and latitude coordinates.

[0073] In summary, the core technology for obtaining real-time latitude and longitude coordinates by analyzing satellite positioning signals transmitted by ships on the BeiDou satellite navigation platform relies on the high-precision characteristics of the BeiDou system. This process utilizes heterogeneous multi-level signal reception technology and a slice matching algorithm to demodulate, decode, and filter satellite signals, effectively reducing noise interference and ensuring the quality of the original data. In the Asia-Pacific waters, the analyzed positioning accuracy can reach sub-meter level, with spatial signal accuracy better than 0.5 meters, providing a precise spatiotemporal reference for ship position description.

[0074] In summary, the real-time dynamic updates of latitude and longitude coordinates offer millisecond-level response capabilities, accurately capturing changes in ship navigation trajectories and meeting the real-time monitoring needs in high-speed moving scenarios. Multi-band compatibility technology enhances signal stability in complex sea areas, maintaining positioning continuity even in environments with obstructions or electromagnetic interference. This high-precision, high-reliability coordinate data provides immediate spatiotemporal reference for ship operational status assessment, route planning, and anomaly identification, directly improving the timeliness and accuracy of safety management data and strengthening the foundation for dynamic ship monitoring.

[0075] The ship status module 102 is used to generate comprehensive operating parameters of the ship based on the ship's attitude, speed, load and main engine operating parameters.

[0076] In this embodiment of the invention, when the ship status module generates comprehensive operating parameters of the ship based on the ship's attitude, speed, load, and main engine operating parameters, it is specifically used for:

[0077] Collect the ship's attitude angle data, speed data, load data, and main engine operating parameter data;

[0078] The attitude angle data, the air speed data, the load data, and the host operating parameter data are all validated for data validity.

[0079] The attitude angle data, speed data, load data, and main engine operating parameter data that have passed the validity verification are processed to unify the units, so as to obtain the standardized operating data of the ship.

[0080] The standardized operational data is weighted and aggregated according to preset weights to obtain the comprehensive operational parameters of the ship.

[0081] Specifically, the ship's attitude angle data is collected by a three-axis gyroscope installed in the middle of the hull. This gyroscope outputs the angle values ​​of the hull in the three dimensions of roll, pitch, and heading every 0.5 seconds. The speed data is obtained by a Doppler log at the bottom of the ship, which measures the relative speed between the hull and the seabed by emitting sound waves and converts it into a speed value. The load data is collected by pressure sensors at the bottom of the cargo hold. The sensors calculate the total weight of the cargo based on the pressure area and pressure value. The main engine operating parameter data is collected by current sensors and speed sensors in the main engine control cabinet. The current sensor records the current value when the main engine is working, and the speed sensor records the rotation speed of the main engine crankshaft. These data together constitute the collected ship attitude angle data, speed data, load data, and main engine operating parameter data.

[0082] Furthermore, when validating the attitude angle data, the collected roll and pitch angles are compared with the maximum safe angle range designed for the ship. Angle values ​​exceeding this range are deemed invalid. The validity of the speed data is verified by comparing it with the maximum speed corresponding to the maximum power of the ship's main engine. If the collected speed value exceeds this maximum speed or is negative, it is deemed invalid. The load data is verified based on the ship's design load limit. Load values ​​exceeding the limit or being negative are deemed invalid. In the main engine operating parameter data, the current value is compared with the rated current range of the main engine, and the speed value is compared with the normal operating speed range of the main engine. Current and speed values ​​exceeding the corresponding ranges are deemed invalid. After the above comparisons, the data retained within the valid range are the attitude angle data, speed data, load data, and main engine operating parameter data that have passed the validity verification.

[0083] Furthermore, the attitude angle data, speed data, load data, and main engine operating parameter data that have passed the validity verification are subjected to unit standardization processing. Specifically, attitude angle data is uniformly converted to degrees; if the original data is in radians, it is multiplied by 57.3 for conversion. Speed ​​data is uniformly converted to knots; if the original data is in meters per second, it is multiplied by 1.944 for conversion. Load data is uniformly converted to tons; if the original data is in kilograms, it is divided by 1000 for conversion. In the main engine operating parameter data, current values ​​are uniformly converted to amperes, and speed values ​​are uniformly converted to revolutions per minute. If other units exist, they are converted according to a fixed conversion ratio. All data obtained after unit conversion are the standardized operating data of the ship.

[0084] Furthermore, when the standardized operational data is aggregated by weighting according to preset weights, the preset weights are determined based on the key points of ship operation monitoring. Among them, attitude angle data accounts for 20%, speed data accounts for 30%, load data accounts for 25%, and main engine operating parameter data accounts for 25%. First, each value of attitude angle data is multiplied by 20%, each value of speed data is multiplied by 30%, each value of load data is multiplied by 25%, and each value of main engine operating parameter data is multiplied by 25%. Then, all the product results are added together, and the sum is the comprehensive operational parameters of the ship.

[0085] In summary, generating comprehensive operational parameters based on the ship's attitude, speed, load, and main engine operating parameters enables multi-dimensional integration and precise characterization of the ship's operational status. This process ensures the reliability of the input base by validating various parameters and eliminating abnormal or invalid data; it also eliminates dimensional differences between different parameters through unit standardization, laying a standardized foundation for data fusion; and finally, it aggregates data according to preset weights, highlighting the impact of key indicators on the overall ship status, making the comprehensive parameters more closely reflect actual operational characteristics.

[0086] In summary, this comprehensive operating parameter breaks through the limitations of a single parameter, and can fully reflect the ship's dynamic performance, load conditions and power system status. It provides high-quality, multi-dimensional basic data for subsequent data fusion modules, improves the integrity and representativeness of the operating feature vector, and thus enhances the accuracy of the anomaly identification module in judging ship risks. This supports the refinement and efficiency of ship safety management from the data layer.

[0087] The data fusion module 103 is used to fuse the timestamp-aligned latitude and longitude coordinates with the comprehensive operating parameters to obtain the ship's operating feature vector.

[0088] In this embodiment of the invention, when the data fusion module performs data fusion by combining the timestamp-aligned latitude and longitude coordinates with comprehensive operating parameters to obtain the ship's operating feature vector, it is specifically used for:

[0089] The timestamp-aligned latitude and longitude coordinates and comprehensive operating parameters are collected as the multi-source data of the vessel.

[0090] Eliminate the dimensional differences in the multi-source data to obtain the standardized dataset of the ship;

[0091] Based on the requirement for representing the operational status of the ship, key feature items are extracted from the standardized dataset;

[0092] The key feature items are vectorized and encapsulated in a preset order to obtain the ship's operational feature vector.

[0093] In this embodiment of the invention, when the data fusion module extracts key feature items from the standardized dataset based on the requirements of the ship's operational status representation, it is specifically used for:

[0094] Determine the specific types of requirements for representing the operational status of the ship;

[0095] Based on the required type, data items related to the real-time operating status of the ship are selected from the standardized dataset;

[0096] Collinearity analysis was performed on the data items after redundancy elimination to obtain the key feature items of the ship.

[0097] Specifically, the timestamp-aligned latitude and longitude coordinates and comprehensive operating parameters are aggregated through the data integration module. The data integration module first checks the timestamps of the two to ensure that each set of latitude and longitude coordinates can find the corresponding comprehensive operating parameters at the same time. Then, these one-to-one latitude and longitude coordinates and comprehensive operating parameters are combined into structured data entries containing timestamps, longitude, latitude, and comprehensive operating parameters. All these structured data entries together constitute the ship's multi-source data.

[0098] Furthermore, to eliminate dimensional differences in multi-source data, for latitude and longitude coordinates, the minimum and maximum values ​​of all longitude data are identified. The minimum longitude value is subtracted from each longitude value, and then divided by the difference between the maximum and minimum longitude values ​​to obtain standardized longitude values. The same method is used to process latitude data to obtain standardized latitude values. For comprehensive operating parameters, the minimum and maximum values ​​of their datasets are identified. The minimum value is subtracted from each comprehensive operating parameter value, and then divided by the difference between the maximum and minimum values ​​to obtain standardized comprehensive operating parameter values. These standardized longitude, latitude, and comprehensive operating parameter values ​​together constitute the standardized dataset of the ship.

[0099] Furthermore, based on the need to characterize ship operational status, it is necessary to identify the features that need to reflect ship position stability, power system efficiency, and speed coordination. Data items that can directly reflect these features are selected from the standardized dataset. Position stability is reflected by the standardized rates of change of longitude and latitude, power system efficiency is reflected by the corresponding part of the standardized main engine operating parameters, and speed coordination is reflected by the speed-related part of the standardized comprehensive operating parameters. These selected data items are the key feature items.

[0100] Furthermore, when the key feature items are vectorized and encapsulated in a preset order, the preset order is position stability feature items, power system efficiency feature items, and sailing speed coordination feature items. First, the standardized longitude change rate and standardized latitude change rate in the position stability feature items are arranged in sequence. Then, the corresponding parts of the standardized main engine operating parameters in the power system efficiency feature items are arranged after them. Finally, the relevant parts of the standardized comprehensive operating parameters in the sailing speed coordination feature items are arranged to form an ordered numerical sequence. This numerical sequence is the ship's operating feature vector.

[0101] Specifically, the specific requirements for characterizing ship operational status are determined through a systematic review of ship-related documents. This includes collecting clauses on ship status monitoring from the International Maritime Organization's Convention for the Safety of Life at Sea (SOS LIFE), extracting parameters requiring real-time monitoring from the equipment maintenance manuals provided by ship main engine manufacturers, and summarizing monitoring indicators from shipping companies' regulations for safe ship operation management. The content in these documents is then categorized and organized to identify three specific requirements: navigation stability, power system health, and fuel consumption efficiency. Navigation stability requires monitoring changes in the ship's tilt angle, power system health requires attention to the stable state of main engine operating parameters, and fuel consumption efficiency is related to the matching relationship between speed and load.

[0102] Furthermore, based on the identified three requirements—navigation stability, power system health, and fuel consumption efficiency—data items are filtered from the standardized dataset. For navigation stability, data items with names containing "roll angle change rate" and "pitch angle change rate" are searched in the standardized dataset, as these data items directly reflect the dynamic situation of the ship's tilt. For power system health, data items named "real-time main engine current value" and "main engine speed fluctuation value" are selected, as these data items reflect the stability of the main engine operation. For fuel consumption efficiency, the data item "speed to load ratio" is selected, as this data item reflects the efficiency of fuel utilization. Each data item in the standardized dataset is checked one by one, and only data items directly related to the above three requirements are retained, forming a set of data items associated with the ship's real-time operating status.

[0103] Furthermore, redundancy elimination is performed on the selected data items related to the real-time operating status of the ship. A list of all data item names and definitions is compiled, and the descriptions of each data item are compared. If two data items have completely identical definitions or refer to the same physical quantity even though their names are different, they are considered redundant data items, and only one of them needs to be retained. After redundancy elimination, collinearity analysis is performed on the remaining data items. The numerical changes of each pair of data items within the same time interval are plotted as two curves. The curves are aligned along the time axis, and the overlapping parts of the curves are compared segment by segment. When the overlapping part accounts for more than 90% of the total time length, it is determined that the two data items are collinear. For data items with collinearity, the data item that is more directly related to the corresponding demand type is retained. The remaining data items after the above process are the key feature items of the ship.

[0104] In summary, fusing timestamp-aligned latitude and longitude coordinates with comprehensive operational parameters to obtain operational feature vectors enables the organic integration and efficient utilization of multi-source ship data. Timestamp alignment ensures the temporal consistency between spatiotemporal information and status parameters, avoiding data correlation distortion caused by time deviations, and establishing a time benchmark for accurate analysis of ship operational status.

[0105] In summary, by eliminating dimensional differences, spatial data such as latitude and longitude coordinates and state data such as comprehensive operating parameters can be processed in a unified dimension, breaking down data barriers; extracting key feature items eliminates redundant information, focuses on the data that is most representative of the ship's operating status, and reduces interference from invalid data.

[0106] In summary, the resulting operational feature vector condenses scattered multi-source information into a structured feature set, comprehensively and accurately reflecting the real-time operational status of the ship. This provides high-quality input for the subsequent anomaly identification module, significantly improving the accuracy and efficiency of risk assessment and enhancing the scientific nature of ship safety management.

[0107] The anomaly identification module 104 is used to perform anomaly pattern identification on the operating feature vector based on historical navigation data and preset safety thresholds to obtain the risk category of the ship;

[0108] In this embodiment of the invention, when the anomaly identification module performs anomaly pattern recognition on the operational feature vector based on historical navigation data and a preset safety threshold to obtain the risk category of the vessel, it is specifically used for:

[0109] The operational feature vector is compared with the corresponding data range in the historical navigation database and the aforementioned preset safety threshold to obtain the abnormal data items of the ship;

[0110] The abnormal pattern of the ship is determined based on the degree of deviation of the abnormal data items and the ship operation dimension represented by the abnormal data items.

[0111] The abnormal patterns are mapped to preset risk classification rules to obtain the risk category of the ship.

[0112] In this embodiment of the invention, the formula for calculating the degree of deviation is as follows:

[0113] ;

[0114] In the formula, For the running feature vector, the first The degree of deviation of each data item To calculate the deviation weighting coefficient, For the running feature vector, the first The current value of each data item. To extract similar vessels from the historical navigation database under normal conditions The statistical mean of each data item. To extract similar vessels from the historical navigation database under normal conditions The standard deviation of each data item To ensure the safety margin exceeds the weighting coefficient, For the first Each data item corresponds to a boundary value of the preset security threshold. This is the threshold sensitivity adjustment coefficient. This is a parameter for adjusting numerical stability. It is a function for maximizing the value.

[0115] In this embodiment of the invention, when the anomaly identification module determines the anomaly pattern of the ship based on the degree of deviation of the anomaly data item and the ship's operational dimension represented by the anomaly data item, it is specifically used for:

[0116] Determine the ship's operational dimension represented by the anomalous data item;

[0117] The deviation level of the abnormal data item is determined by comparing its degree of deviation with the multi-level deviation threshold corresponding to the operating dimension.

[0118] Based on the operational dimension and the deviation level, query the pre-established abnormal pattern mapping rule base to find the abnormal pattern of the ship.

[0119] Specifically, the operational feature vector contains numerical values ​​in multiple dimensions, each corresponding to a certain operational indicator of the ship. The historical navigation database stores the numerical range of each indicator for the same type of ship under normal navigation conditions. These ranges are determined by statistically analyzing the normal navigation data of the past year. The preset safety threshold is set according to the ship design standards and maritime safety regulations. Each value in the operational feature vector is compared with the numerical range of the corresponding indicator in the historical database and the preset safety threshold. If a value exceeds the historical data range and the preset safety threshold, then the indicator item corresponding to that value is the abnormal data item of the ship.

[0120] Furthermore, the degree of deviation of the abnormal data item is determined by calculating the difference between the value of the data item and the average value of the corresponding normal range of the historical index. The larger the difference, the more serious the deviation. The ship operation dimension represented by the abnormal data item is determined according to the specific index corresponding to the data item. For example, an abnormal roll angle corresponds to the navigation stability dimension, and an abnormal main engine speed corresponds to the power system dimension. Combining the degree of deviation and the operation dimension, when there is an abnormal data item with a serious deviation in a certain dimension, it is determined that the dimension has a persistent abnormal pattern. If there are abnormal data items with slight deviations in multiple dimensions at the same time, it is determined to be a systematic abnormal pattern. Thus, the abnormal pattern of the ship is obtained.

[0121] Furthermore, the preset risk classification rules are a reference table developed based on maritime accident cases and ship failure analysis. The table clearly defines the risk category corresponding to each abnormal pattern. For example, a persistent abnormal pattern in the navigation stability dimension corresponds to capsizing risk, a persistent abnormal pattern in the power system dimension corresponds to mechanical failure risk, and a systemic abnormal pattern corresponds to comprehensive operational risk. The abnormal patterns identified are matched with the reference table to find the completely corresponding entries. The risk name marked on the right side of the entry is the risk category of the ship.

[0122] Specifically, This is the statistical deviation weighting coefficient, determined by ship safety experts based on the impact of statistical deviations on ship risk during historical voyages. It corresponds to the data item with the greater safety impact among similar ships. Set the value to be larger; It is the first in the running feature vector The current value of each data item comes from the ship operation feature vector encapsulated in a preset order; It is the first of its kind under normal conditions. The statistical mean of each data item is obtained by extracting the data from the historical navigation database of similar vessels during normal navigation. The sum of all records for each data item is divided by the number of records to obtain the result. It is the first of its kind under normal conditions. The standard deviation of each data item is calculated by examining the historical navigation database for vessels of the same type under normal conditions. All records for each data item The sum of the squares of the differences is obtained by dividing by the number of records and then taking the square root. This is the safety boundary exceedance weighting coefficient, set by maritime regulatory authorities based on the severity of accidents that may result from exceeding safety thresholds. The more severe the accident consequences, the higher the weighting coefficient. The larger the value; It is the first The preset safety threshold boundary values ​​corresponding to each data item are determined based on the equipment tolerance limits in the ship design manual and the safety operation specifications issued by the International Maritime Organization. This is the threshold sensitivity adjustment coefficient, set by the ship engineer based on the fluctuation characteristics of the i-th data item. For data items with smaller fluctuations, Set the value smaller to improve sensitivity; This is a numerical stability adjustment parameter, a fixed, extremely small positive number, set by the data processing personnel to avoid... A calculation error occurs when the value is 0; This is a maximum value function. Its function is to take the value as 0 when the value inside the parentheses is negative, and to retain the original value when the value inside the parentheses is positive.

[0123] Furthermore, this formula is used to calculate the deviation of the i-th data item in the running feature vector. The first part Multiply This part measures the degree of deviation of the current data item from the statistical average of similar ships under normal conditions; the greater the deviation, the larger the value of this part. Multiply This is used to measure the degree to which the current data item exceeds a preset safety threshold. When the exceedance exceeds... When the deviation exceeds two standard deviations, this part increases with the magnitude of the exceedance; when there is no exceedance or the exceedance is small, this part is 0; the sum of the two parts is... This comprehensively reflects the deviation of the data item from both statistical regularity and safety boundaries. The larger the value, the more significant the deviation of the data item.

[0124] Furthermore, when and When the gap widens, As it increases, The first part of it increases, leading to Overall increase; when exist Within the permissible range or exceeding the limit ⋅ At that time, the second part is always 0. Determined solely by the first part; when Beyond And the exceedance exceeds ⋅ At that time, as the overshoot margin further increased, As the value of increases, the second part also increases. Overall increase; if The value is greater than This indicates that statistical deviation has an impact on The impact is greater; the same degree of statistical deviation leads to more serious consequences than exceeding the safety margin. Larger changes, conversely, greater impacts from exceeding the safety boundary.

[0125] Specifically, the ship operation dimension represented by the abnormal data item is determined by consulting the ship data dictionary, which is compiled by the ship design unit and contains technical descriptions of all monitored data items. It clearly marks the ship system and operation link corresponding to each data item. The navigation stability dimension is associated with the roll angle and pitch angle data items of the hull attitude monitoring system; the power system health dimension is associated with the current and speed data items of the main engine control system; and the fuel consumption efficiency dimension is associated with the ratio data item of the speedometer and load sensor. By comparing the name of the abnormal data item with the entries in the data dictionary one by one, the description of the system and operation link to which it belongs can be found, and the corresponding ship operation dimension can be determined.

[0126] Furthermore, the multi-level deviation thresholds for each operational dimension are formulated by a ship safety research institution. During the formulation process, operational records of similar ships over the past ten years are collected, and normal data that did not experience malfunctions and abnormal data that caused malfunctions are selected for that dimension. The slight deviation threshold for the navigation stability dimension is 1.2 times the maximum deviation value in the normal data, the moderate threshold is 1.5 times the maximum deviation value in the normal data, and the severe threshold is the minimum deviation value in the historical malfunction data. The thresholds for the power system health and fuel consumption efficiency dimensions are calculated and determined using the same method based on the historical data of their respective dimensions. The degree of deviation of abnormal data items is compared sequentially with the slight, moderate, and severe thresholds of the corresponding operational dimension. If the degree of deviation is greater than the slight threshold but less than or equal to the moderate threshold, it is determined to be a slight deviation level; if it is greater than the moderate threshold but less than or equal to the severe threshold, it is determined to be a moderate deviation level; and if it is greater than the severe threshold, it is determined to be a severe deviation level.

[0127] Furthermore, the pre-established anomaly pattern mapping rule base is constructed collaboratively by maritime experts and ship engineers. During construction, the failure modes corresponding to different combinations of operational dimensions and deviation levels in historical accident cases are analyzed to form a structured mapping relationship table. Each row in the table corresponds to an operational dimension, and each column corresponds to a deviation level. The cell records the specific anomaly pattern. For example, the intersection of the navigation stability dimension and the severe deviation level records the "continuous hull tilting mode", and the intersection of the power system health dimension and the moderate deviation level records the "main engine parameter fluctuation mode". Based on the determined operational dimensions and deviation levels, the corresponding rows and columns are found in the rule base, and the record content in the intersection cell is read, which is the ship's anomaly pattern.

[0128] In summary, identifying abnormal patterns in operational feature vectors based on historical navigation data and preset safety thresholds can comprehensively improve the accuracy and relevance of ship risk assessment. By comparing real-time operational feature vectors with the normal range in historical data, combined with preset safety thresholds, it can capture subtle anomalies deviating from normal conditions and identify significant risks that exceed safety boundaries, avoiding misjudgments or omissions caused by a single standard.

[0129] In summary, by using the deviation calculation formula (integrating multiple dimensions such as statistical mean, standard deviation, and safety threshold), the deviation level of abnormal data items can be quantified. Combined with the dimensions of ship operation they represent (such as attitude and main engine status), abnormal patterns can be accurately located, thereby mapping specific risk categories. This identification method can clearly identify the source and severity of risks, providing a reliable basis for generating targeted response measures, effectively enhancing the targeting of ship safety monitoring, and improving the efficiency of risk warning and response.

[0130] The early warning message sending module 105 is used to generate a risk category handling measure message when the risk category occurs, and send it to the ship-side display terminal and shore-based management terminal via the Internet and Beidou short message communication.

[0131] In this embodiment of the invention, when the early warning message sending module generates a risk category handling measure message when the risk category occurs, it is specifically used for:

[0132] Based on the type and level of the risk category, query the pre-set emergency response strategy library to obtain the emergency response measure entries corresponding to the risk category;

[0133] Based on the emergency response measures, the real-time operating status of the vessel, and the external environmental information of the vessel, the response measures for the risk category are generated.

[0134] The content of the disposal measures is encapsulated according to a preset message format to obtain the disposal measures message of the ship.

[0135] In this embodiment of the invention, when the early warning message sending module performs the function of sending messages to the ship-side display terminal and the shore-based management terminal via the Internet and BeiDou short message communication, it is specifically used for:

[0136] Based on the current communication environment status of the ship and the priority of the handling measure message, the Internet channel and the Beidou short message channel are dynamically selected as the transmission path.

[0137] The processed message after format conversion is adapted to the protocol to obtain a data packet that meets the transmission requirements of the selected channel;

[0138] The data packets are sent to the shipboard display terminal and the shore-based management terminal respectively through the selected channels;

[0139] The system receives confirmation receipts from both the shipboard display terminal and the shore-based management terminal, thus completing the message transmission process.

[0140] Specifically, the pre-built emergency response strategy database was jointly compiled by the International Maritime Organization, ship design institutes, and shipping companies. The database adopts a two-level directory structure. The first-level directory is divided according to the type of risk, including sub-directories such as "capsulation risk," "mechanical failure risk," and "comprehensive operational risk." The second-level directory further subdivides each type of sub-directory by level (Level 1, Level 2, and Level 3). The text files stored in each level directory record emergency response measures. These measures are written in the format of "operational objective + core action." For example, the measure corresponding to Level 1 mechanical failure risk is "stabilize main engine operation: gradually reduce the main engine load to 70% of the rated value." Based on the determined risk type and level, the corresponding sub-directory and level directory are opened in sequence, and the contents of the text files in that directory are read, which are the emergency response measures for the risk type.

[0141] Furthermore, after the emergency response measures are determined, the ship's real-time operational status data is extracted, including specific values ​​such as current latitude and longitude coordinates, speed, roll angle, and real-time engine speed. Vague descriptions in the measures are replaced with specific parameters. For example, the measure "reduce speed" combined with a real-time speed of 20 knots is clarified as "reduce speed to 12 knots". At the same time, external environmental information of the ship is collected, including real-time wind speed (e.g., 15 m / s) and wave height (e.g., 2 m) obtained through weather radar, and the position and heading of other ships within 5 nautical miles of the ship obtained through the AIS system. If the external environment indicates that there is a fishing net area 3 nautical miles ahead, "turn 330 degrees to avoid the fishing net area" is added to the measures. After parameter specification and environmental adaptation adjustment, the complete instruction set containing specific operations, values, and environmental responses is the content of the risk category response measures.

[0142] Furthermore, the preset message format is a structured text format commonly used in the maritime industry. The header includes a 10-digit ship identification code (a unique code assigned by the ship registration authority), an 8-digit date (in the format YYYYMMDD), and a 6-digit time (in the format HHMMSS). The body of the text adopts a segmented structure, with each segment written in the form of "operation number + operation content". The tail is a 4-digit check code. The check code is generated by converting each character in the header and body into its corresponding ASCII code value, adding all the code values, and taking the last four digits. The content of the handling measures is filled into the body of the text in the order of operation. The ship identification code, current date, and time are filled in the header. The check code at the tail is calculated and filled in in the above manner. The structured text after being fully filled is the ship's handling measures message.

[0143] Specifically, the ship's current communication environment is monitored in real time by the signal monitoring unit built into the shipboard communication controller. This unit collects the received signal level value (in dBm) of the Internet channel every 2 seconds, continuously recording 15 times to form a signal strength sequence, and simultaneously counts the number of connection interruptions within 3 minutes. Monitoring of the BeiDou short message channel is completed through the satellite tracking module of the BeiDou terminal, counting the number of visible satellites in real time (no less than 4), and judging the signal quality by the signal-to-noise ratio (in dB) (signal-to-noise ratio ≥ 10dB is good). The priority of the response measures message is divided according to the risk level, with level 1 risk corresponding to a priority value of 1 (highest), level 2 to 2, and level 3 to 3. When 90% of the signal strength values ​​in the Internet channel are above -85dBm and there are 0 interruptions within 3 minutes, priority 1 messages trigger dual-channel transmission (Internet + BeiDou short message), while priority 2 and 3 messages only select the Internet channel; if the Internet channel signal strength is below -85dBm more than 30% of the time or there are ≥1 interruption within 3 minutes, all priority messages switch to the BeiDou short message channel.

[0144] Furthermore, the format-converted processing message enters the protocol adaptation unit. If it adapts to the TCP / IP protocol of the Internet channel, a 32-bit source IP address (the fixed IPv4 address assigned to the ship, in the format xxx.xxx.xxx.xxx), a 32-bit destination IP address (192.168.1.100 for the ship-side display terminal and 203.0.113.5 for the shore-based management terminal), and a 16-bit port number (preset to 50001) are added to the message header. Then, a 16-bit checksum of the message content is calculated (by summing every 16 bits of data in the message and then inverting it) as the tail field. If it adapts to the BeiDou short message protocol, an 8-bit start identifier (hexadecimal 7E) and a 64-bit user ID (the International Mobile Equipment Identity of the BeiDou terminal) are added to the header, and a 16-bit frame check sequence is added to the tail (by performing an XOR operation on the message content byte by byte, with an initial value of FFFF and the final result being the lower 16 bits). The fixed-structure data block formed after the above processing is the data packet that meets the transmission requirements of the selected channel.

[0145] Furthermore, when transmitting via the Internet channel, the shipborne satellite broadband terminal first establishes a connection with the low Earth orbit communication satellite through a Ka-band antenna, completes the TCP three-way handshake (sending synchronization messages, receiving synchronization acknowledgments, and replying with acknowledgments), splits the data packet into 1024 bytes, adds a 2-byte sequence number to each fragment (incrementing from 00), and sends it to the ship's display terminal (IP-bound terminal device) via the ship's internal Ethernet (transmission rate 100Mbps), and simultaneously sends it to the receiving server of the shore-based management terminal via the satellite link (transmission rate 2Mbps). When transmitting via the BeiDou short message channel, the BeiDou terminal compresses the data packet to within 1000 bytes (if it exceeds this, it is framed, and a frame number is added to each frame), modulates it into a 1561.098MHz L-band signal, and sends it to the BeiDou geosynchronous orbit satellite via a directional antenna. The satellite forwards it to the Xi'an ground master control station, and after parsing, the ground station distributes it to the ship's display terminal (RS485 interface) and the shore-based management terminal (database interface) via a dedicated network (transmission delay ≤5 seconds).

[0146] Furthermore, after receiving the data packet, the shipboard display terminal generates a reception confirmation receipt within 5 seconds. The receipt includes a 16-bit message number (consistent with the number of the sent data packet), a 14-bit reception time (format YYYYMMDDHHMMSS), and a 1-bit integrity flag (1 indicates complete, 0 indicates incomplete, determined by comparing the length of the received data with the header declaration length). The shore-based management terminal also generates a receipt with the same format within 10 seconds. The shipboard communication controller receives the receipt through the original transmission channel, first verifying the consistency of the message number (if inconsistent, it is ignored), and then checking that both are 1. If two valid receipts are received within 30 seconds, the controller records a "successful transmission" status. If no receipt is received within the timeout period or the flag is 0, the data packet is retransmitted (maximum of 2 retries) until the conditions are met, and the entire message transmission process is completed.

[0147] In summary, when a risk category is identified, generating a response message and sending it to the ship and shore-based terminals via the Internet and BeiDou short message communication can significantly improve the timeliness and effectiveness of ship risk response.

[0148] In summary, when generating response measures messages, emergency strategies are matched based on risk type and level, combined with real-time ship status and external environmental information to ensure that the content is accurately adapted to the actual scenario and provides clear guidance for emergency response. The use of dual-channel transmission—Internet and BeiDou short message service—allows for dynamic adaptation to the communication environment: the Internet is suitable for areas with good signal and offers efficient transmission; BeiDou short message service overcomes maritime communication limitations, ensuring uninterrupted information flow in remote or signal-blocked areas and avoiding information interruptions caused by the failure of a single channel.

[0149] In summary, synchronous transmission to both ship-based and shore-based terminals enables coordinated ship-shore response, facilitating real-time shore-based guidance and resource scheduling. A receipt confirmation mechanism ensures message delivery, forming a closed-loop management system and preventing information loss. This mechanism not only guarantees the accuracy of response measures but also enhances transmission reliability through multi-channel redundancy, accelerating risk management processes and strengthening the emergency response capabilities of ship safety management.

[0150] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention.

[0151] The embodiments of this application can acquire and process relevant data based on artificial intelligence technology. Artificial intelligence is the theory, method, technology, and application system that uses digital computers or machines controlled by digital computers to simulate, extend, and expand human intelligence, perceive the environment, acquire knowledge, and use that knowledge to obtain optimal results.

[0152] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A ship safety management and monitoring system based on the Internet and BeiDou satellite, characterized in that, The system includes a coordinate analysis module, a ship status module, a data fusion module, an anomaly identification module, and an early warning message sending module, wherein: The coordinate analysis module is used to analyze the satellite positioning signals sent by the ship in the Beidou satellite navigation platform to obtain the real-time latitude and longitude coordinates of the ship. The ship status module is used to generate comprehensive operating parameters of the ship based on the ship's attitude, speed, load and main engine operating parameters; The data fusion module is used to fuse the timestamp-aligned latitude and longitude coordinates with the comprehensive operating parameters to obtain the ship's operating feature vector. The anomaly identification module is used to perform anomaly pattern identification on the operational feature vector based on historical navigation data and preset safety thresholds to obtain the risk category of the vessel. The early warning message sending module is used to generate a risk category handling measure message when the risk category occurs, and send it to the ship-side display terminal and shore-based management terminal via the Internet and Beidou short message communication.

2. The ship safety management and monitoring system based on the Internet and BeiDou satellite as described in claim 1, characterized in that, The coordinate analysis, when analyzing the satellite positioning signals sent by the ship in the BeiDou satellite navigation platform to obtain the ship's real-time latitude and longitude coordinates, is specifically used for: Receive raw satellite positioning signals sent by ships through the BeiDou satellite navigation platform; By removing invalid and abnormal signal segments from the original satellite positioning signal, the verified satellite signal of the ship is obtained. Extract the navigation message and time information of the verified satellite signal; The real-time latitude and longitude coordinates of the ship are calculated based on the navigation message and the time information.

3. The ship safety management and monitoring system based on the Internet and Beidou satellite as described in claim 1, characterized in that, When the ship status module generates comprehensive operating parameters for the ship based on its attitude, speed, load, and main engine operating parameters, it is specifically used for: Collect the ship's attitude angle data, speed data, load data, and main engine operating parameter data; The attitude angle data, the air speed data, the load data, and the host operating parameter data are all validated for data validity. The attitude angle data, speed data, load data, and main engine operating parameter data that have passed the validity verification are processed to unify the units, so as to obtain the standardized operating data of the ship. The standardized operational data is weighted and aggregated according to preset weights to obtain the comprehensive operational parameters of the ship.

4. The ship safety management and monitoring system based on the Internet and Beidou satellite as described in claim 1, characterized in that, When the data fusion module performs data fusion by combining the timestamp-aligned latitude and longitude coordinates with comprehensive operating parameters to obtain the ship's operating feature vector, it is specifically used for: The timestamp-aligned latitude and longitude coordinates and comprehensive operating parameters are collected as the multi-source data of the vessel. Eliminate the dimensional differences in the multi-source data to obtain the standardized dataset of the ship; Based on the requirement for representing the operational status of the ship, key feature items are extracted from the standardized dataset; The key feature items are vectorized and encapsulated in a preset order to obtain the ship's operational feature vector.

5. A ship safety management and monitoring system based on the Internet and BeiDou satellite as described in claim 4, characterized in that, When the data fusion module extracts key feature items from the standardized dataset to meet the requirements based on the ship's operational status representation, it is specifically used for: Determine the specific types of requirements for representing the operational status of the ship; Based on the required type, data items related to the real-time operating status of the ship are selected from the standardized dataset; Collinearity analysis was performed on the data items after redundancy elimination to obtain the key feature items of the ship.

6. The ship safety management and monitoring system based on the Internet and Beidou satellite as described in claim 1, characterized in that, When the anomaly identification module performs anomaly pattern recognition on the operational feature vector based on historical navigation data and preset safety thresholds to obtain the risk category of the vessel, it is specifically used for: The operational feature vector is compared with the corresponding data range in the historical navigation database and the aforementioned preset safety threshold to obtain the abnormal data items of the ship; The abnormal pattern of the ship is determined based on the degree of deviation of the abnormal data items and the ship operation dimension represented by the abnormal data items. The abnormal patterns are mapped to preset risk classification rules to obtain the risk category of the ship.

7. A ship safety management and monitoring system based on the Internet and BeiDou satellite as described in claim 6, characterized in that, The formula for calculating the degree of deviation is as follows: ; In the formula, For the running feature vector, the first The degree of deviation of each data item To calculate the deviation weighting coefficient, For the running feature vector, the first The current value of each data item. To extract similar vessels from the historical navigation database under normal conditions The statistical mean of each data item. To extract similar vessels from the historical navigation database under normal conditions The standard deviation of each data item To ensure the safety margin exceeds the weighting coefficient, For the first Each data item corresponds to a boundary value of the preset security threshold. This is the threshold sensitivity adjustment coefficient. This is a parameter for adjusting numerical stability. It is a function for maximizing the value.

8. A ship safety management and monitoring system based on the Internet and BeiDou satellite as described in claim 6, characterized in that, When the anomaly identification module determines the anomaly pattern of the ship based on the degree of deviation of the anomaly data item and the ship's operational dimension represented by the anomaly data item, it is specifically used for: Determine the ship's operational dimension represented by the anomalous data item; The deviation level of the abnormal data item is determined by comparing its degree of deviation with the multi-level deviation threshold corresponding to the operating dimension. Based on the operational dimension and the deviation level, query the pre-established abnormal pattern mapping rule base to find the abnormal pattern of the ship.

9. A ship safety management and monitoring system based on the Internet and BeiDou satellite as described in claim 1, characterized in that, When the early warning message sending module generates a risk category handling measure message upon the occurrence of the risk category, it is specifically used for: Based on the type and level of the risk category, query the pre-set emergency response strategy library to obtain the emergency response measure entries corresponding to the risk category; Based on the emergency response measures, the real-time operating status of the vessel, and the external environmental information of the vessel, the response measures for the risk category are generated. The content of the disposal measures is encapsulated according to a preset message format to obtain the disposal measures message of the ship.

10. A ship safety management and monitoring system based on the Internet and BeiDou satellite as described in claim 9, characterized in that, When the early warning message sending module performs the function of sending messages via the Internet and BeiDou short message communication to the ship-side display terminal and the shore-based management terminal, it is specifically used for: Based on the current communication environment status of the ship and the priority of the handling measure message, the Internet channel and the Beidou short message channel are dynamically selected as the transmission path. The processed message after format conversion is adapted to the protocol to obtain a data packet that meets the transmission requirements of the selected channel; The data packets are sent to the shipboard display terminal and the shore-based management terminal respectively through the selected channels; The system receives confirmation receipts from both the shipboard display terminal and the shore-based management terminal, thus completing the message transmission process.

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