Light control method, device and readable storage medium of a ship

Abstract

The application provides a light control method and device of a ship and a readable storage medium. The ship comprises a plurality of navigation lights and a plurality of anchor lights. The method comprises the following steps: acquiring a driving mode of the ship; acquiring a navigation state of the ship when the driving mode is an automatic driving mode; acquiring light intensity data of an environment in which the ship is located when the automatic driving mode and the ship is in a navigation state, and controlling the navigation lights of the ship to be turned on or turned off according to the light intensity data and a first intensity threshold; acquiring the light intensity data of the environment in which the ship is located when the automatic driving mode and the ship is in a stop state, and controlling the anchor lights of the ship to be turned on or turned off according to the light intensity data and a second intensity threshold; acquiring a ship light control state when the driving mode is a manual driving mode; and generating a prompt information according to preset light rules data and the ship light control state. The application realizes intelligent and compliant turning on and turning off of the ship lights through double-mode cooperative control.

Description

Technical Field

[0001] This invention relates to the field of shipping and maritime monitoring technology, and more specifically, to a method, apparatus and readable storage medium for controlling ship lighting. Background Technology

[0002] In related technologies, navigation lights on ships rely on manual control. However, common ship navigation states include autopilot and manual control. Since manual control of navigation lights cannot meet the needs of ship autopilot and lacks automated control logic based on different ship navigation states (underway, stationary) and ambient light intensity in autopilot mode, it is easy for navigation lights to fail to turn on and off automatically as needed during ship autopilot, affecting the safety and adaptability of autopilot. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.

[0004] Therefore, the first aspect of the present invention proposes a method for controlling the lighting of a ship.

[0005] A second aspect of the present invention provides a lighting control device for a ship.

[0006] A third aspect of the invention provides another lighting control device for ships.

[0007] The fourth aspect of this application proposes a readable storage medium.

[0008] In view of the above, a first aspect of the present invention provides a method for controlling the lighting of a ship, the ship including multiple navigation lights and multiple anchor lights, the method comprising: acquiring the ship's driving mode; when the driving mode is an autopilot mode, acquiring the ship's navigation state, the navigation state including at least an underway state and a stopped state; when the autopilot mode is in the underway state and the ship is in the underway state, acquiring light intensity data of the environment in which the ship is located, and controlling the ship's navigation lights to turn on or off according to the light intensity data and a first intensity threshold; when the autopilot mode is in the stopped state and the ship is in the stopped state, acquiring light intensity data of the environment in which the ship is located, and controlling the ship's anchor lights to turn on or off according to the light intensity data and a second intensity threshold; when the driving mode is a manual driving mode, acquiring the ship's lighting control state; and generating prompt information according to preset lighting rule data and the ship's lighting control state.

[0009] In this application, navigation lights refer to lights used by a vessel to identify its position, course, and navigation status during navigation, including foremast lights, aft mast lights, stern lights, port lights, and starboard lights. These are core lights used to ensure safe encounters during navigation. Anchor lights are marker lights turned on when a vessel is moored or grounded, used to signal its stationary status to surrounding vessels and avoid collision risks. The driving mode proposed in the above control method refers to the vessel's control mode, divided into autopilot mode (where the vessel's autopilot system autonomously controls navigation-related operations) and manual driving mode (where the driver controls the vessel via the bridge). Navigation status refers to the vessel's navigation conditions, including underway (when the vessel is moving) and stationary (when the vessel is moored or grounded). Illumination intensity data refers to the brightness data of the ambient light surrounding the vessel, collected by the vessel's onboard visual sensors, used to determine environmental visibility or day / night conditions. The first intensity threshold is a illuminance judgment standard set for the vessel underway, used to define the critical value of light intensity at which navigation lights need to be turned on or off. The second intensity threshold refers to the light intensity judgment standard set for a stationary ship, used to define the critical light intensity value for whether anchor lights need to be turned on or off. Ship lighting control status: In manual driving mode, the on / off status of each navigation light on the ship after being controlled by physical switches on the bridge. Preset lighting rule data refers to the standards for the on / off of ship lights in different navigation scenarios and driving modes, formulated based on shipping industry regulations, and serves as the basis for judging whether lighting control is compliant. Warning information refers to alerts or notifications used to inform the driver whether the lighting control status complies with regulations, ensuring the compliance of ship lighting use.

[0010] This application combines signal control and lighting control under an autonomous driving system, which can overcome the limitations of ship navigation lights being only manually controllable and the control system operating independently. It enables automated control of navigation lights and anchor lights in autonomous driving mode, while also being compatible with lighting control functions in manual driving mode. This provides adaptation support for ship autonomous driving and ensures the compliance and safety of lighting control in both driving modes.

[0011] First, by collecting data from the ship's control system, the current driving mode is determined, clarifying whether the ship is in autopilot or manual control mode, laying the foundation for subsequent lighting control logic selection. When the driving mode is determined to be autopilot, the ship's navigation status is further acquired to distinguish between being at sea and stationary, as the functional requirements for lighting differ depending on the navigation status. Navigation lights are needed to indicate the navigation status when at sea, while anchor lights are needed to indicate the stationary status when stationary. In autopilot mode and when the ship is at sea, visual sensors continuously collect ambient light intensity data. This data is compared to a preset first intensity threshold. If the light intensity is below the first threshold, it indicates low visibility or nighttime; in this case, all navigation lights are activated to ensure surrounding vessels can clearly identify the ship's position and course. If the light intensity is above the first threshold, it indicates good visibility; in this case, navigation lights are turned off to avoid unnecessary energy consumption and light interference. In autonomous driving mode and when the vessel is stationary, light intensity data is collected via visual sensors and compared with a preset second intensity threshold. Based on the comparison result, the anchor lights are controlled to turn on or off, indicating to surrounding vessels that the vessel is stationary and avoiding collision risks. In manual driving mode, the vessel's lighting control status is obtained by detecting the closed state of the corresponding light switches on the bridge. This status is compared with preset lighting rule data, and a prompt message is generated based on the comparison result, allowing the driver to promptly know whether the lighting control complies with regulations, ensuring compliance of lighting use during manual driving. The entire process, through a closed-loop logic of "driving mode, navigation status, environmental data, and lighting control," achieves precise adaptation of lighting control to the vessel's driving mode, navigation conditions, and environmental conditions. This solves the problem that manual control cannot meet the needs of autonomous driving while ensuring the compliance of lighting control during manual driving, ultimately achieving the technical effect of supporting autonomous driving and being compatible with both driving modes.

[0012] In some technical solutions of this application, when the ship is in autonomous driving mode and underway, navigation lights are controlled to turn on or off based on light intensity data and a first intensity threshold. This includes: when the light intensity data is lower than the first intensity threshold, controlling multiple navigation lights to turn on; when the light intensity data is higher than the first intensity threshold, obtaining the duration for which the light intensity data is higher than the first intensity threshold, and controlling multiple navigation lights to turn off when the duration reaches a preset delay time.

[0013] In this technical solution, the duration refers to the continuous length of time during which the light intensity data is higher than the first intensity threshold, used to prevent navigation lights from being accidentally turned off due to short-term fluctuations in light intensity. The preset delay duration refers to the pre-set time that the light intensity must remain above the first intensity threshold; it is the time criterion for determining whether to turn off the navigation lights, used to ensure the stability of light control.

[0014] This technical solution refines the control logic of navigation lights during navigation in autopilot mode, avoids frequent switching of navigation lights due to short-term fluctuations in light intensity, improves the stability and reliability of automatic navigation light control, and further ensures the safety of ships during navigation encounters.

[0015] Under autonomous driving mode and with the vessel underway, ambient light intensity data is first collected via visual sensors and compared to a first intensity threshold. When the light intensity data is below the first threshold, multiple navigation lights are directly activated to ensure that surrounding vessels can effectively identify the vessel under these environmental conditions. When the light intensity data is above the first threshold, the navigation lights are not immediately turned off; instead, the duration of the light intensity exceeding the first threshold is continuously monitored. This duration is compared to a preset delay time. Only when the duration reaches the preset delay time are the navigation lights deactivated. This process, by introducing the determination of duration and preset delay time, filters out short-term fluctuations in light intensity (such as temporary changes in light caused by cloud cover), avoiding frequent activation and deactivation of navigation lights due to short-term light changes. This ensures the accuracy of navigation light control, improves the stability of lighting control, reduces equipment wear, and ensures the continuity of surrounding vessels' recognition of the vessel's lighting status, further guaranteeing the safety of the vessel under autonomous driving mode.

[0016] In some technical solutions of this application, when the ship is in autopilot mode and stationary, anchor lights are controlled to turn on or off based on light intensity data and a second intensity threshold. This includes: when the light intensity data is lower than the second intensity threshold, controlling multiple anchor lights to turn on; when the light intensity data is higher than the second intensity threshold, obtaining the duration for which the light intensity data is higher than the second intensity threshold, and controlling multiple anchor lights to turn off when the duration reaches a preset delay time.

[0017] In this technical solution, the duration refers to the continuous length of time during which the light intensity data is higher than the second intensity threshold, used to prevent anchor lights from being accidentally turned off due to short-term fluctuations in light intensity. The preset delay duration is a pre-set time for the light intensity to remain higher than the second intensity threshold, serving as the time criterion for determining whether to turn off the anchor lights, and is used to ensure the stability of anchor light control.

[0018] This application refines the control logic of anchor lights when the ship is stopped in autopilot mode, avoids frequent opening and closing of anchor lights due to short-term fluctuations in light intensity, improves the stability and reliability of automatic anchor light control, and ensures anchoring safety when the ship is stopped.

[0019] In autopilot mode and with the vessel stationary, visual sensors collect ambient light intensity data and compare it to a preset second intensity threshold. When the light intensity is below the threshold, indicating low visibility or nighttime, multiple anchor lights are activated to clearly signal the vessel's stationary status to surrounding vessels. When the light intensity is above the threshold, the anchor lights are not immediately switched off; instead, the system continuously monitors the duration of the light intensity exceeding the threshold. This duration is compared to a preset delay time, and the anchor lights are only switched off when the duration reaches the preset delay time. By introducing the determination steps for duration and preset delay time, transient fluctuations in light intensity (such as temporary changes in light after a sudden rain shower) are effectively filtered out, preventing frequent switching of anchor lights due to brief light changes. This ensures the accuracy and stability of anchor light control, reduces wear and tear on the anchor light equipment, and ensures that surrounding vessels can continuously recognize the vessel's stationary status, thus guaranteeing anchoring safety when the vessel is moored or aground.

[0020] In some technical solutions of this application, the ship's lighting control method further includes: in autopilot mode, acquiring ship state switching data, the state switching data being used to characterize the ship's navigation state switching from a sailing state to a stopped state, or from a stopped state to a sailing state; when the navigation state switches from a sailing state to a stopped state, stopping the control of navigation lights and executing anchor light control steps in the stopped state; when the navigation state switches from a stopped state to a sailing state, stopping the control of anchor lights and executing navigation light control steps in the sailing state.

[0021] In this technical solution, the state switching data is signal data used to characterize changes in the ship's navigation state. Specifically, it includes relevant data on the ship switching from a sailing state to a stopped state and from a stopped state to a sailing state, which serves as the basis for triggering the switching of the lighting control mode.

[0022] The technical solution of this application can achieve seamless connection of lighting control when the ship's navigation state changes in autonomous driving mode, ensuring that the lighting control is always adapted to the ship's current navigation state, avoiding the occurrence of lighting control vacuum or disorder during the state change process, and ensuring the safety of the ship during the navigation state change process.

[0023] Throughout the entire process of the vessel operating in autopilot mode, the vessel's navigation status changes are continuously monitored, and real-time data on vessel status transitions is acquired. When the status transition data indicates that the vessel's navigation status has changed from underway to stopped, the navigation light control steps for underway are immediately stopped, and the control of turning the navigation lights on or off is terminated. Simultaneously, the anchor light control steps for stopped status are initiated, controlling the anchor lights to turn on or off according to the comparison result of the light intensity data and a second intensity threshold, ensuring that the vessel can promptly identify its status via anchor lights after switching to stopped status. When the status transition data indicates that the vessel's navigation status has changed from stopped to underway, the anchor light control steps for stopped status are immediately stopped, and the control of turning the anchor lights on or off is terminated. Simultaneously, the navigation light control steps for underway status are initiated, controlling the navigation lights to turn on or off according to the comparison result of the light intensity data and a first intensity threshold, ensuring that the vessel can promptly identify its navigation status via navigation lights after switching to underway status. This lighting control linkage mechanism during state transitions enables seamless switching between navigation lights and anchor lights, preventing situations where lighting control lags, malfunctions, or lacks corresponding light indicators during ship navigation state transitions. This ensures the ship's navigation safety and the accuracy of identification of surrounding vessels during state transitions.

[0024] In some technical solutions of this application, generating prompt information based on preset lighting rule data and ship lighting control status includes: determining whether the ship lighting control status conforms to the shipping indicator light specification information based on the ship lighting control status and preset lighting rule data; and generating prompt information to indicate lighting control abnormality when the ship lighting control status does not conform to the shipping indicator light specification information.

[0025] In this technical solution, the shipping indicator light specifications are formulated based on international shipping rules, domestic maritime regulations, and ship navigation safety standards. They address the compliance requirements for turning ship lights on and off in different navigation scenarios and driving modes, and serve as the core basis for judging whether the ship's lighting control status is compliant.

[0026] The warning message for abnormal lighting control is a type of alert generated when the ship's lighting control status does not comply with the navigation indicator light specifications. It is used to remind the navigator to adjust the lighting control status in a timely manner to ensure that the lighting is used in compliance with regulations.

[0027] This application clarifies the criteria for determining the compliance of lighting control under manual navigation mode and the abnormality warning mechanism, ensuring that the use of ship lights during manual navigation complies with shipping regulations, reducing navigation risks caused by violations of lighting control, and improving the safety of manual navigation.

[0028] When the vessel is in manual control mode, the vessel's lighting control status is first obtained by detecting the closed / closed state of the corresponding light switches on the bridge, clarifying the on / off status of each navigation light. Then, preset lighting rule data is retrieved. This data includes shipping indicator light specifications, covering the lighting requirements for different navigation scenarios (such as near-shore navigation, ocean navigation, and foggy navigation) under manual control. The obtained vessel lighting control status is compared one by one with the shipping indicator light specifications to determine whether the vessel's current lighting status complies with the compliance requirements for the corresponding scenario. When the vessel's lighting control status is determined to comply with the shipping indicator light specifications, no prompt message is generated, and the helmsman can continue to control the lights in the current manner. When the vessel's lighting control status is determined to violate the shipping indicator light specifications, a prompt message is immediately generated to indicate the lighting control anomaly. This message clearly points out the specific content of the lighting control violation (such as a navigation light that should be on not being on, or that should not be on but is on), ensuring that the helmsman can quickly identify the problem and make timely adjustments, thereby ensuring the compliance of vessel lighting use during manual control and reducing navigation risks such as collisions and groundings caused by lighting violations.

[0029] In some technical solutions of this application, the ship's lighting control method further includes: when the driving mode is manual driving mode, stopping the response to lighting control commands in automatic driving mode; when the driving mode is automatic driving mode and a command to manually operate the lighting switch is received, stopping the execution of lighting control steps in automatic driving mode and switching to controlling the corresponding lights to turn on or off based on manual operation commands.

[0030] In this technical solution, the instruction to manually operate the light switch is issued by the driver through operating the physical switch of the corresponding light on the ship's control panel. The operation signal that controls the specific light to turn on or off is the basis for triggering the switching of the light control mode from automatic to manual control.

[0031] Firstly, the priority of lighting control in manual navigation mode is set higher than that in autopilot mode, and this rule is maintained throughout the entire lighting control process. When the vessel is in manual navigation mode, regardless of whether the autopilot system issues lighting control commands, the system stops responding to all lighting control commands in autopilot mode. Lighting control is entirely led by the driver through the operation of physical switches on the bridge, ensuring that the driver can flexibly control the lights according to the actual navigation situation and meet the operational needs of manual navigation. When the vessel is in autopilot mode, the system executes the lighting control steps corresponding to autopilot as usual, but at the same time continuously monitors for whether it receives commands to manually operate the lighting switches. Once such a command is received, the system immediately stops executing the lighting control steps in the current autopilot mode, terminates the autopilot system's control over the lights, and switches to controlling the corresponding lights to turn on or off based on manual operation commands. This priority setting and switching mechanism not only ensures the driver's operational control during manual navigation, but also allows the driver to intervene in lighting control in a timely manner during autopilot based on emergencies (such as encountering special navigation scenarios, sensor failures, etc.), achieving seamless connection between the two control modes, improving the flexibility and reliability of lighting control, and further ensuring the safety of ship navigation.

[0032] In some technical solutions of this application, multiple anchor lights include a forward anchor light and a rear anchor light. In autopilot mode and when the ship is stationary, the forward anchor light and the rear anchor light are controlled to be turned on or off simultaneously, or the forward anchor light is controlled to be turned on or off, or the rear anchor light is controlled to be turned on or off.

[0033] In this technical solution, the forward anchor light, installed at the bow of the vessel, is used to indicate the position of the bow to surrounding vessels when the vessel is stationary, thus assisting in identifying the vessel's stationary status. The aft anchor light, installed at the stern of the vessel, is used to indicate the position of the stern to surrounding vessels when the vessel is stationary, thus assisting in identifying the vessel's stationary status.

[0034] When the vessel is in autopilot mode and stationary, based on the comparison between light intensity data and a second intensity threshold, the system determines whether anchor lights need to be turned on or off. Then, it selects the appropriate combination of on / off anchor lights based on the specific scenario of the stationary state (e.g., vessel length, anchoring water environment, surrounding vessel density). When the vessel is long and the anchoring water density is high, both the forward and aft anchor lights are controlled to be on or off simultaneously to ensure that surrounding vessels can fully identify the vessel's overall position and length, avoiding collisions. When the vessel is anchored in narrow waters and only the forward position needs to be marked, the forward anchor light can be controlled to be on or off independently. When the stern of the vessel is close to a shoal or other obstacles and the stern position needs to be highlighted, the aft anchor light can be controlled to be on or off independently. By providing multiple anchor light control combinations, the anchor light control can more accurately adapt to the needs of different stationary scenarios, improving the targeting and effectiveness of anchor light marking, further ensuring anchoring safety when the vessel is stationary, and reducing the risk of collisions.

[0035] A second aspect of the present invention provides a ship lighting control device. The ship includes multiple navigation lights and multiple anchor lights. The device includes: a first acquisition module, a first control module, and a first communication module. The first acquisition module is used to acquire the ship's driving mode. The first control module is used to acquire the ship's navigation status when the driving mode is autopilot mode, the navigation status including at least an on-board state and a stopped state. The first control module is also used to acquire the light intensity data of the ship's environment when the ship is in autopilot mode and the ship is in an on-board state, and control the ship's navigation lights to turn on or off according to the light intensity data and a first intensity threshold. The first control module is also used to acquire the light intensity data of the ship's environment when the ship is in autopilot mode and the ship is in a stopped state, and control the ship's anchor lights to turn on or off according to the light intensity data and a second intensity threshold. The first control module is also used to acquire the ship's lighting control status when the driving mode is manual driving mode. The first communication module is used to generate prompt information according to preset lighting rule data and the ship's lighting control status.

[0036] The ship lighting control device provided in this application accurately acquires the ship's driving mode through a first acquisition module, providing a basis for subsequent lighting control logic. The first control module adapts the corresponding control strategy based on the driving mode. In automatic driving mode, it acquires navigation status (on-the-go state, stationary state) and ambient light intensity data, and combines a first intensity threshold and a second intensity threshold to automatically turn on and off navigation lights and anchor lights. In manual driving mode, it acquires the ship's lighting control status, ensuring accurate adaptation of lighting control under different driving modes and navigation conditions. The first communication module generates prompt information based on preset lighting rule data and the ship's lighting control status, ensuring the compliance of lighting control during manual driving. The three work together to break the limitation of the ship's lighting control system operating independently, realizing compatibility and seamless connection of lighting control in automatic and manual driving modes, providing reliable lighting control support for ship automatic driving, and improving the safety and compliance of lighting control in both driving modes.

[0037] A third aspect of the present invention provides a ship lighting control device, comprising: a processor and a memory, wherein the memory stores a program or instructions, and the processor, when executing the program or instructions in the memory, implements the steps of the ship lighting control method as described in any of the above-described technical solutions. Therefore, the ship lighting control device possesses all the beneficial effects of the ship lighting control method as described in any of the above-described technical solutions.

[0038] A fourth aspect of the present invention provides a readable storage medium storing a program or instructions, which, when executed by a processor, implement the steps of the ship lighting control method as described in any of the above-described technical solutions. Therefore, the readable storage medium possesses all the beneficial effects of the ship lighting control method as described in any of the above-described technical solutions.

[0039] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0040] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0041] Figure 1 This is one of the flowcharts illustrating a method for controlling the lighting of a ship according to an embodiment of the present invention;

[0042] Figure 2 This is a schematic diagram of a ship's lighting control system according to an embodiment of the present invention;

[0043] Figure 3This is a second schematic flowchart of a ship lighting control method according to an embodiment of the present invention;

[0044] Figure 4 One of the schematic block diagrams of a ship's lighting control device according to an embodiment of the present invention;

[0045] Figure 5 This is a second schematic block diagram of a ship's lighting control device according to an embodiment of the present invention. Detailed Implementation

[0046] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0047] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0048] The following reference Figures 1 to 5 A method, apparatus, and readable storage medium for controlling the lighting of a ship are described according to some embodiments of the present invention.

[0049] like Figure 1 As shown, an embodiment of this application provides a method for controlling the lights of a ship, the ship including multiple navigation lights and multiple anchor lights, the method steps including:

[0050] Step 102: Obtain the ship's driving mode;

[0051] Step 104: When the driving mode is automatic driving mode, obtain the ship's navigation status, which includes at least the onboard status and the stationary status.

[0052] Step 106: In autopilot mode and when the ship is underway, acquire the light intensity data of the environment in which the ship is located, and control the ship's navigation lights to turn on or off based on the light intensity data and the first intensity threshold.

[0053] Step 108: In autopilot mode and when the ship is stationary, acquire the light intensity data of the environment in which the ship is located, and control the ship's anchor lights to turn on or off based on the light intensity data and the second intensity threshold.

[0054] Step 110: When the driving mode is manual driving mode, obtain the ship's lighting control status;

[0055] Step 112: Generate a prompt message based on the preset lighting rule data and the ship's lighting control status.

[0056] In this application, navigation lights refer to lights used by a vessel to identify its position, course, and navigation status during navigation, including foremast lights, aft mast lights, stern lights, port lights, and starboard lights. These are core lights used to ensure safe encounters during navigation. Anchor lights are marker lights turned on when a vessel is moored or grounded, used to signal its stationary status to surrounding vessels and avoid collision risks. The driving mode proposed in the above control method refers to the vessel's control mode, divided into autopilot mode (where the vessel's autopilot system autonomously controls navigation-related operations) and manual driving mode (where the driver controls the vessel via the bridge). Navigation status refers to the vessel's navigation conditions, including underway (when the vessel is moving) and stationary (when the vessel is moored or grounded). Illumination intensity data refers to the brightness data of the ambient light surrounding the vessel, collected by the vessel's onboard visual sensors, used to determine environmental visibility or day / night conditions. The first intensity threshold is a illuminance judgment standard set for the vessel underway, used to define the critical value of light intensity at which navigation lights need to be turned on or off. The second intensity threshold refers to the light intensity judgment standard set for a stationary ship, used to define the critical light intensity value for whether anchor lights need to be turned on or off. Ship lighting control status: In manual driving mode, the on / off status of each navigation light on the ship after being controlled by physical switches on the bridge. Preset lighting rule data refers to the standards for the on / off of ship lights in different navigation scenarios and driving modes, formulated based on shipping industry regulations, and serves as the basis for judging whether lighting control is compliant. Warning information refers to alerts or notifications used to inform the driver whether the lighting control status complies with regulations, ensuring the compliance of ship lighting use.

[0057] This application combines signal control and lighting control under an autonomous driving system, which can overcome the limitations of ship navigation lights being only manually controllable and the control system operating independently. It enables automated control of navigation lights and anchor lights in autonomous driving mode, while also being compatible with lighting control functions in manual driving mode. This provides adaptation support for ship autonomous driving and ensures the compliance and safety of lighting control in both driving modes.

[0058] First, by collecting data from the ship's control system, the current driving mode is determined, clarifying whether the ship is in autopilot or manual control mode, laying the foundation for subsequent lighting control logic selection. When the driving mode is determined to be autopilot, the ship's navigation status is further acquired to distinguish between being at sea and stationary, as the functional requirements for lighting differ depending on the navigation status. Navigation lights are needed to indicate the navigation status when at sea, while anchor lights are needed to indicate the stationary status when stationary. In autopilot mode and when the ship is at sea, visual sensors continuously collect ambient light intensity data. This data is compared to a preset first intensity threshold. If the light intensity is below the first threshold, it indicates low visibility or nighttime; in this case, all navigation lights are activated to ensure surrounding vessels can clearly identify the ship's position and course. If the light intensity is above the first threshold, it indicates good visibility; in this case, navigation lights are turned off to avoid unnecessary energy consumption and light interference. In autonomous driving mode and when the vessel is stationary, light intensity data is collected via visual sensors and compared with a preset second intensity threshold. Based on the comparison result, the anchor lights are controlled to turn on or off, indicating to surrounding vessels that the vessel is stationary and avoiding collision risks. In manual driving mode, the vessel's lighting control status is obtained by detecting the closed state of the corresponding light switches on the bridge. This status is compared with preset lighting rule data, and a prompt message is generated based on the comparison result, allowing the driver to promptly know whether the lighting control complies with regulations, ensuring compliance of lighting use during manual driving. The entire process, through a closed-loop logic of "driving mode, navigation status, environmental data, and lighting control," achieves precise adaptation of lighting control to the vessel's driving mode, navigation conditions, and environmental conditions. This solves the problem that manual control cannot meet the needs of autonomous driving while ensuring the compliance of lighting control during manual driving, ultimately achieving the technical effect of supporting autonomous driving and being compatible with both driving modes.

[0059] In some embodiments of this application, when the ship is in autonomous driving mode and underway, the navigation lights are controlled to turn on or off based on light intensity data and a first intensity threshold. This includes: when the light intensity data is lower than the first intensity threshold, controlling multiple navigation lights to turn on; when the light intensity data is higher than the first intensity threshold, obtaining the duration for which the light intensity data is higher than the first intensity threshold, and controlling multiple navigation lights to turn off when the duration reaches a preset delay time.

[0060] In this embodiment, the duration refers to the continuous time during which the light intensity data is higher than the first intensity threshold, used to prevent navigation lights from being accidentally turned off due to short-term fluctuations in light intensity. The preset delay duration refers to the pre-set time that the light intensity must remain above the first intensity threshold; it is the time criterion for determining whether to turn off the navigation lights, used to ensure the stability of light control.

[0061] This embodiment refines the control logic of navigation lights during navigation in autopilot mode, avoiding frequent switching of navigation lights due to short-term fluctuations in light intensity, improving the stability and reliability of automatic navigation light control, and further ensuring the safety of the ship during navigation.

[0062] Under autonomous driving mode and with the vessel underway, ambient light intensity data is first collected via visual sensors and compared to a first intensity threshold. When the light intensity data is below the first threshold, multiple navigation lights are directly activated to ensure that surrounding vessels can effectively identify the vessel under these environmental conditions. When the light intensity data is above the first threshold, the navigation lights are not immediately turned off; instead, the duration of the light intensity exceeding the first threshold is continuously monitored. This duration is compared to a preset delay time. Only when the duration reaches the preset delay time are the navigation lights deactivated. This process, by introducing the determination of duration and preset delay time, filters out short-term fluctuations in light intensity (such as temporary changes in light caused by cloud cover), avoiding frequent activation and deactivation of navigation lights due to short-term light changes. This ensures the accuracy of navigation light control, improves the stability of lighting control, reduces equipment wear, and ensures the continuity of surrounding vessels' recognition of the vessel's lighting status, further guaranteeing the safety of the vessel under autonomous driving mode.

[0063] In one embodiment, a first intensity threshold can be set to 500 lux, and a preset delay duration can be set to 5 minutes. When the ship is in autopilot mode and underway, if the visual sensor detects a light intensity of 450 lux, which is below the first intensity threshold, all navigation lights are turned on. Subsequently, as the weather clears and the light intensity rises to 600 lux, a timer is started. If the light intensity remains at 600 lux for 5 minutes without falling below the first intensity threshold, all navigation lights are turned off. If the light intensity reaches 600 lux but only lasts for 3 minutes before dropping to 480 lux due to cloud cover, failing to meet the preset delay duration, the navigation lights remain on.

[0064] In some embodiments of this application, when the ship is in autopilot mode and stationary, the anchor lights are controlled to turn on or off based on light intensity data and a second intensity threshold. This includes: when the light intensity data is lower than the second intensity threshold, controlling multiple anchor lights to turn on; when the light intensity data is higher than the second intensity threshold, obtaining the duration for which the light intensity data is higher than the second intensity threshold, and controlling multiple anchor lights to turn off when the duration reaches a preset delay time.

[0065] In this embodiment, the duration refers to the continuous time during which the light intensity data is higher than the second intensity threshold, used to prevent anchor lights from being accidentally turned off due to short-term fluctuations in light intensity. The preset delay duration is a pre-set time that the light intensity must remain above the second intensity threshold; it is the time criterion for determining whether to turn off the anchor lights, used to ensure the stability of anchor light control.

[0066] This application refines the control logic of anchor lights when the ship is stopped in autopilot mode, avoids frequent opening and closing of anchor lights due to short-term fluctuations in light intensity, improves the stability and reliability of automatic anchor light control, and ensures anchoring safety when the ship is stopped.

[0067] In autopilot mode and with the vessel stationary, visual sensors collect ambient light intensity data and compare it to a preset second intensity threshold. When the light intensity is below the threshold, indicating low visibility or nighttime, multiple anchor lights are activated to clearly signal the vessel's stationary status to surrounding vessels. When the light intensity is above the threshold, the anchor lights are not immediately switched off; instead, the system continuously monitors the duration of the light intensity exceeding the threshold. This duration is compared to a preset delay time, and the anchor lights are only switched off when the duration reaches the preset delay time. By introducing the determination steps for duration and preset delay time, transient fluctuations in light intensity (such as temporary changes in light after a sudden rain shower) are effectively filtered out, preventing frequent switching of anchor lights due to brief light changes. This ensures the accuracy and stability of anchor light control, reduces wear and tear on the anchor light equipment, and ensures that surrounding vessels can continuously recognize the vessel's stationary status, thus guaranteeing anchoring safety when the vessel is moored or aground.

[0068] In one embodiment, the preset second intensity threshold is set to 400 lux, and the preset delay duration is set to 3 minutes. When the ship is in autopilot mode and at anchor, the visual sensor collects light intensity data of 350 lux, which is lower than the second intensity threshold, and controls all anchor lights to turn on. After the weather clears up, the light intensity data rises to 500 lux, and a timer starts. If the light intensity does not fall below the second intensity threshold for 3 minutes, all anchor lights are turned off. If the light intensity rises to 500 lux but only lasts for 2 minutes before dropping to 380 lux due to brief cloud cover, and the preset delay duration is not reached, the anchor lights remain on.

[0069] In some embodiments of this application, the ship lighting control method further includes: in autopilot mode, acquiring ship state switching data, the state switching data being used to characterize the ship's navigation state switching from an on-board state to a stopped state, or from a stopped state to an on-board state; when the navigation state switches from an on-board state to a stopped state, stopping the control of navigation lights and executing anchor light control steps in the stopped state; when the navigation state switches from a stopped state to an on-board state, stopping the control of anchor lights and executing navigation light control steps in the on-board state.

[0070] In this embodiment, the state switching data is signal data used to characterize changes in the ship's navigation state. Specifically, it includes relevant data on the ship switching from a sailing state to a stopped state and from a stopped state to a sailing state, which serves as the basis for triggering the switching of the lighting control mode.

[0071] The embodiments of this application can achieve seamless connection of lighting control when the ship's navigation state changes in autonomous driving mode, ensuring that the lighting control is always adapted to the ship's current navigation state, avoiding a vacuum or disorder in lighting control during the state change process, and ensuring the safety of the ship during the navigation state change process.

[0072] Throughout the entire process of the vessel operating in autopilot mode, the vessel's navigation status changes are continuously monitored, and real-time data on vessel status transitions is acquired. When the status transition data indicates that the vessel's navigation status has changed from underway to stopped, the navigation light control steps for underway are immediately stopped, and the control of turning the navigation lights on or off is terminated. Simultaneously, the anchor light control steps for stopped status are initiated, controlling the anchor lights to turn on or off according to the comparison result of the light intensity data and a second intensity threshold, ensuring that the vessel can promptly identify its status via anchor lights after switching to stopped status. When the status transition data indicates that the vessel's navigation status has changed from stopped to underway, the anchor light control steps for stopped status are immediately stopped, and the control of turning the anchor lights on or off is terminated. Simultaneously, the navigation light control steps for underway status are initiated, controlling the navigation lights to turn on or off according to the comparison result of the light intensity data and a first intensity threshold, ensuring that the vessel can promptly identify its navigation status via navigation lights after switching to underway status. This lighting control linkage mechanism during state transitions enables seamless switching between navigation lights and anchor lights, preventing situations where lighting control lags, malfunctions, or lacks corresponding light indicators during ship navigation state transitions. This ensures the ship's navigation safety and the accuracy of identification of surrounding vessels during state transitions.

[0073] In one embodiment, when the ship is in autopilot mode and underway, the navigation lights are on because the light intensity is below a first intensity threshold. Subsequently, when the ship arrives at port to prepare for berthing, the navigation state switches from underway to stopped. The state transition data is acquired in real time, and the system immediately stops controlling the navigation lights and turns them off. Simultaneously, it executes the anchor light control steps for the stopped state. If the light intensity is still below a second intensity threshold at this time, the anchor lights are turned on. After the ship completes berthing and prepares to leave port, the navigation state switches from stopped to underway. The system immediately stops controlling the anchor lights and turns them off. Simultaneously, it executes the navigation light control steps for the underway state. If the light intensity is still below the first intensity threshold at this time, the navigation lights are turned on again.

[0074] In some embodiments of this application, generating prompt information based on preset lighting rule data and ship lighting control status includes: determining whether the ship lighting control status conforms to the shipping indicator light specification information based on the ship lighting control status and preset lighting rule data; and generating prompt information to characterize lighting control abnormality when the ship lighting control status does not conform to the shipping indicator light specification information.

[0075] In this embodiment, the shipping indicator light specifications are formulated based on international shipping rules, domestic maritime regulations, and ship navigation safety standards. They address the compliance requirements for turning ship lights on and off in different navigation scenarios and driving modes, and serve as the core basis for determining whether the ship's lighting control status is compliant.

[0076] The warning message for abnormal lighting control is a type of alert generated when the ship's lighting control status does not comply with the navigation indicator light specifications. It is used to remind the navigator to adjust the lighting control status in a timely manner to ensure that the lighting is used in compliance with regulations.

[0077] This application clarifies the criteria for determining the compliance of lighting control under manual navigation mode and the abnormality warning mechanism, ensuring that the use of ship lights during manual navigation complies with shipping regulations, reducing navigation risks caused by violations of lighting control, and improving the safety of manual navigation.

[0078] When the vessel is in manual control mode, the vessel's lighting control status is first obtained by detecting the closed / closed state of the corresponding light switches on the bridge, clarifying the on / off status of each navigation light. Then, preset lighting rule data is retrieved. This data includes shipping indicator light specifications, covering the lighting requirements for different navigation scenarios (such as near-shore navigation, ocean navigation, and foggy navigation) under manual control. The obtained vessel lighting control status is compared one by one with the shipping indicator light specifications to determine whether the vessel's current lighting status complies with the compliance requirements for the corresponding scenario. When the vessel's lighting control status is determined to comply with the shipping indicator light specifications, no prompt message is generated, and the helmsman can continue to control the lights in the current manner. When the vessel's lighting control status is determined to violate the shipping indicator light specifications, a prompt message is immediately generated to indicate the lighting control anomaly. This message clearly points out the specific content of the lighting control violation (such as a navigation light that should be on not being on, or that should not be on but is on), ensuring that the helmsman can quickly identify the problem and make timely adjustments, thereby ensuring the compliance of vessel lighting use during manual control and reducing navigation risks such as collisions and groundings caused by lighting violations.

[0079] In one embodiment, during manual navigation in foggy near-shore conditions, the navigation indicator light specifications require the simultaneous activation of the foremast light, aft mast light, and fog lights. The system detects that only the foremast light and aft mast light are activated, while the fog lights are not. Comparing this light control status with the navigation indicator light specifications, it is determined to be non-compliant, generating a message: "Near-shore navigation in foggy conditions, fog lights not activated, posing a safety risk, please activate them immediately," reminding the navigator to adjust the light control status.

[0080] In some embodiments of this application, the ship's lighting control method further includes: when the driving mode is manual driving mode, stopping the response to lighting control commands in automatic driving mode; when the driving mode is automatic driving mode and a command to manually operate the lighting switch is received, stopping the execution of lighting control steps in automatic driving mode and switching to controlling the corresponding lights to turn on or off based on manual operation commands.

[0081] In this embodiment, the instruction to manually operate the light switch is issued by the driver through operating the physical switch of the corresponding light on the ship's control panel. This operation signal, which controls the specific light to turn on or off, is the basis for triggering the switching of the light control mode from automatic to manual control.

[0082] Firstly, the priority of lighting control in manual navigation mode is set higher than that in autopilot mode, and this rule is maintained throughout the entire lighting control process. When the vessel is in manual navigation mode, regardless of whether the autopilot system issues lighting control commands, the system stops responding to all lighting control commands in autopilot mode. Lighting control is entirely led by the driver through the operation of physical switches on the bridge, ensuring that the driver can flexibly control the lights according to the actual navigation situation and meet the operational needs of manual navigation. When the vessel is in autopilot mode, the system executes the lighting control steps corresponding to autopilot as usual, but at the same time continuously monitors for whether it receives commands to manually operate the lighting switches. Once such a command is received, the system immediately stops executing the lighting control steps in the current autopilot mode, terminates the autopilot system's control over the lights, and switches to controlling the corresponding lights to turn on or off based on manual operation commands. This priority setting and switching mechanism not only ensures the driver's operational control during manual navigation, but also allows the driver to intervene in lighting control in a timely manner during autopilot based on emergencies (such as encountering special navigation scenarios, sensor failures, etc.), achieving seamless connection between the two control modes, improving the flexibility and reliability of lighting control, and further ensuring the safety of ship navigation.

[0083] In one embodiment, when the vessel is in autopilot mode, navigation lights are automatically activated due to light intensity below a first intensity threshold. If the helmsman observes fishing boats gathering ahead and needs to turn off some navigation lights to avoid light interference, they issue a manual control command via the corresponding light switch on the bridge. The system immediately halts the lighting control steps in autopilot mode and turns off the corresponding navigation lights according to the helmsman's command. Subsequently, depending on the navigation situation, the helmsman operates the light switch again, and the system activates the corresponding navigation lights based on the new manual control command. If the vessel switches from autopilot mode to manual control mode, navigation light deactivation commands issued by the autopilot system will no longer be responded to, and lighting control will be entirely controlled by the helmsman.

[0084] In some embodiments of this application, the multiple anchor lights include a forward anchor light and a rear anchor light. In autopilot mode and when the ship is stationary, the forward anchor light and the rear anchor light are controlled to be turned on or off simultaneously, or the forward anchor light is controlled to be turned on or off, or the rear anchor light is controlled to be turned on or off.

[0085] In this embodiment, the forward anchor light, installed at the bow of the vessel, is used to indicate the position of the bow of the vessel to surrounding vessels when the vessel is stationary, thus assisting in identifying the vessel's stationary status. The aft anchor light, installed at the stern of the vessel, is used to indicate the position of the stern of the vessel to surrounding vessels when the vessel is stationary, thus assisting in identifying the vessel's stationary status.

[0086] When the vessel is in autopilot mode and stationary, based on the comparison between light intensity data and a second intensity threshold, the system determines whether anchor lights need to be turned on or off. Then, it selects the appropriate combination of on / off anchor lights based on the specific scenario of the stationary state (e.g., vessel length, anchoring water environment, surrounding vessel density). When the vessel is long and the anchoring water density is high, both the forward and aft anchor lights are controlled to be on or off simultaneously to ensure that surrounding vessels can fully identify the vessel's overall position and length, avoiding collisions. When the vessel is anchored in narrow waters and only the forward position needs to be marked, the forward anchor light can be controlled to be on or off independently. When the stern of the vessel is close to a shoal or other obstacles and the stern position needs to be highlighted, the aft anchor light can be controlled to be on or off independently. By providing multiple anchor light control combinations, the anchor light control can more accurately adapt to the needs of different stationary scenarios, improving the targeting and effectiveness of anchor light marking, further ensuring anchoring safety when the vessel is stationary, and reducing the risk of collisions.

[0087] In one embodiment, when a vessel is in autopilot mode and moored in a densely populated port area with limited navigation space, the system, based on a determination that the light intensity data is below a second intensity threshold, controls the simultaneous activation of the forward and aft anchor lights to clearly indicate the vessel's position and length to surrounding vessels. If the vessel is in autopilot mode and has run aground in a remote area with no other vessels nearby, only the forward position needs to be marked for easy identification by rescue vessels; in this case, the system activates the forward anchor light and deactivates the aft anchor light. If the stern of the vessel is near a reef area, the stern position needs to be highlighted to prevent other vessels from colliding with the reef; in this case, the system activates the aft anchor light and deactivates the forward anchor light.

[0088] like Figure 2 As shown, Figure 2 This paper demonstrates a ship lighting control system architecture based on a ship lighting control method. It comprises two core components: a navigation light controller and an autopilot controller. These two components establish a communication connection via common communication methods. This connection enables information exchange between the navigation light controller and the autopilot controller, thereby establishing a data link between the navigation light control system and the intelligent driving system. This provides the foundation for receiving control commands from the intelligent driving system, achieving automatic control of navigation lights, and seamless switching between manual and automatic control. The system includes various sensing sensors, an autopilot controller, a navigation light controller, navigation light switches, aforemast light, aftmast light, stern light, port light, and starboard light.

[0089] like Figure 3 As shown, the ship's lighting control methods also include:

[0090] Step 202: Determine whether the ship's current driving mode is manual or automatic. If it is automatic, proceed to step 204; if it is manual, proceed to step 222.

[0091] Step 204: Determine whether the ship is currently underway or stopped. If it is underway, proceed to step 206; if it is stopped, proceed to step 214.

[0092] Step 206: Determine whether the light intensity is below the threshold. If yes, proceed to step 208; if no, proceed to step 202.

[0093] Step 208: Turn on all navigation lights;

[0094] Step 210: Is the duration of light intensity higher than the threshold? If yes, proceed to step 212; if no, proceed to step 202.

[0095] Step 212: Turn off all navigation lights;

[0096] Step 214: Determine whether the light intensity is below the threshold. If yes, proceed to step 216; if no, proceed to step 202.

[0097] Step 216, turn on the front or rear anchor lights;

[0098] Step 218: Is the duration of light intensity higher than the threshold? If yes, proceed to step 220; if no, proceed to step 202.

[0099] Step 220: Turn off the front or rear anchor lights;

[0100] Step 222: Manually operate the navigation lights to turn on;

[0101] Step 224: Check if the navigation lights meet the lighting requirements. If yes, end the step; if no, proceed to step 226.

[0102] Step 226: Send a notification message.

[0103] When controlling the ship's navigation lights, the system first determines whether the ship's current driving mode is manual or automatic. If it is automatic, it further determines whether the ship's current navigation state is underway or stopped (stopped state includes berthing and grounding). If the ship is underway, it continues to determine whether the ambient light intensity is below a first intensity threshold. If so, all navigation lights (including foremast light, aft mast light, stern light, port light, and starboard light) are turned on. The system then continuously monitors the light intensity and determines whether the duration of the light intensity exceeding the first intensity threshold reaches a preset delay. If so, all navigation lights are turned off. If not, or if the light intensity was not previously below the first intensity threshold, the system returns to re-determining the driving mode. If the ship is stopped, it determines whether the ambient light intensity is below a second intensity threshold. If so, the foremast and aft anchor lights are turned on. The system then continuously monitors the light intensity and determines whether the duration of the light intensity exceeding the second intensity threshold reaches a preset delay. If so, the foremast and aft anchor lights are turned off. If not, or if the light intensity was not previously below the second intensity threshold, the system returns to re-determining the driving mode. If the system returns to reassess the driving mode, during the execution of the autonomous driving lighting control, it will detect in real time whether the ship's navigation state has changed (from sailing to stopped, or from stopped to sailing). If a change in state is detected, it will reassess the navigation state after the change and execute the corresponding lighting control steps. If a manual operation command for the light switch on the bridge is received during this period, the current autonomous driving lighting control steps will be stopped immediately, and the system will switch to manual control mode. The corresponding light will be turned on according to the manual operation command. If the same manual operation command for the same light switch is received again, the light will be turned off. If the initial judgment of the ship's driving mode is manual driving mode, the operator will control the navigation lights to turn on and off by operating the corresponding physical switch on the bridge. The navigation light controller will detect the closed state of the corresponding switch and turn on the corresponding navigation light. At the same time, the intelligent driving system will check whether the manually turned navigation light meets the preset lighting requirements. If it meets the requirements, the process ends. If it does not meet the requirements, a lighting control abnormality prompt message will be sent to the ship's display screen. In manual driving mode, it will not respond to any lighting control commands in autonomous driving mode.

[0104] like Figure 4As shown, an embodiment of this application provides a ship lighting control device 300. The ship includes multiple navigation lights and multiple anchor lights. The device includes: a first acquisition module 310, a first control module 320, and a first communication module 330. The first acquisition module 310 is used to acquire the ship's driving mode. The first control module 320 is used to acquire the ship's navigation status when the driving mode is autopilot mode, the navigation status including at least an on-board state and a stopped state. The first control module 320 is also used to acquire the light intensity data of the ship's environment when the ship is in autopilot mode and the ship is in an on-board state, and control the ship's navigation lights to turn on or off according to the light intensity data and a first intensity threshold. The first control module 320 is also used to acquire the light intensity data of the ship's environment when the ship is in autopilot mode and the ship is in a stopped state, and control the ship's anchor lights to turn on or off according to the light intensity data and a second intensity threshold. The first control module 320 is also used to acquire the ship's lighting control status when the driving mode is manual driving mode. The first communication module 330 is used to generate prompt information according to preset lighting rule data and the ship's lighting control status.

[0105] The ship lighting control device 300 provided in this application accurately acquires the ship's driving mode through the first acquisition module 310, providing a basis for subsequent lighting control logic; the first control module 320 adapts the corresponding control strategy based on the driving mode. In automatic driving mode, it acquires navigation status (on-the-go state, stopped state) and ambient light intensity data, and combines the first intensity threshold and the second intensity threshold to realize the automatic opening and closing of navigation lights and anchor lights respectively. In manual driving mode, it acquires the ship's lighting control status, ensuring accurate adaptation of lighting control under different driving modes and navigation conditions; the first communication module 330 generates prompt information based on preset lighting rule data and ship lighting control status, ensuring the compliance of lighting control during manual driving. The three work together to break the limitation of the ship's lighting control system operating independently, realize the compatibility and seamless connection of lighting control in automatic and manual driving modes, provide reliable lighting control support for ship automatic driving, and improve the safety and compliance of lighting control in both driving modes.

[0106] like Figure 5 As shown, an embodiment of this application provides a ship lighting control device 400, including a processor 402 and a memory 404. The memory 404 stores a program or instructions. When the processor 402 executes the program or instructions in the memory 404, it implements the steps of the ship lighting control method as described in any of the above embodiments. Therefore, the ship lighting control device 400 possesses all the beneficial effects of the ship lighting control method as described in any of the above embodiments.

[0107] Embodiments of this application provide a readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of the ship lighting control method as described in any of the above embodiments. Therefore, the readable storage medium possesses all the beneficial effects of the ship lighting control method as described in any of the above embodiments.

[0108] In the claims, description, and accompanying drawings of this invention, the term "plural" refers to two or more. Unless otherwise explicitly defined, the terms "upper," "lower," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and simplifying the descriptive process, and are not intended to indicate or imply that the device or element referred to must have the described specific orientation, or be constructed and operated in a specific orientation. Therefore, these descriptions should not be construed as limiting the invention. The terms "connected," "installed," "fixed," etc., should be interpreted broadly. For example, "connected" can be a fixed connection between multiple objects, a detachable connection between multiple objects, or an integral connection; it can be a direct connection between multiple objects or an indirect connection between multiple objects through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in this invention can be understood based on the specific circumstances described above.

[0109] In the claims, description, and accompanying drawings of this invention, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In the claims, description, and accompanying drawings of this invention, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0110] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for controlling the lighting of a ship, characterized in that, The vessel includes multiple navigation lights and multiple anchor lights, and the method includes: Obtain the ship's driving mode; When the driving mode is automatic driving mode, the navigation status of the vessel is acquired, and the navigation status includes at least the onboard state and the stopped state; In the autonomous driving mode and when the ship is underway, the light intensity data of the environment in which the ship is located is acquired, and the navigation lights of the ship are controlled to be turned on or off according to the light intensity data and a first intensity threshold. When the ship is in the autopilot mode and the ship is stationary, the light intensity data of the environment in which the ship is located is acquired, and the anchor lights of the ship are controlled to be turned on or off according to the light intensity data and a second intensity threshold. When the driving mode is manual driving mode, the ship's lighting control status is obtained; Based on the preset lighting rules data and the ship's lighting control status, a prompt message is generated.

2. The ship lighting control method according to claim 1, characterized in that, In the autopilot mode and when the vessel is underway, controlling the vessel's navigation lights to turn on or off based on the light intensity data and a first intensity threshold includes: When the light intensity data is lower than a first intensity threshold, control the multiple navigation lights to turn on; When the light intensity data is higher than a first intensity threshold, the duration for which the light intensity data is higher than the first intensity threshold is obtained. When the duration reaches a preset delay time, the multiple navigation lights are controlled to turn off.

3. The ship lighting control method according to claim 1, characterized in that, In the autopilot mode and when the vessel is stationary, controlling the vessel's anchor lights to turn on or off based on the light intensity data and a second intensity threshold includes: When the light intensity data is lower than the second intensity threshold, control the multiple anchor lights to turn on; When the light intensity data is higher than the second intensity threshold, the duration for which the light intensity data is higher than the second intensity threshold is obtained. When the duration reaches a preset delay time, the multiple anchor lights are controlled to turn off.

4. The ship lighting control method according to claim 1, characterized in that, The method further includes: In the autonomous driving mode, the ship's state switching data is acquired. The state switching data is used to characterize the ship's navigation state from the on-board state to the stopped state, or from the stopped state to the on-board state. When the navigation state switches from the in-flight state to the stopped state, the navigation lights are stopped and the anchor light control steps in the stopped state are executed. When the navigation state switches from the stopped state to the on-the-go state, the anchor light is stopped and the navigation light control steps in the on-the-go state are executed.

5. The ship lighting control method according to claim 1, characterized in that, The step of generating prompt information based on preset lighting rule data and the ship's lighting control status includes: Based on the ship's lighting control status and the preset lighting rule data, determine whether the ship's lighting control status conforms to the shipping indicator light specification information; When the ship's lighting control status does not conform to the shipping indicator light specifications, a prompt message is generated to indicate the lighting control abnormality.

6. The ship lighting control method according to claim 1, characterized in that, The method further includes: When the driving mode is manual driving mode, stop responding to light control commands in automatic driving mode; When the driving mode is automatic driving mode and a manual operation command for the light switch is received, the light control steps in automatic driving mode are stopped, and the system switches to control the corresponding light to turn on or off based on the manual operation command.

7. The ship lighting control method according to claim 1, characterized in that, The plurality of anchor lights include a forward anchor light and a rear anchor light. In the autopilot mode and when the vessel is stationary, the forward anchor light and the rear anchor light are controlled to be turned on or off simultaneously, or the forward anchor light is controlled to be turned on or off, or the rear anchor light is controlled to be turned on or off.

8. A lighting control device for a ship, characterized in that, The vessel includes multiple navigation lights and multiple anchor lights, and the device includes: The first acquisition module is used to acquire the ship's driving mode; The first control module is used to acquire the navigation status of the ship when the driving mode is automatic driving mode, the navigation status including at least the onboard state and the stopped state; The first control module is further configured to acquire light intensity data of the environment in which the ship is located when the ship is in the autopilot mode and the ship is in the sailing state, and control the ship's navigation lights to turn on or off according to the light intensity data and a first intensity threshold. The first control module is also used to acquire light intensity data of the environment in which the ship is located when the ship is in the autopilot mode and the ship is in a stopped state, and control the anchor lights of the ship to be turned on or off according to the light intensity data and the second intensity threshold. The first control module is also used to acquire the ship's lighting control status when the driving mode is manual driving mode; The first communication module is used to generate prompt information based on preset lighting rule data and the ship's lighting control status.

9. A ship's lighting control device, characterized in that, include: processor; A memory storing programs or instructions, wherein the processor, when executing the programs or instructions in the memory, implements the steps of the ship lighting control method as described in any one of claims 1 to 7.

10. A readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the ship lighting control method as described in any one of claims 1 to 7.

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