A method and system for determining navigational safety

Abstract

The present application relates to a kind of navigation safety determination method and system.The method includes determining bridge real-time clearance parameter and river real-time water depth model according to whole river dynamic water surface model, and constructing theoretical navigable band according to bridge real-time clearance parameter and river real-time water depth model;Combining ship parameters and dynamic safety determination parameters, the safety determination result of bridge and river is obtained;According to the safety determination result and theoretical navigable band, the navigation state determination result is determined.Through the construction of dynamic model and the comprehensive determination, the precision and real-time determination of navigation safety is realized, the safety of ship navigation and the efficiency of waterway traffic are effectively guaranteed, the reliability and performance of the overall operation of system are effectively improved, and scientific, efficient and accurate technical support is provided for inland navigation safety control.

Description

Technical Field

[0001] This invention relates to the field of ship navigation technology, and more specifically, to a method and system for determining navigation safety. Background Technology

[0002] Shipping, as a strategic foundational industry of the nation and an important component of the comprehensive transportation system, places great emphasis on inland waterway navigation safety as a core element in ensuring high-quality development of shipping. Navigation safety assessment, a key technical means for inland waterway navigation management, directly impacts vessel navigation safety and waterway efficiency through its accuracy and comprehensiveness, making it a crucial research direction for the digital and intelligent development of inland waterway shipping.

[0003] Inland waterways are the fundamental carriers for safe navigation of vessels. They are subject to both fixed factors such as river topography, underwater geomorphology, and bridges, and dynamic hydrological and meteorological factors such as water level, wind speed, and current velocity, resulting in a complex and constantly changing navigation environment. Currently, inland waterway navigation safety assessments rely primarily on basic waterway geographic data, fixed bridge structural parameters, and some real-time monitoring data to verify and determine fundamental indicators such as water depth and bridge clearance. This is the current standard method for ensuring safe navigation of inland waterways.

[0004] In the process of realizing this invention, the inventors discovered that the navigation status of inland waterways is affected by the coupling of multiple factors. Existing methods for determining navigation safety are difficult to systematically consider various influencing factors. At the same time, they lack comprehensive analysis of key points such as the connectivity of navigable areas of the waterway and the navigation boundaries of special bridge types. They also cannot make forward-looking predictions of future navigation status and are difficult to adapt to the complex and ever-changing inland waterway navigation environment. Therefore, developing a precise and comprehensive method for determining navigation safety that can adapt to the dynamic navigation environment has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] Based on this, and in response to the above problems, the present invention provides a navigation safety determination method and system. By constructing a dynamic model and conducting comprehensive determination, it achieves accurate and real-time determination of navigation safety, effectively ensuring the safety of ship navigation and the efficiency of waterway passage, and effectively improving the overall reliability and performance of the system. It provides scientific, efficient and accurate technical support for the safety management and control of inland waterway navigation.

[0006] In a first aspect, the present invention provides a navigation safety assessment method, which includes: determining the real-time clearance parameters of the bridge and the real-time water depth model of the river based on the dynamic water surface model of the entire river channel, and constructing a theoretical navigable zone based on the real-time clearance parameters of the bridge and the real-time water depth model of the river channel; combining ship parameters and dynamic safety assessment parameters to obtain the sub-item safety assessment results of the bridge and the river channel; wherein, the ship parameters include the ship's empty height and draft; the dynamic safety assessment parameters include ship attitude correction parameters, navigation safety margin parameters, and environmental navigation threshold parameters; and determining the navigation status assessment result based on the sub-item safety assessment results and the theoretical navigable zone.

[0007] Optionally, in this embodiment of the invention, before determining the real-time clearance parameters of the bridge and the real-time water depth model of the river, the method further includes: unifying the geographical benchmark based on multi-source navigation-related data to standardize the geospatial model and eliminate the calculation bias caused by the heterogeneity of multi-source data; extracting discrete water level monitoring data from real-time hydrological data; using a spatial interpolation algorithm based on the standardized geospatial model to spatialize the discrete water level monitoring data and generate a continuous water surface elevation plane for the entire river channel; and constructing a dynamic water surface model for the entire river channel with the water surface elevation plane as the core. This approach solves the problem that discrete monitoring data can only reflect local water surface conditions, providing a complete representation of the overall real-time water surface distribution across the entire river channel. This lays a unified and accurate core data foundation for determining real-time bridge clearance parameters and real-time river depth models. It achieves centimeter-level precision in water surface elevation, improving the calculation accuracy of subsequent core navigation parameters from the source and supporting refined judgments on navigation safety. Simultaneously, the model is dynamically updated based on real-time hydrological data, ensuring that subsequent navigation parameter calculations always closely match the actual hydrological conditions of the river channel. This achieves real-time and dynamic navigation safety assessments, effectively adapting to the navigation environment of dynamically changing inland river water levels and avoiding the problems of calculation lag and distorted judgment results caused by static data.

[0008] Optionally, in this embodiment of the invention, determining the real-time clearance parameters of the bridge includes: extracting elevation data of bridge structural feature points based on a dynamic water surface model of the entire river channel; determining the real-time clearance data of each feature point of the bridge by the difference between the elevation of the feature points and the water surface elevation at the corresponding location; and extracting the bridge control clearance value from the real-time clearance data to obtain the real-time clearance parameters of the bridge. This achieves close linkage between the calculation of the bridge clearance parameters and the real-time hydrological status of the river channel, ensuring the real-time nature and accuracy of the parameters. Simultaneously, through refined calculation of the bridge structural feature points and extraction of core control clearance values, the core judgment indicators for bridge navigation are clarified, providing a precise and unified quantitative basis for subsequent bridge safety judgments. Furthermore, this calculation logic can be adapted to the structural characteristics of different bridge types, enabling targeted extraction of control clearance values ​​for each bridge type, supporting refined and differentiated judgments of bridge navigation safety.

[0009] Optionally, in this embodiment of the invention, determining the real-time river depth model includes: conducting a full-channel inundation analysis based on underwater topographic data from a dynamic water surface model and a standardized geospatial model; and generating a rasterized real-time river depth model by calculating the difference between topographic elevation and water surface elevation. This achieves synchronous linkage between river depth data and real-time hydrological conditions, ensuring the dynamism and accuracy of the depth model. Furthermore, the rasterized representation provides a complete and detailed representation of the full river depth distribution, offering a unified, reliable, and comprehensive quantitative data foundation for subsequent river navigation safety assessments, significantly improving the accuracy and comprehensiveness of river depth determination.

[0010] In the above implementation process, the bridge control clearance value is extracted from the real-time clearance data, including: for horizontal beam bridges, the minimum value of the real-time clearance data of each feature point of the bridge is selected as the control clearance value of the horizontal beam bridge; for arch bridges, the centerline of the arch bridge is projected onto the waterway line and the clearance data of the arch feature points is calculated by interpolation along the projection line, and the clearance value of the core navigation feature point of the arch is selected as the control clearance value of the arch bridge; and the three-dimensional envelope range of the arch bridge navigation opening is constructed. The three-dimensional envelope range and the arch bridge control clearance value together constitute the real-time clearance parameters of the arch bridge. Differentiated methods are used to extract bridge control clearance values ​​for horizontal beam bridges and arch bridges. For horizontal beam bridges, the minimum value in the real-time clearance data of feature points is selected as the control clearance value, ensuring the safety and conservatism of the navigation clearance determination for beam bridges. For arch bridges, the clearance values ​​of the core feature points of the arch are accurately obtained through channel line projection and interpolation calculation, and a three-dimensional envelope range of the navigation aperture is constructed, extending the clearance determination of arch bridges from a single vertical dimension to three-dimensional space, achieving dual control of vertical clearance and horizontal navigation boundaries. This differentiated determination method, adapted to the structural characteristics of different bridge types, makes up for the one-sidedness of the traditional unified determination method, greatly improves the refinement and accuracy of bridge navigation safety determination, and effectively avoids navigation safety hazards caused by insufficient bridge type adaptation.

[0011] Optionally, in this embodiment of the invention, the bridge sub-item safety assessment result is obtained by combining ship parameters and dynamic safety assessment parameters. This includes: extracting ship parameters and, in conjunction with ship attitude correction parameters, correcting and calculating the ship parameters to obtain the equivalent navigation height; combining the equivalent navigation height with navigation safety margin parameters to obtain the required clearance value for ship navigation; and comparing and judging the bridge's real-time clearance parameters with the required clearance value for ship navigation to obtain the bridge sub-item safety assessment result. By correcting and calculating the ship parameters using ship attitude correction parameters to obtain the equivalent navigation height, the ship's attitude state during actual navigation can be accurately reflected, improving the accuracy of ship navigation height calculation. Furthermore, by combining the navigation safety margin parameters to determine the required clearance value for ship navigation, sufficient safety margin can be reserved for navigation safety. Finally, by accurately comparing and judging this clearance value with the bridge's real-time clearance parameters, an objective and reliable bridge sub-item safety assessment result can be obtained based on real-time and accurate data. This achieves refined and dynamic assessment of bridge navigation safety, effectively avoiding assessment deviations or safety risks caused by uncorrected ship attitude or lack of safety margin.

[0012] In the above implementation process, after obtaining the safety assessment results for the bridge sub-item, the safety assessment for the river sub-item is carried out, including: screening water depth conditions based on the real-time water depth model of the river and combined with navigation safety margin parameters to generate a safe water depth area for the river, accurately locking in the water depth area that meets the navigation safety requirements, reserving sufficient safety margin for ship navigation, effectively avoiding navigation risks such as ship grounding caused by shallow water areas, and ensuring the safety and rigor of water depth assessment; spatially superimposing the safe water depth area of ​​the river with the theoretical navigable zone to generate the initial navigable area of ​​the river, which can focus on the core area that meets the navigation benchmark, reduce the scope of invalid assessments, improve the efficiency and pertinence of the initial screening of the navigable area of ​​the river, and avoid invalid analysis of non-navigable areas; conducting connectivity analysis on the initially screened navigable area of ​​the river, breaking the limitation of traditional focus only on the water depth of a single point and ignoring the overall connectivity of the waterway, which can accurately identify sections of closed navigation and obstructed navigation, ensuring that the assessment results are consistent with the actual navigation needs of ships; and combining environmental navigation threshold parameters to conduct a compliance assessment of real-time environmental monitoring data to obtain the safety assessment results for the river sub-item. It ensures the accuracy and comprehensiveness of the determination of navigable areas in waterways, while also aligning with the complex scenarios of actual ship navigation. This provides scientific and reliable support for the subsequent comprehensive navigation status determination of the entire waterway, further enhancing the rationality and effectiveness of navigation safety management in inland waterways.

[0013] Optionally, in this embodiment of the invention, the navigation status determination result is determined based on the sub-item safety assessment results and the theoretical navigable zone. This includes: spatially superimposing the bridge safety points corresponding to the bridge sub-item safety assessment results with the navigable river areas corresponding to the river sub-item safety assessment results, effectively integrating the safety assessment results of the two core navigation elements, bridges and rivers, breaking the limitations of independent sub-item assessments, avoiding navigation safety misjudgments caused by one-sided assessments of a single element, and ensuring the comprehensiveness of the overall assessment; using the theoretical navigable zone as the navigation range benchmark, conducting a comprehensive channel analysis of the entire waterway, accurately locking the reasonable navigation boundary, avoiding invalid analysis beyond the navigation range, and focusing on the core navigation area to conduct comprehensive channel analysis. The analysis significantly improves the efficiency and relevance of judgments; it determines whether there is a continuous navigation channel from the starting point to the end point that meets all safety criteria, aligning with the core needs of actual ship navigation (requiring safe and continuous navigation throughout the entire journey). It can accurately identify potential hazards such as navigation interruptions and local restrictions; based on the comprehensive path analysis results, it classifies different navigation states and outputs navigation state judgment results including navigation state type and corresponding affected areas. This provides navigation control personnel with clear and intuitive judgment criteria, facilitating a rapid understanding of the current navigation status of the entire waterway, accurate location of potential safety hazards, and scientific support for navigation scheduling and hazard handling. This further enhances the accuracy and efficiency of navigation safety management and effectively ensures the safety of ships throughout their entire navigation journey.

[0014] The above implementation process also includes navigation capacity simulation in the foreseeable period, including: accessing hydrological forecast data, based on a standardized geospatial model, repeatedly executing the steps of generating a dynamic water surface model of the entire river channel, determining real-time bridge clearance parameters and real-time river channel water depth models, constructing a theoretical navigable zone, and making sub-item safety assessments of bridges and the river channel; combining the sub-item safety assessment results in the foreseeable period with the theoretical navigable zone to conduct a comprehensive access analysis and obtain the navigation status assessment results for each period in the foreseeable period. This new technology breaks through the limitations of existing navigation safety assessments, which can only achieve real-time status evaluation. It enables forward-looking prediction of navigation safety, effectively compensating for the shortcomings of traditional technologies that lack foresight and cannot respond in advance to navigation risks caused by dynamic hydrological changes. At the same time, by generating accurate navigation status assessment results for each period of the forecast period, it can dynamically and comprehensively grasp the navigation safety situation at different times in the future, clearly predict potential navigation restrictions, navigation interruptions, and other hidden dangers and their corresponding affected areas. This provides scientific and accurate decision support for navigation scheduling, ship navigation plan formulation, and early handling of hidden dangers, making it easier for relevant personnel to optimize navigation routes and adjust scheduling plans in advance, proactively avoid navigation risks within the forecast period, and significantly improve the foresight, initiative, and scientific nature of navigation safety management.

[0015] Secondly, the present invention also provides a navigation safety assessment system, which includes: a core modeling and calculation module, used to determine the real-time clearance parameters of the bridge and the real-time water depth model of the river based on the dynamic water surface model of the entire river channel, and to construct the theoretical navigable zone based on the real-time clearance parameters of the bridge and the real-time water depth model of the river channel; a sub-item safety assessment module, used to combine the ship parameters and the dynamic safety assessment parameters to obtain the sub-item safety assessment results of the bridge and the river channel; and a comprehensive navigation assessment module, used to determine the navigation status assessment result based on the sub-item safety assessment results and the theoretical navigable zone.

[0016] According to the technical solution of the present invention, on the one hand, the bridge clearance and water depth are determined based on the river channel model to construct the theoretical navigable zone; on the other hand, the safety of each component is evaluated by combining ship parameters and dynamic safety parameters; and the navigation status is output by combining the above two aspects, realizing the accurate and real-time judgment of navigation safety, which helps to improve ship navigation safety and waterway passage efficiency, enhance the overall reliability and performance of the system, and provide scientific, efficient and accurate technical support for the safety management and control of inland waterway navigation. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 A flowchart of the navigation safety determination method provided for embodiments of the present invention; Figure 2 A flowchart of a method for constructing a dynamic water surface model of an entire river channel provided for an embodiment of the present invention; Figure 3 A flowchart of a method for obtaining real-time bridge clearance parameters provided in an embodiment of the present invention; Figure 4 A flowchart of a method for constructing a real-time water depth model of a river provided for an embodiment of the present invention; Figure 5 A flowchart of a method for obtaining bridge control clearance values ​​provided in an embodiment of the present invention; Figure 6 A flowchart illustrating the method for obtaining bridge sub-item safety assessment results provided in this embodiment of the invention; Figure 7 A flowchart of a method for obtaining river safety assessment results provided in an embodiment of the present invention; Figure 8 A flowchart of a method for obtaining navigation status determination results provided in an embodiment of the present invention; Figure 9 A flowchart of the forecast-based navigation capability simulation method provided for embodiments of the present invention; Figure 10 A schematic diagram of the general aviation safety determination system provided in an embodiment of the present invention. Detailed Implementation

[0019] The technical solutions in the embodiments of the present invention will now be described with reference to the accompanying drawings. For example, the flowcharts and block diagrams in the drawings illustrate the architecture, functions, and operations of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagram may represent a module, program segment, or part of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and combinations of blocks in the block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions. In addition, the functional modules in the various embodiments of the present invention may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0021] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0022] Inland waterway transportation, as a core component of the comprehensive transportation system, is a vital support for the interconnection of river basin economies and the efficient transfer of goods. Especially in key areas such as the Yangtze River Economic Belt and the Yangtze River Delta inland waterway network, it undertakes a large volume of bulk cargo transportation tasks. Its navigation safety is directly related to the safety of people's lives and property, the high-quality development of the shipping industry, and regional economic stability. With the rapid development of inland waterway transportation, the trends of larger vessels and denser routes are becoming increasingly apparent. Inland waterways are subject to the dual influence of dynamic hydrological and meteorological factors such as water level, wind speed, and current velocity, as well as static geographical factors such as river topography, underwater landforms, and bridges crossing the waterways. This makes the navigation environment increasingly complex, placing higher demands on the accuracy, dynamism, comprehensiveness, and foresight of navigation safety assessments. Navigation safety assessment, as a core technical means of inland waterway navigation management, plays a crucial role in identifying navigation risks, defining safe navigation boundaries, and providing a scientific basis for vessel navigation and navigation scheduling. It is a key support for ensuring the safety of inland waterway transportation and improving waterway traffic efficiency.

[0023] Among existing inland waterway navigation safety assessment technologies, the mainstream approach is based on the core principle of "basic parameter verification + simple dynamic monitoring." Specifically, this involves collecting static geographical data of the waterway (such as river direction, fixed bridge structural parameters, and approximate underwater topographic data), basic vessel parameters (such as vessel draft), and a small amount of real-time monitoring data (such as single-point water level data). Basic indicators such as fixed bridge clearance height and single-point water depth are calculated manually or semi-automatically, and combined with industry experience thresholds to make a preliminary assessment of navigation safety. Some optimized solutions add real-time water level monitoring data to make simple dynamic corrections to bridge clearance and water depth, but these do not form a systematic assessment framework. The core still relies on static data and experience-based judgment, failing to fully consider the complexity and dynamic changes of the navigation environment, and neglecting to systematically analyze key aspects such as waterway connectivity, navigation boundaries for special bridge types, and the impact of environmental factors.

[0024] The inventors discovered that existing navigation safety assessment technologies have fundamental flaws and are ill-suited to the complex and ever-changing inland waterway navigation environment. Specifically, these flaws manifest in two ways: First, the lack of a unified geographical benchmark for multi-source navigation-related data, and the low integration of static geographical data with real-time monitoring data, lead to deviations in the calculation of core indicators such as bridge clearance and river depth, resulting in insufficient accuracy. Second, the assessment dimension is singular; a uniform standard is used for navigation assessment of different bridge types, such as horizontal beam bridges and arch bridges, ignoring the limitations of the horizontal boundaries of the navigation openings of arch bridges, and failing to effectively correct for vessel navigation attitudes, making it difficult to... The system fails to reflect the actual navigation needs of vessels. Third, the current method of determining river navigation only focuses on whether the water depth at a single point meets the standard, ignoring the connectivity of navigable areas within the channel, which can easily lead to misjudgments such as "single point meets the standard, but the entire route is closed to navigation." Fourth, the lack of forward-looking navigation capacity simulation means that only real-time navigation status can be assessed, making it impossible to predict navigation risks caused by changes in the hydrological environment in advance, resulting in a lack of foresight in navigation scheduling and vessel navigation planning. Fifth, the assessment process relies heavily on human experience, has a low degree of automation, and its efficiency is difficult to adapt to high-density navigation demands, and it is prone to safety hazards due to human error.

[0025] Taking a specific inland waterway bridge area as an example, this main inland waterway passes through multiple bridge areas, including one arch bridge and two horizontal beam bridges. The water level of this waterway fluctuates significantly with seasonal changes, with a marked increase during the flood season. Furthermore, some sections of the waterway pose a risk of underwater shoals. When using existing navigation safety assessment technologies to evaluate the navigation safety of this waterway, the specific procedures are as follows: Collect fixed structural parameters of the bridges, static topographic data of the river channel, and single-point water level monitoring data of the bridge area. Calculate the fixed clearance height of the bridges (without considering real-time dynamic water level correction) and the single-point water depth of the river channel. Combine this with empirical thresholds to determine navigation safety. The waterway is deemed safe for navigation, and normal vessel passage is permitted. However, two safety hazards occurred during the navigation of the vessels: First, when a large vessel passed through the arch bridge section, due to the fact that the existing technology did not take into account the horizontal boundary restrictions of the arch bridge's navigation opening, and only determined that the vertical clearance met the standard, the vessel's track deviated from the safe range and had a minor collision with the arch bridge pier; Second, after the water level rose during the flood season, the existing technology did not conduct connectivity analysis on the navigable area of ​​the river channel, and only monitored that the water depth at a single point met the standard. When the vessel sailed to a certain shoal section, due to the insufficient water depth in that section and the closure of the waterway, the vessel ran aground, causing waterway congestion and economic losses. Analysis revealed that the core reasons for the aforementioned safety hazards are as follows: the existing navigation safety assessment technology lacks a unified geographical benchmark, and the fusion of real-time water level data and static topographic data is biased, leading to inaccurate water depth calculations; the assessment criteria for arch bridges are the same as those for horizontal beam bridges, ignoring horizontal navigation boundary restrictions; channel connectivity analysis has not been conducted, making it impossible to identify sections where navigation is interrupted; and the lack of prediction simulation based on water level forecast data makes it impossible to anticipate the risk of shallow water obstruction caused by rising water levels during the flood season. In addition, excessive manual intervention leads to low assessment efficiency and a high probability of misjudgment, ultimately resulting in safety hazards.

[0026] Based on this, the navigation safety determination method and system provided by the embodiments of the present invention, by constructing a dynamic model and carrying out comprehensive determination, realizes the accurate and real-time determination of navigation safety, effectively ensures the safety of ship navigation and the efficiency of waterway passage, effectively improves the overall reliability and performance of the system, and provides scientific, efficient and accurate technical support for the safety management and control of inland waterway navigation.

[0027] Please refer to Figure 1 , Figure 1 A flowchart of the navigation safety determination method provided for embodiments of the present invention includes the following steps: Step S100: Determine the real-time clearance parameters of the bridge and the real-time water depth model of the river based on the dynamic water surface model of the entire river channel, and construct the theoretical navigable zone based on the real-time clearance parameters of the bridge and the real-time water depth model of the river channel.

[0028] In step S100 above, auxiliary analysis can first be carried out based on the dynamic water surface model of the entire river channel. The elevation of each structural feature point of the bridge is obtained by actual measurement. The real-time clearance data of each point of the bridge is obtained by the difference between the elevation of the feature point and the water surface elevation at the corresponding position. Then, control clearance values ​​are extracted according to the differences of bridge type to determine the real-time clearance parameters of the bridge. Among them, the minimum value of the real-time clearance data is selected as the control clearance for horizontal beam bridges. For arch bridges, the center line of the bridge is projected onto the navigation line and the clearance of the arch crown is calculated by interpolation as the control clearance. At the same time, the three-dimensional envelope range of the navigation opening of the arch bridge is constructed as a component of the real-time clearance parameters of the arch bridge. Subsequently, the dynamic water surface model of the entire river channel and the standardized underwater topography DEM are combined. The data is used to conduct full-channel flooding analysis, and the elevation difference is calculated for each terrain grid to generate a real-time water depth model of the entire river. Taking the waterway line as the central reference, the navigable width boundary is delineated on both sides by buffering the width of the vessel and the maneuvering requirements. At the same time, the navigable height limit corresponding to the real-time clearance parameters of the bridge and the navigable water depth range corresponding to the real-time water depth model of the river are integrated to comprehensively construct a continuous theoretical navigable zone for the entire river.

[0029] Step S200: Combine ship parameters with dynamic safety assessment parameters to obtain the safety assessment results for bridges and waterways.

[0030] In step S200 above, the bridge sub-item safety assessment is first performed, ship parameters are extracted, and the navigation attitude deviation is calculated by combining the ship attitude correction parameters to obtain the ship's equivalent navigation height. The required clearance value of the ship is determined by superimposing navigation safety margin parameters and comparing it with the real-time clearance parameters of the bridge. For arch bridges, the conformity between the ship's trajectory and the three-dimensional envelope range of the navigation aperture is further verified. Then, based on the bridge sub-item assessment results, the river sub-item safety assessment is carried out. The real-time water depth model of the river is screened by combining the navigation safety margin parameters. The generated water depth safety area is superimposed with the theoretical navigable zone space to obtain the initial navigable area. Through connectivity analysis and real-time environmental data evaluation of environmental navigation threshold parameters, the final integrated results of the bridge and river sub-item safety assessments are obtained.

[0031] Ship parameters include the ship's light height and draft, which are fundamental navigational attributes. Light height refers to the vertical height from the deck to the highest point of the ship when unloaded, while draft refers to the vertical depth of the ship's hull in the water when unloaded. These are core data for calculating the ship's equivalent navigation height and determining river depth conditions. Dynamic safety assessment parameters include ship attitude correction parameters, navigation safety margin parameters, and environmental navigation threshold parameters. The ship attitude correction parameters are safety correction coefficients set to account for pitch and roll caused by wind and current, and can be calculated as 5%-10% of the ship's equivalent navigation height and draft. Conservative values ​​are used to correct for the actual navigation height and draft of vessels; the navigation safety margin parameter is a safety redundancy value set according to industry standards and practical experience in inland waterway navigation, including the vertical margin under the bridge (0.5-1 meter) and the margin under the riverbed (0.2-0.4 meters), which reserves a safety margin for navigation judgment of bridge clearance and river depth; the environmental navigation threshold parameter is a wind speed threshold and water flow speed threshold that are matched with the vessel's tonnage, type and maneuverability, and is the core quantitative indicator for determining whether the real-time environmental conditions meet the navigation safety requirements.

[0032] Step S300: Determine the navigation status judgment result based on the sub-item safety judgment results and the theoretical navigable zone.

[0033] In step S300 above, the safety control points corresponding to the safety assessment results of the bridge sub-item and the effective navigable area corresponding to the safety assessment results of the river sub-item can be spatially superimposed and integrated with the theoretical navigable zone in multiple dimensions; taking the navigation path from the starting point to the end point as the core, a graph theory path search algorithm is used to conduct a comprehensive channel analysis of the entire waterway to verify whether there is a continuous navigable channel that meets all safety assessment conditions; based on the channel analysis results, the navigation status is divided into three categories: safe, restricted, and prohibited, and the corresponding influencing sections and core limiting factors are marked, and finally, a structured navigation status assessment result is output.

[0034] Therefore, the navigation safety determination method provided by the embodiments of the present invention, by constructing a dynamic model and carrying out comprehensive determination, achieves accurate and real-time determination of navigation safety, effectively ensures the safety of ship navigation and the efficiency of waterway passage, effectively improves the overall reliability and performance of the system, and provides scientific, efficient and accurate technical support for the safety management and control of inland waterway navigation.

[0035] Please refer to Figure 2 , Figure 2 A flowchart of a method for constructing a dynamic water surface model of an entire river channel, provided for embodiments of the present invention, includes the following steps: Step S20: Unify the geographic benchmark based on multi-source navigation-related data to standardize the geospatial model.

[0036] In step S20 above, firstly, multi-source navigation-related spatial geographic data, such as underwater topographic DEM, bridge structure and geographic feature data, waterway line basic data, and hydrological monitoring point spatial data, are integrated to sort out the original geographic benchmarks and data attributes of various types of data. All data are unified to a preset plane coordinate system and elevation benchmark, completing the coordinate transformation and alignment of the entire spatial data and completely eliminating spatial heterogeneity bias of multi-source data. Subsequently, various types of data are standardized and regularized to unify the topological format of vector data, the resolution and pixel accuracy of raster data, complete incomplete data, and identify and remove abnormal data. At the same time, for key navigation sections such as bridge areas, shoal areas, and waterway turning points, the accuracy of geographic data collection and correction is improved, and model details are enhanced. Finally, through spatial registration, layer fusion, and data verification, a standardized geospatial model with consistent spatial attributes, uniform accuracy, coverage of the entire river channel, and direct support for subsequent calculation and analysis is constructed, providing a unified geographic data base for subsequent dynamic water surface model construction and calculation of key navigation parameters.

[0037] Step S21: Extract discrete water level monitoring data from real-time hydrological data.

[0038] In step S21 above, discrete water level monitoring data from multiple points along the entire river are accurately extracted from the real-time hydrological dataset collected by monitoring terminals such as water level monitoring stations and hydrological sensors deployed along the river. During the extraction process, associated metadata such as water level values, collection time, and latitude and longitude coordinates of each monitoring point can be obtained synchronously according to a preset time granularity. At the same time, monitoring points in key navigation sections such as bridge areas, shoals, and channel turning points are covered. Furthermore, the extracted raw data is initially formatted and the data fields and units are standardized to lay the foundation for subsequent spatial interpolation processing.

[0039] Step S22: Based on the standardized geospatial model, spatial interpolation algorithm is used to spatialize the discrete water level monitoring data to generate a continuous water surface elevation plane for the entire river channel.

[0040] In step S22 above, either Kriging interpolation or inverse distance weighted interpolation, adapted to the topographic features of inland waterways, can be used to perform spatial interpolation calculations on the initially normalized discrete water level monitoring data. The interpolation process strictly follows the unified plane coordinate system and elevation datum (e.g., CGCS2000). The coordinate system is aligned with the Wusong elevation datum to ensure spatial consistency of elevation data. For key navigation sections such as bridge areas, shoals, and channel turning points, interpolation and densification processing is applied to monitoring points to improve the accuracy of water surface elevation calculations in core areas. In practice, real-time water level data collected along the route can be projected onto the channel centerline and converted into "mileage-water level" data pairs. A piecewise cubic Hermite interpolation method is used to generate a smooth, continuous one-dimensional water level function H that strictly passes through all stations. Simultaneously, the accuracy of elevation calculations is controlled to the centimeter level, generating a seamlessly connected and continuously distributed water surface elevation plane across the entire river channel. The interpolation results are validated for reasonableness, and abnormal interpolation data is removed to ensure that the water surface elevation plane accurately reflects the spatial distribution of real-time water levels across the entire river channel.

[0041] Step S23: Construct a dynamic water surface model of the entire river channel with the water surface elevation plane as the core.

[0042] In step S23 above, the continuous water surface elevation plane of the entire river channel is deeply integrated with the standardized geospatial model. The integration process strictly follows a unified plane coordinate system and elevation benchmark to ensure a high degree of matching between the water surface elevation data and the spatial attributes of the static geographic base. The elevation accuracy of the dynamic water surface model to be constructed is controlled at the centimeter level to meet the needs of refined navigation safety assessment. At the same time, for key navigation sections such as bridge areas, shoals, and channel turning points, the dynamic water surface model is enhanced in detail and improved in accuracy to accurately restore the spatial distribution characteristics of water surface elevation in the core areas. In addition, based on the dynamic updating characteristics of real-time hydrological data, the completed dynamic water surface model can be iteratively optimized synchronously with the real-time updates of discrete water level monitoring data, so as to truly and accurately reflect the spatial distribution and dynamic changes of the real-time water surface of the entire river channel. Finally, a dynamic water surface model of the entire river channel is constructed, which covers the entire waterway, has uniform accuracy, and can be dynamically updated. This model serves as the core dynamic data carrier, providing accurate and dynamic core data support for subsequent calculation of real-time bridge clearance parameters and generation of real-time river channel water depth models.

[0043] Therefore, the method for constructing a dynamic water surface model of the entire river channel provided by the embodiments of the present invention lays a unified and accurate core data foundation for determining the real-time clearance parameters of bridges and the real-time water depth model of the river channel by constructing a dynamic water surface model of the entire river channel; it achieves centimeter-level accurate representation of water surface elevation, improves the calculation accuracy of subsequent core navigation parameters from the source, supports the refined judgment of navigation safety, and dynamically updates the model according to real-time hydrological data, so that the calculation of subsequent navigation parameters always fits the actual hydrological state of the river channel, realizes the real-time and dynamic nature of navigation safety assessment, effectively adapts to the navigation environment of dynamic changes in inland water levels, and avoids the problems of calculation lag and distortion of judgment results caused by static data.

[0044] Please refer to Figure 3 , Figure 3 A flowchart of a method for obtaining real-time bridge clearance parameters provided in an embodiment of the present invention includes the following steps: Step S30: Extract elevation data of bridge structural feature points based on the dynamic water surface model of the entire river channel.

[0045] In step S30 above, based on the basic geographic and structural data of bridges in the standardized geospatial model, the specific location, bridge type (horizontal beam bridge, arch bridge) and preset bridge structural feature point layout of all bridges in the entire river channel are accurately identified. According to the unified plane coordinate system and elevation benchmark followed by the dynamic water surface model of the entire river channel, the structural feature points of each bridge are spatially matched precisely.

[0046] Differentiated structural feature point elevation data extraction was conducted for different bridge types. For horizontal beam bridges, the focus was on extracting the elevations of measuring points deployed throughout the bottom of the bridge. For arch bridges, the elevations of key navigation-related structural feature points, such as the arch crown and the upper and lower edges of navigation openings, were extracted. The accuracy of the elevation data extraction was controlled at the centimeter level to meet the requirements of refined navigation safety assessment. All extracted bridge structural feature point elevation data were associated and labeled, binding the elevation values ​​with the corresponding bridge, bridge type, and point coordinate information. The rationality of the extracted elevation data was verified, and abnormal data was removed to ensure the accuracy, completeness, and effectiveness of the elevation data of all bridge structural feature points throughout the river.

[0047] Step S31: Determine the real-time clearance data of each feature point of the bridge by using the difference between the elevation of the feature point and the water surface elevation at the corresponding location.

[0048] In step S31 above, each structural feature point of each bridge is spatially precisely matched with the dynamic water surface model of the entire river channel to ensure that each feature point can extract a unique corresponding real-time water surface elevation value, achieving a one-to-one correspondence between feature point elevation and water surface elevation. Following unified elevation calculation rules, the elevation data of each bridge structural feature point is subtracted from its matched real-time water surface elevation value, and the calculation is completed point by point to obtain the real-time clearance data for each bridge feature point. The calculation accuracy is controlled at the centimeter level, meeting the requirements for refined navigation safety assessment. Subsequently, differentiated data processing is carried out based on the bridge type, focusing on the bottom of horizontal beam bridges... Real-time airspace data with characteristic points are collected across the entire area. Real-time airspace data for core navigation characteristic points such as the arch crown and the edge of the navigation opening of the arch bridge are individually labeled. At the same time, all real-time airspace data are associated and bound with information such as the corresponding bridge number, bridge type, and characteristic point coordinates to form a structured airspace data list. Finally, the calculated real-time airspace data is validated for rationality, invalid airspace values ​​caused by point matching deviations or abnormal elevation data are removed, and incomplete data is supplemented to ensure the accuracy and completeness of real-time airspace data for each characteristic point of the bridge, providing reliable data support for the subsequent extraction of bridge control airspace parameters.

[0049] Step S32: Extract the bridge control clearance value from the real-time clearance data to obtain the bridge real-time clearance parameters.

[0050] In step S32 above, based on the bridge type classification information in the standardized geospatial model, the bridges in the entire river channel are accurately classified, clearly distinguishing between horizontal beam bridges and arch bridges. Then, for different bridge types, differentiated rules are used to extract control clearance values ​​from the real-time clearance data. For horizontal beam bridges, the minimum value of the real-time clearance data of all structural feature points is directly extracted as the control clearance value of the horizontal beam bridge. For arch bridges, the bridge centerline is first accurately projected onto the waterway line, and the real-time clearance data of the arch bridge feature points is interpolated along the projection line. The real-time clearance value corresponding to the highest navigable point, such as the arch crown, is selected as the control clearance value of the arch bridge. At the same time, the horizontal boundary feature parameters of the arch bridge's navigation opening are extracted, which together with the control clearance value form the core clearance index of the arch bridge. Subsequently, the extracted control clearance value is associated and bound with the corresponding bridge number, bridge type, and core feature point coordinates, integrating the control clearance value and the corresponding bridge type-specific feature parameters into the real-time clearance parameters of the bridge.

[0051] Therefore, the method for obtaining real-time bridge clearance parameters provided by the embodiments of the present invention achieves close linkage between the calculation of bridge clearance parameters and the real-time hydrological status of the river, ensuring the real-time nature and accuracy of the parameters. At the same time, through the refined calculation of bridge structural feature points and the extraction of core control clearance values, the core judgment indicators for bridge navigation are clarified, providing a precise and unified quantitative basis for subsequent bridge safety judgments. Moreover, the calculation logic can be adapted to the structural characteristics of different bridge types, and can specifically extract the control clearance values ​​of each bridge type, supporting the refined and differentiated judgment of bridge navigation safety.

[0052] Please refer to Figure 4 , Figure 4 A flowchart of a method for constructing a real-time river depth model provided for embodiments of the present invention includes the following steps: Step S40: Conduct a full-channel inundation analysis based on underwater topographic data from the dynamic water surface model and the standardized geospatial model of the entire river channel.

[0053] In step S40 above, underwater topographic DEM raster data covering the entire area is extracted from the standardized geospatial model. This data serves as the basic topographic basis for real-time water depth calculation of the river channel. Simultaneously, centimeter-level real-time water surface elevation values ​​corresponding one-to-one with each raster location are extracted from the dynamic water surface model of the entire river channel. The matching process strictly follows a unified elevation benchmark to ensure consistency between the calculated topographic elevation and water surface elevation. Subsequently, a raster-by-raster inundation analysis is conducted on the entire river channel, targeting the underwater topographic DEM... Each grid cell is precisely matched with the real-time water surface elevation of its corresponding spatial location to determine the inundation status of the grid area. Detailed analysis is conducted on grid cells in key navigational sections such as bridge areas, shoals, and channel turning points to improve the accuracy of inundation analysis in core areas, eliminating data blind spots. During the inundation analysis, the original data of topographic elevation and corresponding water surface elevation for all grids are retained. Simultaneously, grid matching deviations and elevation data anomalies are identified in real time, invalid grid data is removed, and incomplete data is supplemented. Finally, a high-precision inundation analysis of the entire river channel is completed, generating analysis results that include the inundation status of each grid cell and the matching information of topographic and water surface elevations.

[0054] Step S41: Generate a real-time water depth model of the entire river channel by calculating the difference between the terrain elevation and the water surface elevation.

[0055] In step S41 above, based on the results of the full-channel inundation analysis, the topographic elevation data of each grid cell in the underwater topography DEM of the standardized geospatial model is extracted. Simultaneously, the centimeter-level real-time water surface elevation data of the corresponding grid cell in the full-channel dynamic water surface model is matched to ensure a one-to-one spatial correspondence between the two and strict adherence to a unified elevation benchmark, eliminating dimensional bias in the calculation. Then, according to unified difference calculation rules, the real-time water surface elevation of each grid cell is subtracted from its corresponding topographic elevation to perform precise water depth calculations grid-by-grid across the entire river channel. The grid water depth calculation results for key navigation sections such as bridge areas, shoals, and channel turning points are then re-verified to enhance the calculation accuracy in core areas. After the calculations are completed, the water depth calculation values ​​of all grid cells are data-normalized and their validity is verified, discarding... Excluding invalid raster data such as negative and zero values ​​(not from water areas), interpolation was used to complete the few incomplete raster depth data. At the same time, the valid depth values ​​were associated and bound with the spatial coordinates, topographic elevation, and water surface elevation of the corresponding raster, forming a structured raster depth data list. Finally, all valid raster depth data were integrated according to the spatial distribution of the entire river channel to construct a rasterized real-time river depth model that covers the entire waterway, has continuous raster data, and has uniform accuracy. This model can accurately represent the spatial distribution characteristics of real-time depth in various areas of the entire river channel, providing high-precision core data support for subsequent water depth condition screening and navigable area analysis for safe navigation determination of the river channel.

[0056] Therefore, the method for obtaining real-time bridge clearance parameters provided by the embodiments of the present invention realizes the synchronous linkage between river water depth data and real-time hydrological status, ensuring the dynamism and accuracy of the water depth model, and completely and finely representing the water depth distribution of the entire river in a gridded form. This provides a unified, reliable, and comprehensive quantitative data foundation for subsequent river navigation safety assessment, and greatly improves the accuracy and comprehensiveness of river water depth assessment.

[0057] Please refer to Figure 5 , Figure 5 A flowchart of a method for obtaining bridge control clearance values ​​provided in an embodiment of the present invention includes the following steps: Step S50: For horizontal beam bridges, select the minimum value among the real-time clearance data of each feature point of the bridge as the control clearance value of the horizontal beam bridge.

[0058] In step S50 above, the centimeter-level real-time clearance data of all structural feature points at the bottom of the extracted horizontal beam bridge is retrieved. The validity of this batch of data is verified, and abnormal values ​​caused by elevation matching deviations and calculation errors are eliminated to ensure that the clearance data selected is authentic and accurate. Following the conservative assessment principle for navigation safety, the smallest clearance value is precisely selected from the verified valid real-time clearance data and determined as the control clearance value for the horizontal beam bridge. Subsequently, the determined control clearance value is associated and bound with the corresponding horizontal beam bridge number, feature point coordinates, original elevation, and real-time water surface elevation, forming a structured single-bridge control clearance data entry. Simultaneously, the selected control clearance value undergoes a rationality review. Combined with the design navigation parameters of the horizontal beam bridge and the real-time hydrological conditions of the river, abnormal values ​​are investigated to ensure that the final determined control clearance value of the horizontal beam bridge accurately reflects its actual navigation clearance limitations, providing accurate core quantitative indicators for subsequent bridge safety navigation determination.

[0059] Step S51: For the arch bridge, project the centerline of the arch bridge onto the waterway line and interpolate along the projection line to calculate the clearance data of the arch feature points. Select the clearance value of the core navigation feature point of the arch as the control clearance value of the arch bridge. Construct the three-dimensional envelope range of the arch bridge navigation opening. The three-dimensional envelope range and the control clearance value of the arch bridge together constitute the real-time clearance parameters of the arch bridge.

[0060] In step S51 above, centimeter-level real-time clearance data of each feature point of the arch bridge is retrieved. Simultaneously, precise geographic coordinates of the arch bridge centerline and waterway line, as well as basic structural dimensions of the navigation aperture, are extracted from the standardized geospatial model. All raw data undergo validity verification, eliminating abnormal values ​​caused by coordinate offsets and elevation matching errors. Strictly adhering to a unified plane coordinate system, the arch bridge centerline is precisely projected onto the waterway line. Centimeter-level continuous interpolation calculations are performed along this projection line on the real-time clearance data of the arch feature points to fill in any gaps in the clearance data along the projection path. The clearance value of the arch crown, a core navigation feature point of the arch, is selected as the control clearance value for the arch bridge. Subsequently, based on the actual structural dimensions of the arch bridge's navigation aperture and the requirements for ship navigation and maneuvering, the horizontal boundary of the navigation aperture is determined. The vertical navigation height is determined based on the arch bridge's control clearance value, integrating the actual dimensions of the entire river's dynamic water surface model. Based on the elevation benchmark, a three-dimensional envelope range of the navigation opening of the arch bridge is constructed to accurately define the effective navigation space, clarifying the three-dimensional spatial boundary of the navigation area for ships. The control clearance value of the arch bridge is associated and bound with the spatial characteristic parameters of the three-dimensional envelope range (which may include horizontal boundary coordinates, vertical height thresholds, spatial topology range, etc.). At the same time, basic information such as the arch bridge number, navigation opening location, and arch crown feature point coordinates are integrated to form real-time clearance parameters of the arch bridge that combine vertical clearance quantification indicators and three-dimensional spatial navigation range constraints. Finally, the rationality of the control clearance value of the arch bridge can be reviewed. By combining the real-time hydrological conditions of the river channel with the arch bridge design navigation parameters to identify numerical anomalies, spatial topology verification of the three-dimensional envelope range is performed to ensure that it is highly matched with the actual navigation structure of the arch bridge. This provides a core basis for subsequent vertical clearance comparison in the bridge safety navigation determination and three-dimensional spatial compliance verification of the planned ship trajectory.

[0061] Therefore, the bridge control clearance value acquisition method provided by the embodiments of the present invention extracts bridge control clearance values ​​in a differentiated manner for horizontal beam bridges and arch bridges. For horizontal beam bridges, the minimum value in the real-time clearance data of feature points is selected as the control clearance value, which can ensure the safety and conservatism of the navigation clearance determination for beam bridges. For arch bridges, the clearance value of the core feature points of the arch is accurately obtained through channel line projection and interpolation calculation, and a three-dimensional envelope range of the navigation aperture is constructed, which expands the clearance determination of arch bridges from a single vertical dimension to three-dimensional space, realizing dual control of vertical clearance and horizontal navigation boundary. This differentiated determination method adapted to the structural characteristics of different bridge types makes up for the one-sidedness of the traditional unified determination method, greatly improves the refinement and accuracy of bridge navigation safety determination, and effectively avoids navigation safety hazards caused by insufficient bridge type adaptation.

[0062] Please refer to Figure 6 , Figure 6 A flowchart of a method for obtaining bridge sub-item safety assessment results provided for embodiments of the present invention includes the following steps: Step S60: Extract ship parameters and combine them with ship attitude correction parameters to perform correction calculations on the ship parameters in order to obtain the ship's equivalent navigation height.

[0063] In step S60 above, core ship parameters such as the ship's empty height and actual draft can be accurately extracted from navigation declaration data or the ship's basic information database. Preset ship attitude correction parameters are then retrieved. These parameters, combined with the ship's trim and roll characteristics under the influence of wind and current, can be conservatively corrected for the ship's navigation height using a safety factor of 5%-10%, or preset attitude correction values ​​can be directly used. Subsequently, precise calculations are performed according to the calculation rule: Ship's equivalent navigation height = Ship's empty height + Ship's actual draft + Attitude correction value. The calculated ship's equivalent navigation height is then linked and bound to information such as ship tonnage, type, and planned route. The calculation results are then reviewed for reasonableness to ensure that the results conform to the actual navigation height characteristics of the ship.

[0064] Step S61: Combine the ship's equivalent navigation height with navigation safety margin parameters to obtain the required clearance value for ship navigation.

[0065] In step S61 above, the vertical navigation safety margin parameter under the bridge (within a range of 0.5-1 meter, which can be dynamically adjusted as needed) can be retrieved according to industry standards and actual river navigation conditions. Following the calculation rule that the required clearance value for ship navigation = equivalent ship navigation height + bridge vertical safety margin height, the equivalent ship navigation height and the vertical navigation safety margin parameter are added together. The calculated required clearance value for ship navigation is then verified to remove abnormal values ​​caused by parameter mismatch. Simultaneously, this value is associated with information such as the corresponding ship and river navigation section to form structured ship navigation clearance requirement data, providing accurate quantitative basis for subsequent bridge clearance comparison and judgment.

[0066] Step S62: Compare and determine the real-time clearance parameters of the bridge with the clearance values ​​required for ship navigation to obtain the safety assessment results of the bridge sub-items.

[0067] In step S62 above, firstly, real-time clearance parameters of all bridges in the entire river channel are retrieved according to bridge type. For horizontal beam bridges, control clearance values ​​are extracted, and for arch bridges, control clearance values ​​and spatial characteristic parameters of the three-dimensional envelope range of the navigation aperture are extracted. At the same time, the clearance value required for ship navigation and the planned ship trajectory data are retrieved. Then, differentiated comparison and judgment are carried out according to bridge type. For horizontal beam bridges, the control clearance value can be directly compared with the clearance value required for ship navigation with centimeter-level precision. If the bridge control clearance value is greater than or equal to the clearance value required for ship navigation, the bridge is judged to be safe for navigation. Otherwise, it is judged to be restricted or prohibited from navigation. For arch bridges, the vertical clearance value comparison is completed first. If the arch bridge control clearance value is greater than or equal to the clearance value required for ship navigation, the horizontal projection of the planned ship trajectory is further checked to see if it falls within the effective horizontal boundary of the three-dimensional envelope range of the arch bridge navigation aperture. If both conditions are met, the bridge is judged to be safe for navigation. If either condition is not met, it is judged to be restricted or prohibited from navigation.

[0068] For each bridge, comparative data, judgment criteria, and core limiting factors (such as insufficient vertical clearance and navigation tracks exceeding the horizontal boundary of the arch bridge's navigation opening) are recorded. The safety judgment results for each bridge item are labeled in three levels: "safe," "restricted," and "prohibited." At the same time, the judgment results are linked and bound to the bridge number, bridge type, and vessel information to form a structured list of safety judgment results for each bridge item, providing basic judgment data for subsequent comprehensive navigation decisions across the entire river.

[0069] Therefore, the method for obtaining bridge sub-item safety assessment results provided by the embodiments of the present invention, by combining ship attitude correction parameters to correct ship parameters and calculate the equivalent navigation height of the ship, can truly reflect the ship's attitude state in actual navigation and improve the accuracy of ship navigation height calculation; and by combining navigation safety margin parameters to determine the required clearance value for ship navigation, sufficient safety margin can be reserved for navigation safety; finally, the clearance value is accurately compared with the real-time clearance parameters of the bridge to obtain objective and reliable bridge sub-item safety assessment results based on real-time and accurate data, realizing refined and dynamic assessment of bridge navigation safety, and effectively avoiding assessment deviations or safety risks caused by uncorrected ship attitude or lack of safety margin.

[0070] Please refer to Figure 7 , Figure 7 A flowchart of a method for obtaining river channel safety assessment results provided for embodiments of the present invention includes the following steps: Step S70: Based on the real-time water depth model of the river channel and combined with navigation safety margin parameters, water depth conditions are screened to generate a safe water depth zone for the river channel.

[0071] In step S70 above, the real-time water depth model of the rasterized river channel is retrieved, and the centimeter-level real-time water depth values ​​of each raster cell in the entire river channel are extracted. Then, the riverbed navigation safety margin parameters preset according to industry standards and river navigation conditions (which can be dynamically adjusted according to river hydrological conditions) are retrieved, and combined with the actual draft declared by the vessel, a unified water depth determination condition is determined: real-time raster water depth ≥ actual draft of the vessel + The riverbed is assessed for safe navigation with a margin of safety. Subsequently, a grid-by-grid screening of water depth conditions is conducted across the entire river channel. Valid grids meeting the criteria are retained, while those that do not meet the criteria are removed. The screening results for key navigational sections such as shoals, channel inflections, and channel junctions are reviewed a second time to enhance the accuracy of the core area screening. All valid grids meeting the water depth conditions are then integrated across the entire river channel according to its spatial distribution, generating a continuous safe water depth zone. This zone is then linked to information such as vessel draft and riverbed safety margin parameters, and spatial rationality is verified to ensure a high degree of consistency between the safe water depth zone and the actual navigational water depth conditions.

[0072] Step S71: Spatially overlay the safe water depth zone of the river channel with the theoretical navigable zone to generate the initial navigable zone of the river channel.

[0073] In step S71 above, the spatial overlay operation strictly follows a unified planar coordinate system. GIS spatial overlay analysis methods can be used to accurately retain the dual effective spatial range that simultaneously belongs to the river's safe water depth zone and the theoretical navigable zone, while eliminating invalid areas that only meet a single condition. For the overlay results of key navigable sections such as bridge areas, shoals, and channel bends, refined boundary verification and deviation correction are performed to eliminate edge data errors during the spatial overlay process. The overlaid effective spatial range is then integrated across the entire river according to its natural course to generate the initial navigable area of ​​the river.

[0074] Step S72: Conduct connectivity analysis on the initially screened navigable areas of the river, and combine the environmental navigation threshold parameters with the real-time environmental monitoring data to conduct a compliance assessment, so as to obtain the sub-item safety judgment results of the river.

[0075] In step S72 above, a GIS spatial connectivity analysis is first conducted on the initially screened navigable areas of the river. Using the navigation start and end points declared by the vessel as spatial anchor points, the system searches for continuous navigable channels from the start to the end point, whose effective width meets the actual width of the vessel plus the navigable width margin. Core information such as the minimum effective width of the channel and the location of key restricted sections are recorded simultaneously. Environmental navigation threshold parameters that are precisely matched with the vessel's tonnage and type are retrieved. These parameters include wind speed safety thresholds and water flow speed safety thresholds. At the same time, real-time environmental monitoring data such as wind speed and water flow speed along the planned vessel route are extracted, and a compliance assessment of the environmental data is conducted for the entire area along the route.

[0076] The comprehensive judgment logic is as follows: if there is a continuous and effective navigable channel within the initially screened navigable area, and the real-time environmental monitoring data along the planned route are all below the corresponding environmental navigation threshold, the navigation of this river segment is determined to be safe; if there is a continuous and effective navigable channel, but the real-time environmental data is close to or exceeds the environmental navigation threshold, the navigation of this river segment is determined to be conditionally restricted; if a continuous and effective navigable channel cannot be formed from the start to the end within the initially screened navigable area, regardless of whether the environmental monitoring data meets the standards, the navigation of this river segment is determined to be prohibited. Finally, the core basis and key limiting factors (such as shallow points obstructing navigation, exceeding wind speed limits, exceeding water flow speed limits, etc.) of the judgment results are recorded in detail, and the safety judgment results of the river segment are marked according to the three-level standard of "safe, conditionally restricted navigation, and prohibited navigation". The judgment results are then linked and bound with vessel information, navigation channel parameters, real-time environmental data, etc., to form a structured list of safety judgment results for the river segment, providing a basic judgment basis for subsequent comprehensive navigation decisions for the entire river.

[0077] Therefore, the method for obtaining sub-item safety assessment results for waterways provided by the embodiments of the present invention can accurately locate water depth areas that meet navigation safety requirements, leaving sufficient safety margins for ship navigation, effectively avoiding navigational risks such as ship grounding caused by shallow water areas, and ensuring the safety and rigor of water depth assessment. Simultaneously, it can focus on core areas that meet navigation benchmarks, narrowing the scope of invalid assessments, improving the efficiency and targeting of the initial screening of navigable waterways, and avoiding invalid analysis of non-navigable areas. By conducting connectivity analysis, it breaks through the limitations of traditional methods that only focus on single-point water depth and ignore the overall connectivity of the waterway, accurately identifying sections with navigation interruptions and ensuring that the assessment results conform to the actual navigation needs of ships. Furthermore, it combines environmental navigation threshold parameters to conduct a conformity assessment of real-time environmental monitoring data to obtain sub-item safety assessment results for waterways. This ensures the accuracy and comprehensiveness of navigable waterway area assessment while conforming to the complex scenarios of actual ship navigation, providing scientific and reliable support for subsequent comprehensive navigation status assessment of the entire waterway, and further improving the rationality and effectiveness of inland waterway navigation safety management.

[0078] Please refer to Figure 8 , Figure 8 A flowchart of a method for obtaining navigation status determination results provided in an embodiment of the present invention includes the following steps: Step S80: Spatially overlay the bridge safety points corresponding to the bridge sub-item safety assessment results with the navigable river areas corresponding to the river sub-item safety assessment results.

[0079] In step S80 above, the spatial data of all bridges in the river channel corresponding to the safety assessment results of the bridge sub-items is retrieved. This data may include the coordinates of bridge points that are safe, restricted, or prohibited from navigation, bridge type, core reasons for restriction, and the three-dimensional envelope range of the navigable span of the arch bridge. At the same time, the core data such as the raster data of the navigable area of ​​the river channel, the spatial range of the connecting channel, and the location of the restricted section corresponding to the safety assessment results of the river channel sub-items are retrieved. Subsequently, the GIS spatial overlay analysis method is used to accurately match the bridge safety points to the spatial range of the navigable area of ​​the river channel. Fine overlay processing is performed on the bridge area, a key section for navigation, and the spatial overlap between the three-dimensional envelope range of the navigable span of the arch bridge and the navigable channel of the river channel is verified, as well as the correspondence between the safety points of the horizontal beam bridge and the navigable area of ​​the river channel.

[0080] Step S81: Using the theoretical navigable zone as the benchmark for navigation range, conduct a comprehensive channel analysis of the entire waterway to determine whether there is a continuous navigation channel from the starting point to the end point that meets all safety criteria.

[0081] In step S81 above, the theoretical navigable zone spatial data generated based on the waterway line in the standardized geospatial model is retrieved to clarify its planar boundaries, core feature points, and other parameters. Simultaneously, the previously generated bridge data is retrieved. The integrated navigation spatial data of the waterway and the precise coordinates of the planned navigation start and end points declared by vessels strictly limit the scope of the comprehensive waterway access analysis to the theoretical navigable zone boundary. Based on the connectivity of the navigable area of ​​the waterway, a comprehensive continuous navigation channel investigation is carried out. The safety assessment results of all bridges on the identified potential waterway connections are verified one by one to ensure safe navigation. For arch bridges, it is necessary to additionally verify whether the channel track falls within the effective horizontal boundary of the three-dimensional envelope of its navigation aperture, and for horizontal beam bridges, it is necessary to confirm that their control clearance meets the navigation requirements. A full safety review is conducted on the potential navigation channels initially identified, checking whether the water depth and effective width of the channel continuously meet the vessel navigation standards, and whether the real-time environmental monitoring data along the planned track meets the environmental navigation threshold parameter requirements, ensuring that no restricted nodes are missed. Finally, based on the full safety review results, it is determined whether there is a continuous navigation channel from the planned navigation start to the end point that meets all safety assessments. If not, the key restricted nodes that cause the channel interruption are accurately recorded, such as the bridge numbers that restrict / prohibit navigation, the location of the waterway obstruction section, and other core information.

[0082] Step S82: Based on the comprehensive access analysis results, classify different navigation states and output the navigation state determination results, including the navigation state type and the corresponding affected area.

[0083] In step S82 above, based on the core judgment results of the comprehensive waterway access analysis, and in accordance with the navigation safety judgment rules, three core navigation states are divided: if there is a continuous navigation channel from the starting point to the end point that meets all safety judgments, it is judged as full-line safe navigation; if the navigable area of ​​the river can form a continuous connecting channel, but there is one or more bridges on the channel whose sub-item safety judgment is restricted / prohibited from navigation, it is judged as bridge restricted navigation; if the navigable area of ​​the river cannot form a continuous connecting channel from the starting point to the end point, regardless of the bridge sub-item safety judgment result, it is judged as river restricted navigation; the affected areas of each navigation state are accurately marked. Full-line safe navigation marks the spatial range and core characteristic parameters of the entire effective navigation channel; bridge restricted navigation marks the bridge number, spatial coordinates, and specific navigation channel section affected by the bridge, and explains the reason for the bridge restriction; river restricted navigation clearly marks the spatial location, navigation obstruction type (such as insufficient water depth, insufficient width, or interruption of passage), and affected navigation range of the river obstruction section.

[0084] Structured navigation status assessment results are generated according to a standardized format, including navigation status type, planar coordinates / spatial range of the affected area, key limiting factors, and core safety parameters (if any), all of which are machine-readable. Simultaneously, basic data for visualization results is generated to provide data support for color highlighting and tiered early warning on the visualized electronic navigation chart. A comprehensive review of the navigation status assessment results and affected area markings is conducted to ensure a high degree of consistency between the status classification, area markings, and integrated pathway analysis results. The navigation status assessment results, consisting of both structured machine-readable data and basic data for visualization results, are output synchronously, providing direct and accurate basis for navigation scheduling decisions.

[0085] Therefore, the navigation status determination method provided by the embodiments of the present invention can provide navigation control personnel with clear and intuitive judgment basis, facilitate quick understanding of the current navigation status of the entire waterway, accurately locate areas with potential safety hazards, provide scientific support for navigation scheduling and hazard handling, further improve the accuracy and efficiency of navigation safety control, and effectively ensure the safety of ships throughout the entire navigation process.

[0086] Please refer to Figure 9 , Figure 9 A flowchart of the forecast-based navigation capability simulation method provided for embodiments of the present invention includes the following steps: Step S90: Access hydrological forecast data, and based on the standardized geospatial model, repeatedly execute the steps of generating a dynamic water surface model of the entire river channel, determining real-time bridge clearance parameters and real-time river channel water depth models, constructing a theoretical navigable zone, and determining the safety of bridges and river channels.

[0087] In step S90 above, multi-period water level forecast data for the river channel during the forecast period can be accessed from the hydrological department. Simultaneously, environmental forecast data such as wind speed and water flow velocity during the forecast period are retrieved. The forecast data is then time-sliced ​​and its validity verified. It is split into continuous forecast period time-series data according to preset time intervals (e.g., 1 hour / 3 hours) to ensure that the data accuracy matches the spatial attributes of the standardized geospatial model. Using the standardized geospatial model as a unified static geographic base, the core calculation and sub-item judgment processes are repeated sequentially, following the parameter standards and calculation rules for real-time navigation determination. Subsequently, the calculation rules of equivalent navigation height = empty height + actual draft + attitude correction, and required navigation clearance / water depth = equivalent height / draft + safety margin parameters are applied, along with bridge type differentiation determination and river depth / The logic of comprehensive determination of width and environmental conditions repeats the safety determination steps for bridges and waterways. The environmental conditions for waterway determination use the wind speed and water flow velocity forecast data for the corresponding time period. Finally, the safety determination results for bridges and waterways for each time period in the forecast period are obtained. Throughout the process, the core thresholds such as safety margin parameters and ship attitude correction coefficients are kept consistent with the real-time navigation determination to ensure the comparability and accuracy of the forecast period calculation results.

[0088] Step S91: Combine the sub-item safety judgment results of the forecast period with the theoretical navigable zone to conduct a comprehensive path analysis and obtain the navigation status judgment results for each period of the forecast period.

[0089] In step S91 above, using the theoretical navigable zone as the navigation range benchmark, and according to the time slice dimension of the forecast period, the safety assessment results of the bridge sub-items and the safety assessment results of the river sub-items for each time period are spatially overlaid using GIS, and the bridge safety points for each time period are... Restricted points are precisely matched to the navigable area of ​​the river, with a focus on verifying the spatial overlap and navigation compatibility of key sections such as bridge areas and shoals. Then, based on the superimposed results for each time period, a comprehensive channel access analysis is conducted, using the planned start and end points of vessel navigation as spatial anchor points to check for the existence of continuous navigation channels that meet all safety criteria. The analysis verifies whether the bridge clearance, river depth, and effective width throughout the channel consistently meet navigation standards. Simultaneously, combined with environmental forecast data for the corresponding time period, the impact of wind speed and current velocity on navigation maneuvering is assessed. Subsequently, using the same logic for determining real-time navigation status, the navigation status for each time period is determined as follows: if a continuous, fully safe navigation channel exists, it is determined to be safe navigation along the entire route; if the navigable channel is continuous but the bridge clearance is insufficient or the vessel crosses the boundary, it is determined to be bridge-restricted navigation; if the river cannot form a continuous navigable channel, it is determined to be river-restricted navigation. At the same time, the core driving factors of navigation status changes for each time period are accurately recorded, such as the bridge clearance / The data includes changes in river depth and exceeding limits in environmental forecasts, and the spatial location and impact range of restricted nodes in each time period are marked. Finally, the navigation status judgment results for each time period in the forecast period are structured and organized, and the corresponding spatial impact areas, key restricted parameters, and sub-judgment results are associated according to the time dimension to form a time-series navigation status dataset for the forecast period, ensuring that the judgment logic, accuracy standards and real-time navigation status judgment are highly consistent.

[0090] Therefore, the navigation capacity simulation method for the forecast period provided by the embodiments of the present invention enables forward-looking prediction of navigation safety, effectively making up for the shortcomings of traditional technologies that lack forecasting capabilities and cannot respond in advance to navigation risks caused by dynamic changes in hydrology. At the same time, by generating accurate navigation status judgment results for each period of the forecast period, it is possible to dynamically and comprehensively grasp the navigation safety situation at different times in the future, clearly predict potential navigation restrictions, navigation interruptions and other hidden dangers and their corresponding affected areas, and provide scientific and accurate decision support for navigation scheduling, ship navigation plan formulation and early handling of hidden dangers. This facilitates relevant personnel to optimize navigation routes and adjust scheduling plans in advance, proactively avoid navigation risks within the forecast period, and greatly improve the foresight, initiative and scientific nature of navigation safety management.

[0091] Please refer to Figure 10 , Figure 10This is a schematic diagram of the navigation safety assessment system provided in an embodiment of the present invention. The navigation safety assessment system includes: a core modeling and calculation module 10, used to determine the real-time clearance parameters of the bridge and the real-time water depth model of the river based on the dynamic water surface model of the entire river channel, and to construct the theoretical navigable zone based on the real-time clearance parameters of the bridge and the real-time water depth model of the river channel; a sub-item safety assessment module 20, used to combine the ship parameters and the dynamic safety assessment parameters to obtain the sub-item safety assessment results of the bridge and the river channel; and a comprehensive navigation assessment module 30, used to determine the navigation status assessment result based on the sub-item safety assessment results and the theoretical navigable zone.

[0092] In the embodiments provided by this invention, it should be understood that the disclosed systems and methods can be implemented in other ways. The system implementations described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some communication interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0093] Furthermore, the units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0094] Furthermore, in the various embodiments of the present invention, the functional modules can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0095] In this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, without necessarily requiring or implying any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0096] The above description is merely an embodiment of the present invention and is not intended to limit the scope of protection of the present invention. For those skilled in the art, the present invention can have various modifications and variations. 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 determining navigation safety, characterized in that, include: The real-time clearance parameters of the bridge and the real-time water depth model of the river are determined based on the dynamic water surface model of the entire river channel, and the theoretical navigable zone is constructed based on the real-time clearance parameters of the bridge and the real-time water depth model of the river channel. By combining the ship parameters with the dynamic safety assessment parameters, the sub-item safety assessment results for bridges and waterways are obtained; wherein, the ship parameters include the ship's unloaded height and draft; the dynamic safety assessment parameters include ship attitude correction parameters, navigation safety margin parameters, and environmental navigation threshold parameters; Based on the sub-item safety assessment results and the theoretical navigable zone, the navigation status assessment result is determined.

2. The method according to claim 1, characterized in that, Before determining the real-time clearance parameters of the bridge and the real-time water depth model of the river, the method further includes: A unified geographic benchmark was established based on multi-source navigation-related data to standardize the geospatial model; Extract discrete water level monitoring data from the real-time hydrological data; Based on the standardized geospatial model, a spatial interpolation algorithm is used to spatialize the discrete water level monitoring data to generate a continuous water surface elevation plane for the entire river channel. A dynamic water surface model of the entire river channel is constructed using the water surface elevation plane as the core.

3. The method according to claim 1 or 2, characterized in that, The determination of the bridge's real-time clearance parameters includes: Based on the dynamic water surface model of the entire river channel, the elevation data of bridge structural feature points are extracted. The real-time clearance data of each feature point of the bridge is determined by the difference between the elevation of the feature point and the water surface elevation at the corresponding location. The bridge control clearance value is extracted from the real-time clearance data to obtain the bridge real-time clearance parameters.

4. The method according to claim 1 or 2, characterized in that, The model for determining the real-time water depth of the river channel includes: Based on the underwater topographic data in the dynamic water surface model of the entire river channel and the standardized geospatial model, a full-channel inundation analysis is carried out. A real-time water depth model of the entire river channel is generated by calculating the difference between the terrain elevation and the water surface elevation.

5. The method according to claim 3, characterized in that, The step of extracting bridge control clearance values ​​from the real-time clearance data includes: For horizontal beam bridges, the minimum value among the real-time clearance data of each feature point of the bridge is selected as the control clearance value of the horizontal beam bridge. For arch bridges, the centerline of the arch bridge is projected onto the waterway line and the clearance data of the arch feature points is calculated by interpolation along the projection line. The clearance value of the core navigation feature point of the arch is selected as the control clearance value of the arch bridge. The three-dimensional envelope range of the arch bridge navigation opening is constructed. The three-dimensional envelope range and the control clearance value of the arch bridge together constitute the real-time clearance parameters of the arch bridge.

6. The method according to claim 1, characterized in that, The combination of ship parameters and dynamic safety assessment parameters yields the bridge sub-item safety assessment results, including: The ship parameters are extracted and combined with the ship attitude correction parameters to perform correction calculations on the ship parameters in order to obtain the ship's equivalent navigation height; The equivalent navigation height of the ship is combined with the navigation safety margin parameter to obtain the clearance value required for ship navigation; The real-time clearance parameters of the bridge are compared with the clearance values ​​required for ship navigation to obtain the safety assessment results for each aspect of the bridge.

7. The method according to claim 6, characterized in that, After obtaining the safety assessment results for the bridge sub-item, a safety assessment for the river channel sub-item is performed, including: Based on the real-time water depth model of the river channel and combined with the navigation safety margin parameters, water depth conditions are screened to generate a safe water depth zone for the river channel. The safe water depth zone of the river channel is spatially superimposed with the theoretical navigable zone to generate the initial navigable zone of the river channel. Connectivity analysis is conducted on the initially screened navigable areas of the river, and compliance assessment is performed on the real-time environmental monitoring data in conjunction with the environmental navigation threshold parameters to obtain the sub-item safety judgment results of the river.

8. The method according to claim 1, characterized in that, The step of determining the navigation status judgment result based on the sub-item safety judgment results and the theoretical navigable zone includes: The bridge safety points corresponding to the bridge sub-item safety assessment results are spatially superimposed with the navigable river areas corresponding to the river sub-item safety assessment results. Using the theoretical navigable zone as the benchmark for navigation range, a comprehensive channel analysis is conducted to determine whether there is a continuous navigation channel from the starting point to the end point that meets all safety criteria. Based on the comprehensive path analysis results, different navigation states are classified, and the navigation state determination results, including the navigation state type and the corresponding affected area, are output.

9. The method according to claim 1 or 8, characterized in that, It also includes forward-looking navigation capability simulations, including: By accessing hydrological forecast data and based on the standardized geospatial model, the steps of generating a dynamic water surface model of the entire river channel, determining real-time bridge clearance parameters and real-time river depth models, constructing a theoretical navigable zone, and determining the safety of bridges and river channels are repeatedly executed. By combining the sub-item safety assessment results of the forecast period with the theoretical navigable zone, a comprehensive path analysis is conducted to obtain the navigation status assessment results for each period of the forecast period.

10. A navigation safety assessment system, characterized in that, include: The core modeling and calculation module is used to determine the real-time clearance parameters of the bridge and the real-time water depth model of the river based on the dynamic water surface model of the entire river channel, and to construct the theoretical navigable zone based on the real-time clearance parameters of the bridge and the real-time water depth model of the river channel. The sub-item safety assessment module is used to combine the ship parameters with the dynamic safety assessment parameters to obtain the sub-item safety assessment results for bridges and waterways. The integrated navigation determination module is used to determine the navigation status determination result based on the sub-item safety determination results and the theoretical navigable zone.

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