Ship navigation safety analysis method and system based on dynamic data control

Abstract

The invention discloses a ship navigation safety analysis method and system based on dynamic data control, and the method improves the data collection accuracy and comprehensiveness through defining the collection standards of three types of core data and combining the multi-source cooperative collection and electronic chart calibration. Through standardized preprocessing, unified coordinate system adaptation and classified coding, the problem of multi-source data compatibility is solved, data islands are broken, and reliable data support is provided for follow-up work. By constructing three types of three-dimensional coordinate marking models, risk distribution is clearly presented, potential safety hazards are positioned, subjective deviation is avoided by standardizing marking rules, and evaluation scientificity is improved. Alignment and association fusion of three types of models are realized by adopting a superposition fusion strategy, a full-region fusion model is formed, and the comprehensiveness of risk assessment is enhanced. Safety weights are distributed based on accident statistical data, comprehensive safety coefficients are calculated through weighted summation, navigation risks are quantitatively evaluated, navigable and dangerous areas are divided, and a standardized data set is output. An improved algorithm is selected to solve the optimal path, and safety and efficiency are both considered. Dynamic data are monitored in real time during ship navigation, sudden risks are captured, and guarantee is provided for dynamic response adjustment.

Description

Technical Field

[0001] This invention relates to the field of ship navigation technology, and in particular to a method and system for ship navigation safety analysis based on dynamic data control. Background Technology

[0002] As the core carriers of maritime transport and ocean-going operations, the safety of ships is directly related to the personal safety of crew members, the safety of ship property, and the safety of the marine ecological environment, making it a perpetual core concern in the maritime shipping industry. With the acceleration of global trade integration, the number of ocean-going and near-shore transport vessels has increased significantly, and their navigation areas are constantly expanding, leading to increasingly complex environments for ship navigation. Ships must not only cope with static terrain hazards such as seabed reefs, shoals, and trenches, but also avoid dynamic obstacles such as floating objects and other vessels, while simultaneously withstanding the interference of dynamic changes in the marine environment, such as ocean currents and wind.

[0003] Currently, ship navigation safety analysis has become one of the key technologies for intelligent ship management and control. Its core requirement is to identify safety hazards and quantify navigation risks by collecting, analyzing and processing various relevant data in the navigation area, so as to provide a scientific basis for ship navigation path planning and real-time navigation adjustments, thereby reducing the incidence of safety accidents such as grounding and collisions.

[0004] Most existing technologies lack a comprehensive three-dimensional coordinate marking model, relying solely on two-dimensional models to present navigation area data. This fails to intuitively and accurately reflect details such as seabed topography, the spatial location of dynamic obstacles, and the overall distribution of the marine environment, making it difficult for crew members to quickly grasp the risk distribution within the navigation area. Furthermore, some technologies for constructing three-dimensional models do not employ a unified coordinate system, resulting in significant coordinate deviations between different model types. The lack of coordinate consistency verification and correction mechanisms leads to issues such as parameter misalignment and excessive deviations when multiple models are superimposed and fused, making it difficult to guarantee the accuracy of the fused model.

[0005] Meanwhile, the monitoring of dynamic risks during ship navigation is incomplete, often focusing on only a single type of dynamic data and failing to achieve real-time synchronous monitoring of dynamic obstacles and marine environmental data, thus making it impossible to promptly detect sudden risks. Furthermore, the path deviation calculation method is unreasonable, failing to incorporate dynamic risk parameters into the design of a comprehensive deviation threshold, and lacking a scientific dynamic response adjustment strategy. When a ship deviates from its path, a uniform adjustment method is often used, failing to implement differentiated fine-tuning based on the magnitude of the deviation and the risk level, resulting in poor adjustment effectiveness. Summary of the Invention

[0006] To achieve the above objectives, one of the technical solutions adopted by the present invention is: a ship navigation safety analysis method based on dynamic data control, the method comprising: The system collects and preprocesses three types of data in the ship's navigation area in real time: topographic data, dynamic obstacle data, and dynamic marine environment data, and adapts these three types of data into a unified coordinate system. Based on the three types of preprocessed data, corresponding three-dimensional coordinate labeling models are constructed in a unified coordinate system; and the corresponding safety parameters and risk parameters are labeled according to the labeling rules of each model. By employing an overlay and fusion strategy, the data of three types of 3D coordinate labeling models are spatially overlaid and correlated in a unified coordinate system to obtain a fused model. The comprehensive safety factor of each coordinate point is calculated through a safety weighting strategy; the comprehensive safety factor threshold and safety level are determined based on the ship navigation safety standard; the risk type and corresponding risk level are classified for each coordinate point and navigation area in the fusion model; the navigable area and the dangerous area are determined; and a comprehensive navigation safety data set is output. The optimal path is obtained by solving the comprehensive navigation safety data set using the optimal path solving algorithm. While navigating along the optimal path, the ship monitors changes in dynamic obstacle data and marine environmental dynamic data in real time, and calculates the path deviation between the ship's current navigation position and the navigable area. When the path deviation exceeds the comprehensive deviation threshold, a dynamic response adjustment strategy is triggered, which performs safe fine-tuning of the local path based on multiple response mapping functions and hierarchical fine-tuning rules in the dynamic response adjustment strategy. After the safety fine-tuning is completed, the fine-tuned local path data is synchronized to the fusion model, and the data safety parameters, risk parameters and path parameters of the corresponding coordinate points are updated to ensure the data consistency between the fusion model and the ship control system.

[0007] Furthermore, the geomorphic data includes planar coordinate data, water depth data, and geomorphic feature data; The dynamic obstacle data includes data on floating objects at sea, data on other vessels, and data on other routes; The marine environmental dynamics data includes ocean current data and wind data.

[0008] Furthermore, the labeling rules include geomorphic data labeling rules, dynamic obstacle data labeling rules, and marine environmental dynamic data labeling rules; The geomorphic data marking rule is to mark geomorphic data coordinate points, safety parameters, and risk parameters in a unified coordinate system. The safety parameters include the geomorphic safety level, and the risk parameters include the geomorphic type and seabed slope corresponding to the geomorphic feature data. The dynamic obstacle data marking rules are based on real-time coordinate point safety parameters and dynamic risk parameters of dynamic obstacle data in a unified coordinate system. The safety parameters include the obstacle safety interference level, and the dynamic risk parameters include the floating object type, floating object size and floating speed of floating object data at sea; the ship type, ship tonnage, navigation status, speed and direction of movement of other ship data; and the route type, route occupancy status and traffic density of other route data. The marine environmental data labeling rules are to label marine environmental monitoring coordinate points, safety parameters, and environmental risk parameters in a unified coordinate system. Safety parameters include environmental safety level, and environmental risk parameters include ocean current speed, ocean current direction, and ocean current level for ocean current data, and wind speed, wind direction, and wind speed level for wind data.

[0009] Furthermore, the overlay and fusion strategies include: Under a unified coordinate system, coordinate consistency verification is performed on the topographic coordinate marking model, dynamic obstacle coordinate marking model, and marine environment coordinate marking model to ensure that the coordinate deviation of the same spatial coordinate point in the three types of models is less than the deviation threshold. If the coordinate deviation is greater than the deviation threshold, it is corrected by linear interpolation to ensure coordinate alignment accuracy. The safety parameters and risk parameters corresponding to each coordinate point in the three types of models are extracted. The risk parameters are quantified and assigned according to the level in the marking rules, and the safety parameters are normalized according to the corresponding adaptation standards to ensure that different types of parameters can be correlated and superimposed. The parameters of the three types of models at the same coordinate point are associated and fused, and the safety parameters and risk parameters corresponding to the landform, dynamic obstacles and marine environment are associated and bound one by one, while retaining the original quantitative information of each parameter; The correlation parameters of the three types of models are integrated by a spatial overlay algorithm to form a fusion model. The fusion model includes all monitorable coordinate points in a unified coordinate system, and each coordinate point corresponds to the safety parameters and risk parameters of the three types of data.

[0010] Furthermore, security weighting strategies include: Based on the priority of ship navigation safety, safety weights are defined for the safety parameters of the three types of models. The safety weight allocation is determined based on the degree of impact of the three types of data on ship navigation safety, with the safety weight of topographic data being greater than that of dynamic obstacle data, which is greater than that of dynamic marine environmental data. The overall safety factor is a quantitative indicator that measures the navigation safety of a certain coordinate point. Its value ranges from [0,1]. The closer the overall safety factor is to 1, the higher the navigation safety of the coordinate point; the closer the overall safety factor is to 0, the lower the safety.

[0011] Furthermore, dynamic response adjustment strategies include: During the optimal path navigation process, the ship monitors the changes in dynamic obstacle data and marine environment dynamic data in real time, and simultaneously extracts the safety parameters and risk parameters of the corresponding coordinate points in the fusion model to obtain the corresponding response mapping function. Calculate the overall deviation threshold based on the response mapping function; The system calculates the path deviation between the ship's current navigation position and the navigable area in real time, compares the actual path deviation with a comprehensive deviation threshold, and triggers dynamic response adjustment when the actual path deviation exceeds the comprehensive deviation threshold. Based on the hierarchical fine-tuning rules, and taking into account the overall safety factor, path deviation, and risk parameter level, differentiated fine-tuning operations are performed.

[0012] Furthermore, the response mapping function includes a dynamic obstacle deviation response mapping function and a marine environment deviation response mapping function, which calculate the corresponding deviation thresholds based on dynamic obstacle risk parameters and marine environment risk parameters, respectively. The combined deviation threshold is the maximum value between the results of the dynamic obstacle deviation response mapping function and the marine environment deviation response mapping function. Furthermore, the dynamic response adjustment strategy also includes: if the overall safety factor of the current navigation area coordinates is lower than the safety threshold, an adjustment warning will be triggered simultaneously.

[0013] Furthermore, the tiered fine-tuning rules are divided into moderate fine-tuning and emergency fine-tuning; When the path deviation is less than a preset multiple of the comprehensive deviation threshold, a moderate fine-tuning is initiated; the local path is reconstructed and the sailing speed is fine-tuned. When the path deviation exceeds a preset multiple of the comprehensive deviation threshold, the ship's speed is reduced first, the hazard avoidance path is reconstructed, and an alert is triggered.

[0014] Another technical solution adopted by the present invention is: a ship navigation safety analysis system, which is used in the above-mentioned ship navigation safety analysis method based on dynamic data control. The system includes: The data acquisition and preprocessing module is used to collect three types of data in real time within the ship's navigation area: topographic data, dynamic obstacle data, and dynamic marine environment data. It preprocesses the three types of data and adapts them to a unified coordinate system. The 3D model building module is connected to the data acquisition and preprocessing module. It is used to receive the three types of preprocessed data, build corresponding 3D coordinate marking models under a unified coordinate system, and mark the corresponding safety parameters and risk parameters for each model according to the marking rules. The overlay and fusion module, connected to the 3D model building module, is used to spatially overlay and fuse the data of three types of 3D coordinate marker models in a unified coordinate system through an overlay and fusion strategy to generate a fused model. The safety factor calculation and area division module, connected to the overlay and fusion module, is used to calculate the comprehensive safety factor of each coordinate point in the fusion model through a safety weight strategy, determine the comprehensive safety factor threshold and safety level based on ship navigation safety standards, classify the risk type and risk level of each coordinate point and navigation area, determine the navigable area and dangerous area, and output a comprehensive navigation safety data set. The optimal path solution module, connected to the safety factor calculation and area division module, is used to solve the comprehensive navigation safety data set through the optimal path solution algorithm to obtain the optimal path for the ship. The dynamic monitoring and deviation calculation module is connected to the optimal path solution module and the data acquisition and preprocessing module. It is used to monitor the changes in dynamic obstacle data and marine environment dynamic data in real time when the ship is sailing along the optimal path, and to calculate the path deviation between the ship's current sailing position and the navigable area simultaneously. The dynamic response adjustment module, connected to the dynamic monitoring and deviation calculation module and the overlay fusion module, is used to execute dynamic response adjustment strategies. It calculates the comprehensive deviation threshold based on the response mapping function, compares the actual path deviation with the comprehensive deviation threshold, triggers dynamic response adjustment, calls the medium fine-tuning or emergency fine-tuning rules to perform differentiated fine-tuning operations, and after the fine-tuning is completed, it synchronizes the fine-tuned local path data to the fusion model and updates the safety parameters, risk parameters and path parameters of the corresponding coordinate points. The data interaction module connects with the dynamic response adjustment module and the ship control system to achieve data synchronization between the fusion model and the ship control system, ensuring data consistency between the two and providing safety analysis data support for ship navigation control.

[0015] Compared with existing technologies, this invention offers several advantages: By clearly defining the collection scope, equipment, and standards for three types of core data, and combining multi-device collaborative collection and electronic chart calibration, this method effectively improves the accuracy and comprehensiveness of data collection. Compared to traditional single-device collection methods, the use of multi-source collaborative collection, including multi-beam echo sounders, side-scan sonar, radar, various sensors, ship traffic service systems, and satellite remote sensing data, not only achieves comprehensive coverage of the basic environment and dynamic interference within the navigation area, but also addresses issues such as outliers, missing values, and inconsistent parameter dimensions in the collected data. A standardized preprocessing workflow was designed, and by adapting to a unified coordinate system, the compatibility issues of multi-source data were completely resolved, breaking down data silos. Furthermore, by standardizing feature data through classification and coding, it ensures that data of different types and dimensions are comparable and fusionable, providing reliable and consistent data support for subsequent model construction and safety assessment. This effectively avoids safety assessment distortion and path planning errors caused by erroneous data, improving the accuracy of safety analysis from the source.

[0016] By constructing three types of three-dimensional coordinate marking models, abstract navigation environment data is transformed into an intuitive three-dimensional spatial model. Each coordinate point is marked with clearly defined safety and risk parameters, clearly presenting the risk distribution within the navigation area. It can pinpoint the specific spatial location of safety hazards such as reefs, highly obstructive obstacles, and dangerous environmental areas. Compared to traditional two-dimensional assessment methods, this approach is more intuitive and efficient, allowing crew members to quickly grasp navigation risks. The standardized design of the marking rules, through unified coding methods and quantitative calculation formulas, transforms qualitative and quantitative risk parameters into unified safety levels and quantitative scores. This avoids biases caused by subjective judgments in traditional assessments, significantly improving the scientific rigor and objectivity of navigation safety assessments.

[0017] The overlay and fusion strategy, through a customized unified navigation coordinate system combined with coordinate consistency verification and linear interpolation correction, ensures spatial alignment of the three types of models, completely resolving the coordinate deviation problem between different devices and models. The fusion process is not a simple data overlay, but rather involves parameter quantization and normalization to link and bind the three types of data at the same coordinate point, preserving the original information of each parameter, and forming a fusion model covering the entire navigation area and linking multi-source data. This enables the synergistic effect of multi-source data, further enhancing the comprehensiveness and accuracy of risk assessment.

[0018] The safety weighting strategy is based on the impact of three types of data on ship navigation safety. Combined with statistical data on ship navigation accidents, it scientifically allocates differentiated safety weights. This weighting conforms to normalization requirements and accurately reflects the contribution ratio of each type of data to navigation safety, ensuring that the calculated comprehensive safety coefficient closely matches the actual level of navigation safety. The comprehensive safety coefficient is calculated using a weighted summation formula, achieving a quantitative assessment of navigation safety risks. This allows for comparison and ranking of safety at different coordinate points, making it more scientific and practical compared to traditional qualitative assessments.

[0019] Based on comprehensive safety factor thresholds and safety level classification rules, each coordinate point and navigation area in the fusion model is classified into risk types and levels, clearly distinguishing between navigable and dangerous areas. A standardized comprehensive navigation safety data set is output, providing a clear foundation for subsequent optimal path solving. This quantitative classification method not only clarifies navigation safety boundaries but also allows crew members to understand the risk levels of different areas, enabling them to take preventative safety measures in advance and effectively avoid various safety hazards. Select the improved version As an optimal path finding algorithm, this algorithm, compared to traditional algorithms, introduces a safety factor weight and a navigation cost function. It selects the optimal node through an evaluation function, emphasizing both safety priority and path smoothness and navigation efficiency. Its core improvement effectively avoids low-safety-level nodes. Furthermore, the algorithm parameters have been validated for ship navigation scenarios, resulting in high solution efficiency, adaptability to complex marine environments, and rapid processing of node data across the entire navigation area, avoiding dynamic risks caused by algorithm lag.

[0020] During the optimal navigation route, the vessel uses various onboard dynamic monitoring devices to collect real-time data on dynamic obstacles and the marine environment. This comprehensively tracks the movement of floating objects and other vessels, as well as changes in ocean currents and wind, enabling real-time detection of dynamic risks. Compared to traditional static control methods, this continuous monitoring can promptly identify sudden risks, preventing safety hazards caused by undetected changes in dynamic parameters and allowing sufficient time for dynamic response adjustments. Attached Figure Description

[0021] Figure 1 This is a flowchart illustrating the ship navigation safety analysis method based on dynamic data control according to the present invention.

[0022] Figure 2 This is a connection diagram of the ship navigation safety analysis system based on dynamic data control according to the present invention.

[0023] Figure 3 In order to use existing technologies The ship planning results obtained by the algorithm.

[0024] Figure 4 To improve The ship planning result diagram obtained by the algorithm; Figure 5 A diagram illustrating collision avoidance navigation for ships; Figure 6 A navigation diagram showing the ship's return to navigation after avoiding a collision with an obstacle.

[0025] Figure 7 This is a graph showing the changes in the ship's heading angle and distance. Detailed Implementation

[0026] The technical solutions of the ship navigation safety analysis method and system based on dynamic data control provided by the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0027] Example 1 like Figure 1 As shown, a ship navigation safety analysis method based on dynamic data control is proposed. This method includes: real-time acquisition and preprocessing of three types of data in the ship's navigation area: topographic data, dynamic obstacle data, and dynamic marine environment data, and adapting the three types of data into a unified coordinate system.

[0028] Furthermore, the geomorphic data includes planar coordinate data, water depth data, and geomorphic feature data.

[0029] Specifically, the ship uses a multibeam echo sounder and side-scan sonar, combined with electronic chart data, to collect seabed topographic data in the navigation area at a preset frequency. The collection range covers the ship's current navigation position and a 5-10 nautical mile area before and after the preset route, ensuring real-time capture of subtle changes in seabed topography such as seabed sedimentation and movement of small obstacles, while avoiding data redundancy caused by high-frequency collection.

[0030] The planar coordinate data is collected through the GPS positioning module built into the multibeam echo sounder. The planar position of each point on the seabed is collected at a density of one data point at a preset distance, corresponding to the horizontal position information of each topographic sampling point in the ship's navigation area.

[0031] Water depth data is collected by transmitting acoustic signals through a multibeam echo sounder and recorded as the water depth at each point on the seabed, corresponding to the vertical distance from the seabed to the sea level at each planar coordinate point.

[0032] Geomorphological feature data were acquired through side-scan sonar scanning and supplemented and calibrated using electronic chart baseline data. The acquired data included geomorphological types such as reefs, shoals, flat seabeds, and trenches, as well as seabed slopes.

[0033] The dynamic obstacle data includes data on floating objects at sea, data on other vessels, and data on other routes.

[0034] Specifically, dynamic obstacle data is collected in real time through the ship's automatic identification system, radar, high-definition cameras, and infrared detectors, combined with the ship traffic service system.

[0035] The data on floating objects at sea includes the object's planar position, type, size, speed, and direction of drift.

[0036] Other vessel data includes the planar position, draft, height, speed, direction of travel, dimensions, and navigation status of other vessels within the navigation area.

[0037] Other route data includes the plane coordinate range, route width, and route usage status of other routes already designated within the navigation area.

[0038] The marine environmental dynamics data includes ocean current data and wind data.

[0039] Among them, dynamic marine environmental data are obtained through ocean current sensors, wind speed and direction sensors, and weather stations carried on ships, combined with satellite remote sensing marine environmental data and marine environmental forecasting system data.

[0040] Ocean current data includes the horizontal position, speed, direction, and depth of ocean currents within the navigation area.

[0041] Wind data includes wind speed, wind direction, wind force level, and gust frequency within the navigation area.

[0042] Meanwhile, the collected data is affected by factors such as equipment accuracy errors, marine environmental interference, signal obstruction, and temporary equipment failures, resulting in problems such as outliers, missing values, inconsistent parameter dimensions, and chaotic classification and coding. Therefore, it cannot be directly used for subsequent model construction and data fusion. Standardized preprocessing is required. The preprocessing steps are as follows: outlier removal, missing value completion, parameter quantization and normalization, to ensure the validity, consistency and fusionability of the data.

[0043] In this embodiment, the environment and obstacles in the ship's navigation area are constantly changing. By collecting data in real time, subtle changes in seabed topography, movement of dynamic obstacles, and fluctuations in the marine environment can be captured in a timely manner. Through standardized preprocessing, it is ensured that the real-time collected data can be quickly adapted to existing models and algorithms, providing timely and effective data support for dynamic response adjustments. This enables the ship to respond to various changes during navigation in real time, adjust its navigation path in a timely manner, avoid safety hazards, and improve the safety and stability of ship navigation.

[0044] The method also includes: constructing corresponding three-dimensional coordinate labeling models in a unified coordinate system based on the three types of preprocessed data; and labeling the corresponding safety parameters and risk parameters according to the labeling rules of each model.

[0045] Furthermore, the labeling rules include geomorphic data labeling rules, dynamic obstacle data labeling rules, and marine environmental dynamic data labeling rules.

[0046] The geomorphic data labeling rule is to label geomorphic data coordinate points, safety parameters, and risk parameters in a unified coordinate system. Safety parameters include geomorphic safety level, and risk parameters include geomorphic type and seabed slope corresponding to geomorphic feature data.

[0047] Specifically, the terrain data labeling rules are used to label each three-dimensional coordinate point of the terrain three-dimensional coordinate model. The coordinates of the geomorphic data, safety parameters, and risk parameters are marked in a unified coordinate system. The geomorphic safety level is determined by quantifying the risk parameters.

[0048] First, the marked content is the coordinate point. , geomorphological safety level, geomorphological type and seabed slope.

[0049] Secondly, risk parameters are labeled. The landform type follows the coding rules of the data acquisition and preprocessing stage, and is directly labeled with the corresponding code: 1-reef, 2-shoal, 3-flat seabed, 4-submarine trench, 5-artificial obstacle.

[0050] Seabed slope passes through two adjacent three-dimensional coordinate points , The coordinate data is used to calculate the slope value after marking. Seabed slope The calculation formula is: , in, The seabed slope, with a range of values. , The larger the seabed, the more turbulent the seabed, and the higher the risk of navigation. , Here are the three-dimensional coordinates of two adjacent terrain sampling points, where , This represents the water depth at the corresponding point; The difference in water depth between two adjacent sampling points reflects the vertical undulations. This represents the horizontal distance between two adjacent sampling points, reflecting the spacing in the horizontal direction. This is the conversion factor from radians to degrees, ensuring that the calculation result is an angle value.

[0051] Finally, the risk parameters based on landform type and seabed slope are quantitatively scored and determined using a 1-5 level scoring system, with higher levels indicating better navigation safety.

[0052] Quantitative scoring of terrain safety The calculation formula is: , in, Quantitative scoring of terrain safety, with a range of values. ; Assign a basic score to the landform type based on the landform type code: 1-Reef ( ), 2-shoals ( ), 3-flat seabed ( ), 4-Submarine Trench ( ), 5-Artificial obstacles ( ); This is the slope influence coefficient, with a value of 3, used to adjust the weight of the seabed slope on the safety score. The seabed slope, with a range of values. , This is the normalized slope value, with a range of values. .

[0053] The terrain safety level is classified as: Level 1 (Extremely Dangerous): Corresponding to reefs, artificial obstacles, and slope .

[0054] Level 2 (High Risk): Corresponding to reefs, artificial obstacles, and slope Shallow beaches, submarine trenches, and steep slopes .

[0055] Level 3 (Medium Risk): Corresponding to shallow waters and submarine trenches, with a slope .

[0056] Level 4 (Low Risk): Corresponding to a flat seabed with a slope ; Level 5 (Safe): Corresponding to a flat seabed with a slope .

[0057] The dynamic obstacle data marking rules are based on real-time coordinate point safety parameters and dynamic risk parameters of dynamic obstacle data in a unified coordinate system. The safety parameters include the obstacle safety interference level, and the dynamic risk parameters include the floating object type, floating object size and floating speed of floating object data at sea; the ship type, ship tonnage, navigation status, speed and direction of movement of other ship data; and the route type, route occupancy status and traffic density of other route data.

[0058] Specifically, the dynamic obstacle data labeling rules are used to label each three-dimensional coordinate point (X,Y,Z) of the dynamic obstacle three-dimensional coordinate model, and to label the real-time coordinate points, safety parameters, and dynamic risk parameters of the dynamic obstacle data in a unified coordinate system. The core is to determine the safety parameters by quantifying the dynamic risk parameters, and to adapt to the real-time changing characteristics of the dynamic obstacle.

[0059] First, the marked content includes real-time coordinates, safety parameters, and dynamic risk parameters; Secondly, dynamic risk parameters are labeled: floating objects at sea are labeled, and their types are coded as follows: 1-plastic, 2-wood, 3-metal, 4-other. The size of the floating objects is labeled as length. ,width Supplementing dimensional quantification values This reflects the size of the floating object. The larger the value, the higher the risk of interference. The floating speed is indicated by the floating speed. and velocity direction .

[0060] Other vessels are marked, and vessel types are coded: 1-cargo ship, 2-passenger ship, 3-fishing vessel, 4-special vessel; Ship tonnage is marked with tonnage. Supplement to tonnage quantification coefficient , The larger, The larger the size, the higher the risk of collision; navigation status is coded and marked: 1-constant speed, 2-variable speed, 3-turning; speed is marked as the velocity. and direction of movement .

[0061] Other routes are marked, and route types are coded: 1-main route, 2-feeder route, 3-temporary route; Airway occupancy status is coded and marked as 1-occupied, 2-idle; air traffic density is marked accordingly. .

[0062] 3. Safety Parameter (Obstacle Safety Interference Level) Labeling: Determined based on dynamic risk parameter quantitative scoring, using a 1-5 level scoring system (unitless). The higher the level, the lower the interference risk and the better the safety. The specific quantitative scoring formula and level classification are as follows: Obstacle safety interference quantitative scoring The calculation formula is: , in, Quantitative scoring of obstacle safety interference, with a range of values. ; 0.2, 0.3, and 0.5 are the weighting coefficients for each risk parameter, with a total weight of 1. The weights are allocated according to the degree of interference, with traffic density having the greatest impact, followed by ship parameters, and floating object size having the smallest impact. Quantification of floating object size, range of values. ; This is a coefficient for quantifying ship tonnage, with a range of values. ; For the speed of other ships, the range of values ​​is: ; The navigation density is measured in vessels per nautical mile and ranges from 0 to 5.

[0063] The obstacle safety interference level is classified as: Level 1 (extremely high interference) Corresponding air traffic density Or large ships sailing at high speed; Level 2 (High Interference): Corresponding air traffic density , ; Level 3 (Medium Interference): Corresponding air traffic density , ; Level 4 (Low Interference): Corresponding air traffic density , ; Level 5 (No Interference): Corresponding air traffic density There are no large ships or large floating objects.

[0064] The marine environmental data labeling rules are to label marine environmental monitoring coordinate points, safety parameters, and environmental risk parameters in a unified coordinate system. Safety parameters include environmental safety level, and environmental risk parameters include ocean current speed, ocean current direction, and ocean current level for ocean current data, and wind speed, wind direction, and wind speed level for wind data.

[0065] Specifically, the marine environmental data labeling rules are used to label each three-dimensional coordinate point (X,Y,0) of the marine environmental three-dimensional coordinate model, and to label the marine environmental monitoring coordinate points, safety parameters and environmental risk parameters under a unified coordinate system. The core is to determine the safety parameters by quantifying the environmental risk parameters, so as to adapt to the dynamic change characteristics of the marine environment.

[0066] First, mark the core content: monitor coordinate points. Safety parameters and environmental risk parameters; Secondly, environmental risk parameters are labeled. For example, ocean current velocity is labeled within the ocean current data. Supplementing speed quantization coefficients value range The direction of ocean currents is marked. and the angle between ocean currents and the direction of ship navigation. , ,in, The current direction of the ship is indicated; the ocean current level is coded as 1-low speed, 2-medium speed, and 3-high speed.

[0067] Wind speed is marked in wind data. Supplementing wind speed quantification coefficient Values ​​range [0,1]; Wind direction indicator. and the angle between the wind direction and the ship's sailing direction. , Wind speed levels are coded as follows: 1 - light breeze, 2 - gentle breeze, 3 - strong wind.

[0068] Environmental safety level ratings are determined based on a quantitative scoring system of environmental risk parameters, using a 1-5 level system. Higher levels indicate a safer environment and less impact on navigation. Environmental safety quantitative scoring. The calculation formula is , in, Quantitative scoring for environmental safety, with a range of values. ; 0.4 and 0.6 are the weighting coefficients for ocean currents and wind, with a total weight of 1, allocated according to their degree of impact on navigation, with wind having a greater impact than ocean currents; This is a quantification coefficient for ocean current velocity, dimensionless, with a range of values. ; This is the wind speed quantization coefficient, with a value range of... ; The angle between the ocean current and the direction of the ship's navigation. Range of values ; The angle between the wind direction and the ship's sailing direction. Unitless, range of values The influence pattern is the same ;5: Scaling factor, ensuring the values ​​within the parentheses are normalized to [0,1], so that The value range is adapted to a 1-5 level rating system.

[0069] Environmental safety levels are classified as: Level 1 (Extremely Dangerous): Corresponding to strong winds and or high-speed ocean currents and .

[0070] Level 2 (High Risk): Corresponding to strong winds and or high-speed ocean currents and .

[0071] Level 3 (Medium Risk): Corresponding to the wind and or medium-speed ocean currents .

[0072] Level 4 (Low Risk): Corresponding to the wind and or medium-speed ocean currents and .

[0073] Level 5 (Safe): When there is a light breeze or a slow ocean current, it has no significant impact on navigation.

[0074] In this embodiment, by constructing a three-dimensional coordinate marking model, abstract topographical, dynamic obstacle, and marine environmental data are transformed into an intuitive three-dimensional spatial model. Each coordinate point is marked with a clear safety level and risk parameters, which can clearly present the risk distribution within the navigation area and pinpoint the specific spatial location of safety hazards such as reefs, highly interfering obstacles, and dangerous environmental areas.

[0075] The marking rules, through standardized coding and calculation formulas, transform qualitative and quantitative risk parameters such as terrain type, floating object size, and wind speed into a unified safety level and quantitative score. This ensures that risk parameters of different types and dimensions can be compared and integrated, providing a standardized quantitative basis for subsequent comprehensive safety factor calculation and risk level classification. It avoids the bias caused by subjective judgment in traditional assessments and greatly improves the scientificity and objectivity of navigation safety assessments.

[0076] The method also includes: using an overlay and fusion strategy to spatially overlay and correlate the data of the three types of three-dimensional coordinate labeling models in a unified coordinate system to obtain a fused model.

[0077] Specifically, the unified coordinate system adopted is a preset custom navigation coordinate system, with the origin set at the ship's initial navigation position. , The axis is eastward. The axis is north-facing. The axis is perpendicular to sea level, above sea level. The axis is positive, below sea level. The axes are negative, the coordinate units are all meters, and the angle parameters are in degrees. All three types of 3D coordinate marking models are built based on this coordinate system to ensure spatial alignment and avoid marking errors caused by coordinate deviations.

[0078] Furthermore, the overlay and fusion strategy includes: verifying the coordinate consistency of the topographic coordinate marking model, the dynamic obstacle coordinate marking model, and the marine environment coordinate marking model under a unified coordinate system, ensuring that the coordinate deviation of the same spatial coordinate point in the three types of models is less than the deviation threshold. If the coordinate deviation is greater than the deviation threshold, it is corrected by linear interpolation to ensure coordinate alignment accuracy.

[0079] The safety parameters and risk parameters corresponding to each coordinate point in the three types of models are extracted. The risk parameters are quantified and assigned according to the level in the marking rules, and the safety parameters are normalized according to the corresponding adaptation standards to ensure that different types of parameters can be correlated and superimposed.

[0080] The parameters of the three types of models at the same coordinate point are associated and fused, and the safety parameters and risk parameters corresponding to the landform, dynamic obstacles and marine environment are associated and bound one by one, while retaining the original quantitative information of each parameter.

[0081] The correlation parameters of the three types of models are integrated by a spatial overlay algorithm to form a fusion model. The fusion model includes all monitorable coordinate points in a unified coordinate system, and each coordinate point corresponds to the safety parameters and risk parameters of the three types of data.

[0082] Specifically, the 3D coordinate marking model of the terrain is built based on the preprocessed terrain data. Since the terrain data is quasi-static, the model needs to be updated every preset time interval with the latest acquired data. The specific construction steps include: First, the preprocessed terrain plane coordinates With water depth data By associating the data, three-dimensional coordinates of each geomorphic sampling point are generated. .in, The preprocessed effective water depth value ensures that each three-dimensional coordinate point uniquely corresponds to a terrain location within the navigation area.

[0083] Secondly, the preprocessed geomorphic features, including landform types and seabed slope, are compared with the corresponding three-dimensional coordinate points. Binding is performed to establish a relationship between three-dimensional coordinates and landform features.

[0084] Finally, spatial interpolation is used to fill in the blind spots of the three-dimensional coordinate points, ensuring that the model covers the entire navigation area, and verifying that the coordinate deviation is less than the preset coordinate deviation, thus forming a three-dimensional coordinate marking model of the terrain.

[0085] Its model output format is: The geomorphological safety level is calculated using geomorphological data labeling rules.

[0086] The construction of the 3D coordinate marking model of dynamic obstacles is based on preprocessed dynamic obstacle data. Since the dynamic obstacle data is highly dynamic, the model needs to be updated in real time according to the corresponding data acquisition frequency. The specific construction steps include: First, the real-time planar coordinates of the pre-processed floating objects at sea and other vessels are... Combine its actual draft or floating height to supplement the Z-axis coordinate, forming a three-dimensional coordinate system. .

[0087] Secondly, the preprocessed dynamic risk parameters are compared with the corresponding three-dimensional coordinate points. Real-time binding ensures that parameter updates are synchronized with the dynamic position of coordinate points; Finally, the dynamic deviation of the three-dimensional coordinate points is checked in real time, and invalid coordinate points such as those outside the navigation area are eliminated, ultimately forming a dynamic obstacle three-dimensional coordinate marking model.

[0088] Its model output format is: The obstacle safety interference level is calculated using dynamic obstacle data labeling rules.

[0089] The three-dimensional coordinate labeling model of the marine environment is constructed based on preprocessed dynamic marine environmental data. Since the marine environmental data is dynamic, the model update frequency is consistent with the data acquisition frequency. The specific construction steps include: According to the plane coordinates of the marine environmental monitoring points Combined with sea level benchmark This forms a three-dimensional coordinate point (X,Y,0), and the monitoring points are evenly distributed according to a preset density, covering the entire navigation area.

[0090] The preprocessed environmental risk parameters are compared with the corresponding three-dimensional coordinate points. Binding means that coordinate points within the same monitoring area share the same environmental parameters, and the parameters of the corresponding coordinate points are updated synchronously when the environmental parameters are updated. Verify the consistency between environmental parameters and coordinate points to ensure seamless parameter updates, ultimately generating a three-dimensional coordinate marker model of the marine environment. The model output format is as follows: The environmental safety level is calculated using marine environmental data labeling rules.

[0091] In this embodiment, the overlay and fusion strategy explicitly adopts a custom navigation coordinate system, with the ship's starting position as the origin, the X-axis pointing east, the Y-axis pointing north, and the Z-axis perpendicular to the sea level. This system unifies coordinate and angle units, and all three types of models are constructed based on this coordinate system, achieving spatial alignment from the source. Simultaneously, through coordinate consistency verification and linear interpolation correction, it ensures that the deviation at the same coordinate point is less than a threshold, completely resolving the coordinate deviation problem between different acquisition devices and different models. This avoids labeling errors and parameter misalignments caused by deviations, ensuring the accuracy of subsequent overlay and fusion, and providing coordinate system support for the collaborative functioning of multi-source data.

[0092] The method also includes: calculating the comprehensive safety coefficient of each coordinate point through a safety weight strategy; determining the comprehensive safety coefficient threshold and safety level based on ship navigation safety standards; classifying the risk type and corresponding risk level of each coordinate point and navigation area in the fusion model; determining navigable areas and dangerous areas; and outputting a comprehensive navigation safety data set.

[0093] Furthermore, the safety weight strategy includes: defining safety weights for the safety parameters of the three types of models based on the priority of ship navigation safety; The safety weight allocation is determined based on the degree of impact of the three types of data on ship navigation safety, with the safety weight of topographic data being greater than that of dynamic obstacle data, which is greater than that of dynamic marine environmental data. Overall safety factor It is a quantitative indicator for measuring the navigation safety of a certain coordinate point. The value range is [0,1]. The closer the comprehensive safety coefficient is to 1, the higher the navigation safety of the coordinate point; the closer the comprehensive safety coefficient is to 0, the lower the safety.

[0094] Specifically, the safety weighting strategy is the core basis for calculating the comprehensive safety coefficient. Its core logic is to allocate differentiated safety weights based on the degree of impact of three types of data (topographic data, dynamic obstacle data, and dynamic marine environmental data) on ship navigation safety, ensuring that the comprehensive safety coefficient can truly reflect the actual navigation safety level at the coordinate point. The higher the degree of impact, the greater the safety weight, and the higher the contribution to the comprehensive safety coefficient.

[0095] Safety weight It is a quantitative indicator that measures the degree of influence of a certain type of data security parameter on the overall security coefficient; security weight. The value range is [0,1], and the sum of the safety weights for the three types of data is 1, ensuring the normalization of weight allocation and avoiding weight superposition bias. Furthermore, the safety weight for topographic data is greater than that for dynamic obstacle data, which in turn is greater than that for dynamic marine environmental data.

[0096] Overall safety factor It is a quantitative indicator for measuring navigation safety at a specific spatial coordinate point, with a value range of [0,1]. Its value is positively correlated with navigation safety. (Comprehensive safety factor) The closer the value is to 1, the higher the navigation safety at that coordinate point, and the lower the probability of a ship encountering a safety accident at that location; the overall safety factor... The closer a value is to 0, the lower the navigation safety at that coordinate point, and the higher the probability of a ship encountering a safety accident at that location.

[0097] Safety parameters based on three types of three-dimensional coordinate marking models, namely, geomorphological safety levels. Obstacle safety interference level Environmental safety level Combined with the corresponding security weights, the calculation is performed using a weighted summation formula. The security level needs to be normalized first to ensure it matches the weights. , , The value range is [0,5], which needs to be converted to the interval [0,1]. Therefore, the security level normalization formula is: , in, The normalized value for a certain security level, with a range of values. , ; The original score for a certain security level, with a range of values. ;5 is the normalization coefficient, used to normalize the original scores. Convert to The range is used to adapt to the range of values ​​for the comprehensive safety factor.

[0098] Overall safety factor The calculation formula is: .

[0099] In this embodiment, the safety weight allocation is based on the degree of impact of three types of data on navigation safety. Combined with accident statistics, topographic data is assigned a weight of 0.5, dynamic obstacles 0.35, and marine environment 0.15, with the sum of the weights being 1, which meets the normalization requirements. Through a weighted summation formula, combined with safety level normalization processing, the safety level in the [0,5] interval is converted to the [0,1] interval, and the comprehensive safety coefficient is calculated. This achieves a quantitative assessment of navigation safety risks, avoids the subjective bias of traditional assessments, and allows the safety of different coordinate points to be compared and ranked, reflecting the actual safety level of each coordinate point.

[0100] The method also includes: processing the comprehensive navigation safety data set through an optimal path solving algorithm to obtain the optimal path for the ship.

[0101] Specifically, to ensure that the optimal path obtained is feasible, safe and practical, the preconditions and constraints must be clearly defined before solving the problem. All conditions are set in combination with the comprehensive navigation safety data set and the actual navigation needs of the ship.

[0102] First, clarify the prerequisites. The comprehensive navigation safety dataset is complete and valid, with no missing or abnormal data; the accuracy of coordinate points and the accuracy of the comprehensive safety factor meet the requirements; the ship's starting and target positions are clearly defined, both located within the navigable area and compatible with the unified coordinate system; the ship's own parameters, such as its draft, are known. Maximum speed Minimum turning radius Used for path feasibility verification.

[0103] Secondly, determine the constraints. Safety constraint: the comprehensive safety factor of all coordinate points on the optimal path. Preferred selection The areas are considered relatively safe or extremely safe; paths are prohibited from passing through dangerous areas. Water depth constraint: the water depth at all coordinate points along the path. ,in The draft of the vessel is 1m, which is a safety margin to prevent the vessel from running aground. Speed ​​constraints: the speed of each segment of the path. It is adapted to the ship's power performance to avoid speeding. Steering constraint: When the path turns, the turning radius This ensures smooth vessel turning and avoids loss of control due to excessively small turning radius.

[0104] After obtaining a standardized comprehensive navigation safety dataset, the optimal path is calculated using an optimal path-solving algorithm, taking into account the core requirements of ship navigation. This ensures the ship avoids hazardous areas and prioritizes high-safety-level areas throughout the journey, while also considering navigation efficiency and avoiding increased energy consumption due to excessively long paths. Therefore, this method also includes: processing the comprehensive navigation safety dataset using an optimal path-solving algorithm, combining the ship's own parameters and navigation constraints to complete path selection, optimization, and verification, ultimately obtaining the ship's optimal path. This path can be directly transmitted to the ship's control system to guide navigation.

[0105] Based on the dynamic characteristics and data features of ship navigation, an improved type was selected. The algorithm serves as an optimal path solution algorithm. By introducing safety factor weights and navigation cost functions, it can be adapted to the requirement of prioritizing ship safety, compared to traditional methods. The algorithm can effectively avoid low-safety-level areas while taking into account path smoothness and navigation efficiency. The algorithm parameters have been verified in ship navigation scenarios and are adapted to the complex marine navigation environment.

[0106] Based on the improved The algorithm, combined with a comprehensive navigation safety dataset, provides a clear solution for the optimal path and is fully compatible with the aforementioned technical framework. The specific steps are as follows: 1. Read the comprehensive navigation safety data set and extract the comprehensive safety factor of all three-dimensional coordinate points and nodes within the navigable area. , water depth Input the coordinates of the ship's starting node and target node, as well as the ship's own parameters ( , , ); initialize algorithm parameters, where The value is 1.3, the search step size is 10m, and it is compatible with the region division unit.

[0107] 2. Based on the safety feasibility verification formula, infeasible nodes are eliminated, i.e. or We retain feasible nodes within the navigable area and construct an algorithm-searched node library.

[0108] 3. Starting from the initial node, traverse the feasible nodes in the node library and calculate the evaluation function for each node. Preferred selection The smallest node is used as the next search node, and this process is repeated until the target node is found.

[0109] The formula for calculating the total cost of a path node is as follows: : , in, For the current node The total cost to reach the target node is the core metric for node selection. The smaller the value, the better the path corresponding to the node; From the starting node to the current node The actual cost reflects the actual travel distance of the current path; the shorter the distance, the greater the cost. The smaller; For the current node The estimated cost to the target node is used to improve the algorithm's search efficiency and is calculated using three-dimensional Euclidean distance. The safety weighting coefficient has a value of [value missing]. ; Define the actual distance from the starting node to the current node as the actual cost. The actual cost The calculation formula is: , in, Let n be the three-dimensional coordinates of the current node n; For the current node The three-dimensional coordinates of the previous node; The total actual cost from the starting node to the current node can be obtained by summing the three-dimensional Euclidean distance between two adjacent nodes.

[0110] Define the estimated distance from the current node to the target node as the estimated cost. Estimated cost The calculation formula is: , in, The three-dimensional coordinates of the target node; For the current node 3D coordinates; For the current node The overall safety factor, dimensionless, range of values. ; This represents the estimated cost from the current node to the target node. The improvement lies in introducing... Overall safety factor The smaller, The larger, The larger the value, the lower the priority of the node being filtered, thus avoiding nodes with low security levels; 4. Optimize the initial path obtained from the search, removing redundant nodes such as those that are too close to each other or have excessively large turning angles, and verify whether the path's turning radius meets the requirements. Adjust the path smoothness to ensure smooth ship navigation; at the same time, verify the comprehensive safety coefficient of all nodes on the path to ensure that no low-safety-level nodes are mixed in.

[0111] 5. Calculate the total length, average comprehensive safety factor, and estimated travel time of the optimal path. Verify whether the path meets all constraints. If not, return to step 3 to search again. If it meets the constraints, determine it as the final optimal path.

[0112] 6. The optimal path output format is compatible with the comprehensive navigation safety dataset, using a standardized JSON format, specifically including: a sequence of all 3D coordinate points of the optimal path. The total route length, average comprehensive safety factor, estimated travel time, and recommended speed for each segment of the route can be directly transmitted to the ship's control system to guide the ship's navigation.

[0113] according to Figure 3 and Figure 4 It can be seen that the improved version Algorithm ratio The algorithm demonstrates high planning efficiency and good robustness in various complex general aviation environments.

[0114] In this embodiment, the improved version Compared to traditional algorithms, this algorithm introduces a safety factor weight and a navigation cost function. It selects the optimal node through an evaluation function, emphasizing both safety priority and path smoothness and navigation efficiency. This is its core improvement. Adjusting the estimated cost can effectively avoid nodes with low security levels. At the same time, the algorithm parameters have been validated for specific scenarios, resulting in high solution efficiency and adaptability to complex marine environments. It can quickly process node data across the entire navigation area, avoiding dynamic risks caused by algorithm lag.

[0115] like Figures 5-7 As shown, the method also includes: during the ship's optimal path navigation, real-time monitoring of changes in dynamic obstacle data and marine environmental dynamic data, and calculation of the path deviation between the ship's current navigation position and the navigable area.

[0116] Specifically, the real-time monitoring content includes: using ship-mounted dynamic monitoring equipment such as radar, ocean current sensors, and wind speed sensors to collect dynamic obstacle data and marine environmental dynamic data in real time.

[0117] Dynamic obstacle monitoring includes the type, size, floating speed, and direction of floating objects; and the type, tonnage, navigation status, speed, and direction of other vessels. Marine environmental monitoring includes the speed and direction of ocean currents and winds.

[0118] Path deviation This refers to the minimum straight-line distance between the ship's current navigation position and the optimal path, with a range of values. Path deviation The larger the value, the further the ship deviates from the optimal path, and the higher the navigation risk. Path deviation The calculation formula is: , in, For path deviation, the main monitoring indicators are: ; The three-dimensional coordinates of the ship's current navigation position. This represents the current water depth. , These are the three-dimensional coordinates of two adjacent nodes on the optimal path, i.e., the starting and ending nodes of the current route the ship should travel.

[0119] When the path deviation exceeds the comprehensive deviation threshold, a dynamic response adjustment strategy is triggered, which performs safe fine-tuning of the local path based on multiple response mapping functions and hierarchical fine-tuning rules in the dynamic response adjustment strategy.

[0120] Specifically, during the optimal path navigation process, the vessel monitors changes in dynamic obstacle data and marine environmental dynamic data in real time, simultaneously extracts safety parameters and risk parameters of the coordinate points corresponding to the current navigation area from the fusion model, constructs a corresponding response mapping function based on the risk parameters, calculates the comprehensive deviation threshold based on the response mapping function, and calculates the path deviation between the vessel's current navigation position and the navigable area in real time. Actual path deviation Compared with the comprehensive deviation threshold To make a comparison, when When the time comes, a dynamic response adjustment is triggered; based on hierarchical fine-tuning rules, combined with a comprehensive safety factor. Elevation and Path Deviation Based on the size and risk parameter levels, perform differentiated fine-tuning operations to ensure that the adjusted path still meets all navigation constraints.

[0121] The response mapping function is used to quantify the impact of dynamic risk parameters on path deviation and to define the allowable deviation thresholds corresponding to different risk levels. It is divided into two categories: dynamic obstacle deviation response mapping function and marine environment deviation response mapping function. The output result is the corresponding deviation threshold.

[0122] Determining the dynamic obstacle deviation response mapping function based on dynamic obstacle risk parameter quantification. Its function is: , in, This is the result of the dynamic obstacle deviation response mapping function, i.e., the allowable deviation threshold for the dynamic obstacle; For quantification of ship tonnage; For the speed of other ships; This is the ship's maximum speed; =Air traffic density; 10 is the basic deviation threshold coefficient; 0.4, 0.3, and 0.3 are the weights of each risk parameter, which are adapted to the degree of impact of dynamic obstacles on navigation.

[0123] , , The larger the obstacle, the higher the risk of dynamic obstacles. The smaller the value, the smaller the allowable path deviation, thus avoiding collisions caused by excessive deviation.

[0124] Determining the Marine Environmental Deviation Response Mapping Function Based on Marine Environmental Risk Parameter Quantification Its function formula is: , in, This is the result of the marine environment deviation response mapping function, i.e., the allowable deviation threshold of the marine environment; This is a quantification coefficient for ocean current velocity. The angle between the ocean current and the direction of the ship's navigation; This is the wind speed quantization coefficient; 8 represents the angle between the wind direction and the ship's sailing direction; 8 represents the basic deviation threshold coefficients, and 0.4 and 0.6 represent the weights of the ocean current and wind parameters, respectively.

[0125] , The larger, , The closer The greater the interference of the marine environment on navigation, The smaller the value, the smaller the allowable path deviation, thus avoiding the expansion of deviation due to environmental interference.

[0126] Furthermore, the dynamic response adjustment strategy includes: during the ship's optimal path navigation, real-time monitoring of changes in dynamic obstacle data and marine environmental dynamic data, synchronous extraction of safety parameters and risk parameters of corresponding coordinate points in the fusion model, and obtaining the corresponding response mapping function; calculation of the comprehensive deviation threshold based on the response mapping function; real-time calculation of the path deviation between the ship's current navigation position and the navigable area, comparison of the actual path deviation with the comprehensive deviation threshold, and triggering dynamic response adjustment when the actual path deviation is greater than the comprehensive deviation threshold; and execution of differentiated fine-tuning operations based on hierarchical fine-tuning rules, combined with the comprehensive safety factor, the magnitude of the path deviation, and the risk parameter level.

[0127] Furthermore, the response mapping function includes a dynamic obstacle deviation response mapping function and a marine environment deviation response mapping function, which calculate corresponding deviation thresholds based on dynamic obstacle risk parameters and marine environment risk parameters, respectively; the comprehensive deviation threshold is the maximum value among the results of the dynamic obstacle deviation response mapping function and the marine environment deviation response mapping function. Specifically, the comprehensive deviation threshold It is the trigger threshold for dynamic response adjustment, and its value is taken from the dynamic obstacle deviation response mapping function. Mapping function of marine environmental deviation response The maximum value in the result ensures priority is given to adapting to dynamic parameters with higher risks, and the overall deviation threshold is considered. The calculation formula is: , in, This is the overall deviation threshold; The result is the dynamic obstacle deviation response mapping function. The result is the mapping function of the marine environmental deviation response; When the risk of dynamic obstacles is higher, that is ,by This is the trigger threshold; when the marine environmental disturbance is greater, i.e. ,by To set a trigger threshold, ensure that the triggering conditions match the current highest risk factor.

[0128] Furthermore, the dynamic response adjustment strategy also includes: if the overall safety factor of the current navigation area coordinates is lower than the safety threshold, an adjustment warning will be triggered simultaneously.

[0129] Specifically, the dynamic response adjustment strategy also includes a safety early warning mechanism, which considers the overall safety factor of the current navigation area coordinates. If the water level falls below the safety threshold, an adjustment warning will be triggered simultaneously to remind the crew to pay attention to the navigation status and cooperate with the automatic adjustment operation. Specifically, if the safety threshold matches the minimum safety factor of the navigable area, an immediate warning will be triggered, along with a dynamic response adjustment to prioritize avoiding low-safety-level areas.

[0130] Furthermore, the tiered fine-tuning rules are divided into moderate fine-tuning and emergency fine-tuning; when the path deviation is less than a preset multiple of the comprehensive deviation threshold, moderate fine-tuning is invoked; the local path is reconstructed and the sailing speed is fine-tuned; when the path deviation is greater than a preset multiple of the comprehensive deviation threshold, the ship's sailing speed is reduced first, the hazard avoidance path is reconstructed and an alarm is triggered.

[0131] Specifically, the preset multiplier is determined through ship navigation tests and is adapted to the steering performance and path adjustment needs of most ships.

[0132] Medium fine-tuning is suitable for low-deviation and low-risk scenarios. When the path deviation is less than a preset multiple of the comprehensive deviation threshold, the medium fine-tuning mode is invoked. The goal is to fine-tune the local path without affecting navigation efficiency, so that the ship returns to the optimal path.

[0133] First, route adjustments were made. Based on the improved... The algorithm reconstructs the local path between two adjacent nodes, controlling the reconstruction range within a preset distance to ensure a smooth connection between the local path and the overall optimal path. The comprehensive safety factor of all nodes on the reconstructed path is then calculated. , water depth ; Secondly, fine-tune the speed. Adjust the speed according to the magnitude of the path deviation to ensure the adjusted speed is within acceptable limits. And maintain a stable voyage, avoiding ship swaying caused by sudden speed changes; Emergency fine-tuning is suitable for high deviation and high-risk scenarios. When the path deviation exceeds a preset multiple of the comprehensive deviation threshold, the emergency fine-tuning mode is activated. The core objective is to prioritize navigation safety and avoid high-risk factors.

[0134] First, initiate emergency deceleration. Reduce the ship's speed to its original speed. This avoids further deviation due to excessive speed and buys time for path reconstruction.

[0135] Secondly, risk avoidance paths are reconstructed. Based on the improved... The algorithm reconstructs local risk avoidance paths, controlling the reconstruction range to 2-3 times the preset distance, and prioritizes selecting paths with a comprehensive safety factor. The extremely safe zone ensures that the reconstruction path avoids dangerous areas and high-risk dynamic obstacles throughout the entire process; Next, trigger the early warning. Simultaneously trigger the ship's audible and visual warnings to remind the crew to pay attention to the navigation status in real time. If the deviation continues to increase, that is, if it exceeds twice the comprehensive deviation threshold, trigger the emergency braking plan until the risk of the ship deviating is eliminated; Regardless of the fine-tuning mode used, the feasibility of the adjusted path must be verified immediately after the adjustment is completed. The verification includes checking path deviation. Comprehensive safety factor Greater than the safety threshold, water depth Turning radius speed Once all conditions are met, the vessel resumes normal navigation monitoring; if not, fine-tuning is performed again until the requirements are met.

[0136] In this embodiment, the dynamic response adjustment adopts a tiered rule of moderate and emergency fine-tuning, performing differentiated operations based on the magnitude of path deviation and risk level: moderate fine-tuning adjusts local paths and adapts speeds while ensuring efficiency, avoiding impact on navigation progress due to excessive adjustments; emergency fine-tuning prioritizes deceleration, reconstructs hazard avoidance paths, and triggers warnings to minimize high-risk factors. This tiered model ensures safety priority in high-risk scenarios while also considering navigation efficiency in low-risk scenarios, achieving a dynamic balance between safety and efficiency.

[0137] The method also includes: after the safety fine-tuning is completed, synchronizing the fine-tuned local path data to the fusion model, updating the data safety parameters, risk parameters and path parameters of the corresponding coordinate points, and ensuring the data consistency between the fusion model and the ship control system.

[0138] In this embodiment, after the safety fine-tuning is completed and the feasibility verification is passed, in order to ensure the accuracy of subsequent navigation monitoring, path optimization and dynamic response adjustment, the fine-tuned local path data needs to be synchronized to the fusion model, and the relevant data of the corresponding coordinate points in the model needs to be updated to achieve data consistency between the fusion model and the ship control system, so as to avoid navigation decision deviations caused by data asynchrony.

[0139] Example 2 like Figure 2 As shown, a ship navigation safety analysis system is used in the aforementioned ship navigation safety analysis method based on dynamic data control. This system includes: The data acquisition and preprocessing module is used to collect three types of data in real time within the ship's navigation area: topographic data, dynamic obstacle data, and dynamic marine environment data. It preprocesses the three types of data and adapts them to a unified coordinate system. The 3D model building module is connected to the data acquisition and preprocessing module. It is used to receive the three types of preprocessed data, build corresponding 3D coordinate marking models under a unified coordinate system, and mark the corresponding safety parameters and risk parameters for each model according to the marking rules. The overlay and fusion module, connected to the 3D model building module, is used to spatially overlay and fuse the data of three types of 3D coordinate marker models in a unified coordinate system through an overlay and fusion strategy to generate a fused model. The safety factor calculation and area division module, connected to the overlay and fusion module, is used to calculate the comprehensive safety factor of each coordinate point in the fusion model through a safety weight strategy, determine the comprehensive safety factor threshold and safety level based on ship navigation safety standards, classify the risk type and risk level of each coordinate point and navigation area, determine the navigable area and dangerous area, and output a comprehensive navigation safety data set. The optimal path solution module, connected to the safety factor calculation and area division module, is used to solve the comprehensive navigation safety data set through the optimal path solution algorithm to obtain the optimal path for the ship. The dynamic monitoring and deviation calculation module is connected to the optimal path solution module and the data acquisition and preprocessing module. It is used to monitor the changes in dynamic obstacle data and marine environment dynamic data in real time when the ship is sailing along the optimal path, and to calculate the path deviation between the ship's current sailing position and the navigable area simultaneously. The dynamic response adjustment module, connected to the dynamic monitoring and deviation calculation module and the overlay fusion module, is used to execute dynamic response adjustment strategies. It calculates the comprehensive deviation threshold based on the response mapping function, compares the actual path deviation with the comprehensive deviation threshold, triggers dynamic response adjustment, calls the medium fine-tuning or emergency fine-tuning rules to perform differentiated fine-tuning operations, and after the fine-tuning is completed, it synchronizes the fine-tuned local path data to the fusion model and updates the safety parameters, risk parameters and path parameters of the corresponding coordinate points. The data interaction module connects with the dynamic response adjustment module and the existing ship control system to achieve data synchronization between the fusion model and the ship control system, ensuring data consistency between the two and providing safety analysis data support for ship navigation control.

[0140] In this embodiment, data interaction is seamless, adaptable to the ship control system, and promotes the implementation of intelligent management and control. The data interaction module acts as a bridge between the system and the ship control system, ensuring real-time synchronization of core data such as the fusion model, optimal path, and fine-tuned parameters. This guarantees data consistency between the two systems, enabling the safety analysis data output by the system to directly support ship navigation control, achieving seamless integration of safety analysis and navigation control. Simultaneously, the system architecture aligns with the actual operational needs of ships, and the functions of each module are adapted to the technical requirements of the aforementioned safety analysis methods, improving the safety and stability of ship navigation.

[0141] The foregoing has provided a detailed description of one embodiment of the present invention, but this description is merely a preferred embodiment and should not be construed as limiting the scope of the invention. All equivalent variations and modifications made within the scope of the claims of this invention should still fall within the patent coverage of this invention.

Claims

1. A method for analyzing ship navigation safety based on dynamic data control, characterized in that, The method includes: The system collects and preprocesses three types of data in the ship's navigation area in real time: topographic data, dynamic obstacle data, and dynamic marine environment data, and adapts these three types of data into a unified coordinate system. Based on the three types of preprocessed data, corresponding three-dimensional coordinate labeling models are constructed in a unified coordinate system; and the corresponding safety parameters and risk parameters are labeled according to the labeling rules of each model. By employing an overlay and fusion strategy, the data of three types of 3D coordinate labeling models are spatially overlaid and correlated in a unified coordinate system to obtain a fused model. The comprehensive safety factor of each coordinate point is calculated through a safety weighting strategy; the comprehensive safety factor threshold and safety level are determined based on the ship navigation safety standard; the risk type and corresponding risk level are classified for each coordinate point and navigation area in the fusion model; the navigable area and the dangerous area are determined; and a comprehensive navigation safety data set is output. The optimal path is obtained by solving the comprehensive navigation safety data set using the optimal path solving algorithm. While navigating along the optimal path, the ship monitors changes in dynamic obstacle data and marine environmental dynamic data in real time, and calculates the path deviation between the ship's current navigation position and the navigable area. When the path deviation exceeds the comprehensive deviation threshold, a dynamic response adjustment strategy is triggered, which performs safe fine-tuning of the local path based on multiple response mapping functions and hierarchical fine-tuning rules in the dynamic response adjustment strategy. After the safety fine-tuning is completed, the fine-tuned local path data is synchronized to the fusion model, and the data safety parameters, risk parameters and path parameters of the corresponding coordinate points are updated to ensure the data consistency between the fusion model and the ship control system.

2. The ship navigation safety analysis method based on dynamic data control according to claim 1, characterized in that: The geomorphic data includes planar coordinate data, water depth data, and geomorphic feature data; The dynamic obstacle data includes data on floating objects at sea, data on other vessels, and data on other routes; The marine environmental dynamics data includes ocean current data and wind data.

3. The ship navigation safety analysis method based on dynamic data control according to claim 2, characterized in that, The labeling rules include geomorphic data labeling rules, dynamic obstacle data labeling rules, and marine environmental dynamic data labeling rules; The geomorphic data marking rule is to mark geomorphic data coordinate points, safety parameters, and risk parameters in a unified coordinate system. The safety parameters include the geomorphic safety level, and the risk parameters include the geomorphic type and seabed slope corresponding to the geomorphic feature data. The dynamic obstacle data marking rules are based on the real-time coordinate point safety parameters and dynamic risk parameters of the dynamic obstacle data in a unified coordinate system. The safety parameters include the obstacle safety interference level, and the dynamic risk parameters include the floating object type, floating object size, and floating speed of the marine floating object data. Other vessel data includes vessel type, tonnage, navigation status, speed, and direction of movement; other route data includes route type, route occupancy status, and traffic density. The marine environmental data labeling rules are to label marine environmental monitoring coordinate points, safety parameters, and environmental risk parameters in a unified coordinate system. Safety parameters include environmental safety level, and environmental risk parameters include ocean current speed, ocean current direction, and ocean current level for ocean current data, and wind speed, wind direction, and wind speed level for wind data.

4. The ship navigation safety analysis method based on dynamic data control according to claim 3, characterized in that, Overlay and fusion strategies include: Under a unified coordinate system, coordinate consistency verification is performed on the topographic coordinate marking model, dynamic obstacle coordinate marking model, and marine environment coordinate marking model to ensure that the coordinate deviation of the same spatial coordinate point in the three types of models is less than the deviation threshold. If the coordinate deviation is greater than the deviation threshold, it is corrected by linear interpolation to ensure coordinate alignment accuracy. The safety parameters and risk parameters corresponding to each coordinate point in the three types of models are extracted. The risk parameters are quantified and assigned according to the level in the marking rules, and the safety parameters are normalized according to the corresponding adaptation standards to ensure that different types of parameters can be correlated and superimposed. The parameters of the three types of models at the same coordinate point are associated and fused, and the safety parameters and risk parameters corresponding to the landform, dynamic obstacles and marine environment are associated and bound one by one, while retaining the original quantitative information of each parameter; The correlation parameters of the three types of models are integrated by a spatial overlay algorithm to form a fusion model. The fusion model includes all monitorable coordinate points in a unified coordinate system, and each coordinate point corresponds to the safety parameters and risk parameters of the three types of data.

5. The ship navigation safety analysis method based on dynamic data control according to claim 4, characterized in that, Security weighting strategies include: Based on the priority of ship navigation safety, safety weights are defined for the safety parameters of the three types of models. The safety weight allocation is determined based on the degree of impact of the three types of data on ship navigation safety, with the safety weight of topographic data being greater than that of dynamic obstacle data, which is greater than that of dynamic marine environmental data. The overall safety factor is a quantitative indicator that measures the navigation safety of a certain coordinate point. Its value ranges from [0,1]. The closer the overall safety factor is to 1, the higher the navigation safety of the coordinate point; the closer the overall safety factor is to 0, the lower the safety.

6. The ship navigation safety analysis method based on dynamic data control according to claim 5, characterized in that, Dynamic response adjustment strategies include: During the optimal path navigation process, the ship monitors the changes in dynamic obstacle data and marine environment dynamic data in real time, and simultaneously extracts the safety parameters and risk parameters of the corresponding coordinate points in the fusion model to obtain the corresponding response mapping function. Calculate the overall deviation threshold based on the response mapping function; The system calculates the path deviation between the ship's current navigation position and the navigable area in real time, compares the actual path deviation with a comprehensive deviation threshold, and triggers dynamic response adjustment when the actual path deviation exceeds the comprehensive deviation threshold. Based on the hierarchical fine-tuning rules, and taking into account the overall safety factor, path deviation, and risk parameter level, differentiated fine-tuning operations are performed.

7. The ship navigation safety analysis method based on dynamic data control according to claim 6, characterized in that, The response mapping function includes a dynamic obstacle deviation response mapping function and a marine environment deviation response mapping function, which calculate the corresponding deviation thresholds based on dynamic obstacle risk parameters and marine environment risk parameters, respectively. The combined deviation threshold is the maximum value between the results of the dynamic obstacle deviation response mapping function and the marine environment deviation response mapping function.

8. The ship navigation safety analysis method based on dynamic data control according to claim 6, characterized in that, The dynamic response adjustment strategy also includes: if the overall safety factor of the current navigation area coordinates is lower than the safety threshold, an adjustment warning will be triggered simultaneously.

9. The ship navigation safety analysis method based on dynamic data control according to claim 6, characterized in that, The tiered fine-tuning rules are divided into moderate fine-tuning and emergency fine-tuning; When the path deviation is less than a preset multiple of the comprehensive deviation threshold, a moderate fine-tuning is invoked; Reconstruct the local path and fine-tune the navigation speed; When the path deviation exceeds a preset multiple of the comprehensive deviation threshold, the ship's speed is reduced first, the hazard avoidance path is reconstructed, and an alert is triggered.

10. A ship navigation safety analysis system, characterized in that, This system is used in the ship navigation safety analysis method based on dynamic data control as described in claims 1-9, and the system includes: The data acquisition and preprocessing module is used to collect three types of data in real time within the ship's navigation area: topographic data, dynamic obstacle data, and dynamic marine environment data. It preprocesses the three types of data and adapts them to a unified coordinate system. The 3D model building module is connected to the data acquisition and preprocessing module. It is used to receive the three types of preprocessed data, build corresponding 3D coordinate marking models under a unified coordinate system, and mark the corresponding safety parameters and risk parameters for each model according to the marking rules. The overlay and fusion module, connected to the 3D model building module, is used to spatially overlay and correlate the data of three types of 3D coordinate marker models in a unified coordinate system through an overlay and fusion strategy to generate a fused model. The safety factor calculation and area division module, connected to the overlay and fusion module, is used to calculate the comprehensive safety factor of each coordinate point in the fusion model through a safety weight strategy, determine the comprehensive safety factor threshold and safety level based on ship navigation safety standards, classify the risk type and risk level of each coordinate point and navigation area, determine the navigable area and dangerous area, and output a comprehensive navigation safety data set. The optimal path solution module, connected to the safety factor calculation and area division module, is used to solve the comprehensive navigation safety data set through the optimal path solution algorithm to obtain the optimal path for the ship. The dynamic monitoring and deviation calculation module, connected to the optimal path solution module and the data acquisition and preprocessing module, is used to monitor the changes in dynamic obstacle data and marine environment dynamic data in real time when the ship is sailing along the optimal path, and simultaneously calculate the path deviation between the ship's current sailing position and the navigable area. The dynamic response adjustment module, connected to the dynamic monitoring and deviation calculation module and the overlay fusion module, is used to execute dynamic response adjustment strategies. It calculates the comprehensive deviation threshold based on the response mapping function, compares the actual path deviation with the comprehensive deviation threshold, triggers dynamic response adjustment, calls the medium fine-tuning or emergency fine-tuning rules to perform differentiated fine-tuning operations, and after the fine-tuning is completed, it synchronizes the fine-tuned local path data to the fusion model and updates the safety parameters, risk parameters and path parameters of the corresponding coordinate points. The data interaction module connects with the dynamic response adjustment module and the ship control system to achieve data synchronization between the fusion model and the ship control system, ensuring data consistency between the two and providing safety analysis data support for ship navigation control.

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