A ship docking dynamic safety early warning method, device, equipment and medium

Abstract

The application provides a ship docking dynamic safety early warning method, device, equipment and medium, relates to the safety monitoring and early warning technical field of ship entering and leaving the dock, and the method comprises the following steps: obtaining the current state of a ship and the future state in a prediction time window; a plurality of envelope points of a ship body outer contour are determined; the minimum distance of the ship body outer contour to each boundary direction of the dock in the current state and the future state is calculated; the approach speed of each boundary direction is calculated according to the distance change of the preset adjacent time; the dynamic safety distance of the ship body outer contour to each boundary direction at the current time and the time required for disposal are calculated according to the approach speed, so as to jointly determine the risk level of each boundary direction and perform dynamic safety early warning. The application can solve the problem that the existing ship entering and leaving the dock adopts a single positioning point to represent the distance between the ship body and the dock boundary and the fixed safety distance early warning mode is difficult to realize accurate early warning under different dynamic conditions.

Description

Technical Field

[0001] This application relates to the field of ship docking and early warning technology, and in particular to a method, device, equipment and medium for dynamic safety early warning of ship docking. Background Technology

[0002] Dock entry operations take place in the narrow waters of a dock. The vessels are large in size and have significant inertia, and are typically controlled by tugboats, traction trolleys, and auxiliary equipment such as cables. During dock entry, even at relatively low overall speeds, lateral movement or bow rolling can cause the bow, stern, or sides to rapidly approach the port or starboard dock walls or the dock end.

[0003] Existing dock entry monitoring solutions typically utilize RTK, GNSS, total stations, radar, or video equipment to acquire the vessel's position and heading, and then issue alarms based on the distance from the positioning point to the dock boundary and a fixed threshold. Some solutions estimate speed based on the difference between adjacent positions, or predict short-term trajectories using uniform extrapolation or vessel motion models. However, fixed safety thresholds cannot reflect the actual handling requirements under different working conditions. When the distance between the hull and the boundary is the same, the actual required safety distance is greater when the approach speed is higher, the positioning or prediction error is larger, the on-site response time is longer, or the tugboat or cable correction capability is weaker. Using only a fixed distance can easily lead to late alarms or frequent false alarms. At the same time, using only the distance from the positioning reference point to the boundary cannot represent the actual space occupied by the hull. When the positioning reference point is not located at the center of the hull or the vessel is rolling, the bow and stern may approach the boundary before the positioning reference point. Judging only whether the vessel is approaching the boundary cannot indicate whether there is enough time on-site to complete deceleration or correction.

[0004] Therefore, there is a need for an early warning system that can measure the distance between the actual space occupied by the ship and the boundaries of the dock, and accurately assess the risks of the ship docking operation under different dynamic conditions. Summary of the Invention

[0005] In view of this, this application proposes a method, device, equipment and medium for dynamic safety early warning of ships entering and leaving the dock, which can solve the problem that the existing methods of using a single positioning point to represent the distance between the ship and the dock boundary and the method of early warning based on a fixed safety distance are difficult to achieve accurate early warning under different dynamic conditions.

[0006] Firstly, this application provides a method for dynamic safety early warning of ships entering dry dock, including: Obtain the ship's current status and its future status within the predicted time window; Multiple envelope points of the hull's outer contour are determined. The minimum distance from the hull's outer contour to each boundary of the dock in the current state and the future state is calculated based on each envelope point. The approach speed in each boundary direction is calculated based on the distance change between preset adjacent times. The dynamic safety distance from the hull outline to each boundary direction at the current moment is calculated based on the approach speed, and the corresponding dynamic safety margin is determined based on the difference between the minimum distance at the current moment and the dynamic safety distance. The remaining time for the hull outline to enter the dynamic danger zone in each boundary direction is determined based on the dynamic safety margin, and the time required to complete the effective handling is calculated based on the approach speed. The handling time margin is determined based on the difference between the remaining time and the time required to complete the effective handling. The risk level of each boundary direction is determined by jointly considering the dynamic safety margin and the handling time margin, and dynamic safety early warning is issued.

[0007] In one embodiment, determining multiple envelope points of the hull's outer contour, and calculating the minimum distance from the hull's outer contour to each boundary of the dock in the current state and the future state based on each envelope point, includes: Establish a horizontal envelope for the hull based on the ship's length, beam, and the longitudinal distances from the positioning reference point to the bow and stern. At each predicted time, the horizontal envelope of the hull is transformed to the fixed coordinate system of the dock based on the position of the positioning reference point and the heading angle of the ship, so as to obtain the fixed coordinates of each of the envelope points of the hull; Based on the fixed coordinates, calculate the minimum difference between the x-coordinate of all envelope points and the directions of the left and right dock walls, and the minimum difference between the y-coordinate of all envelope points and the direction of the dock end, and use these as the distances from the hull to the boundary in the corresponding directions.

[0008] In one embodiment, calculating the dynamic safety distance from the hull outline to each boundary direction at the current moment based on the approach speed includes: Based on the control response time after the warning is issued but before the control device has taken effective action, and the approach speed, the first distance for the hull to continue approaching in each of the aforementioned boundary directions is calculated. Based on the equivalent deceleration of the hull in each of the said boundary directions and the approach speed after the control device begins to take effect, the second distance required to eliminate the approach speed is calculated. The first distance and the second distance are used as components of the dynamic safety distance.

[0009] In one embodiment, the dynamic safety distance further includes an error compensation distance, which is determined in the following manner: The error compensation distance is obtained by synthesizing the ship's positioning error, heading error, trajectory prediction error, and dock boundary error, and multiplying the synthesized result by a confidence amplification factor; wherein the confidence amplification factor is automatically adjusted according to the positioning quality or prediction time.

[0010] In one embodiment, determining the remaining time for the hull outline to enter the dynamic danger zone in each boundary direction based on the dynamic safety margin includes: In the future prediction sequence of each boundary direction, find the prediction time when the dynamic safety margin is not greater than zero for the first time, and take the time difference between the prediction time and the current time as the remaining time for entering the dynamic danger zone in the corresponding direction; if all the dynamic safety margins in the prediction window are greater than zero, it is determined that the corresponding direction will not enter the dynamic danger zone in the prediction window.

[0011] In one embodiment, calculating the time required to complete an effective disposal based on the approach speed includes: The control response time is obtained after the warning is issued but before the control device has taken effective action. The processing time required to eliminate the approach speed is calculated based on the equivalent deceleration of the hull in each of the boundary directions after the control device begins to take effect. The additional time taken after the approach speed decreases to zero to confirm the stability of the hull is obtained, and the control response time, the disposal time, and the additional time are taken as the components of the time required to complete the effective disposal.

[0012] In one embodiment, determining the risk level for each boundary direction based on the dynamic safety margin and the handling time margin for each boundary direction includes: If it is determined that all dynamic safety margins within the prediction time window in a certain dock boundary direction are greater than zero, then the risk level in that direction is normal. If it is determined that the dynamic safety margin is not greater than zero within the predicted time window in a certain dock boundary direction, the current dynamic safety margin is greater than zero, and the handling time margin is greater than the preset time margin threshold, then the risk level in that direction is a Level 1 warning. If it is determined that within the predicted time window in a certain dock boundary direction, the dynamic safety margin is not greater than zero, the current dynamic safety margin is greater than zero, and the handling time margin is greater than zero and not greater than the preset time margin threshold, then the risk level in that direction is a Level II warning. If it is determined that the current dynamic safety margin or the handling time margin is not greater than zero in a certain dock boundary direction, then the risk level in that direction is an emergency alarm.

[0013] Secondly, this application also provides a dynamic safety early warning device for ship docking, comprising: The status acquisition module is used to obtain the current status of the ship and its future status within the predicted time window; The approach speed calculation module is used to determine multiple envelope points of the hull body outline, calculate the minimum distance from the hull body outline to each boundary direction of the dock in the current state and the future state based on each envelope point, and calculate the approach speed of each boundary direction boundary based on the distance change of preset adjacent time moments. The safety margin determination module is used to calculate the dynamic safety distance from the outer contour of the hull to each boundary direction at the current moment based on the approach speed, and to determine the corresponding dynamic safety margin based on the difference between the minimum distance at the current moment and the dynamic safety distance. The disposal time margin determination module is used to determine the remaining time for the hull outline to enter the dynamic safety distance in each boundary direction according to the dynamic safety margin, calculate the time required to complete effective disposal according to the approach speed, and determine the disposal time margin according to the difference between the remaining time and the time required to complete effective disposal. The dynamic safety early warning module is used to jointly determine the risk level of each boundary direction based on the dynamic safety margin and the handling time margin, and to provide dynamic safety early warning.

[0014] Thirdly, this application also provides an electronic device, including a processor and a memory; the memory stores a computer program, wherein the computer program, when executed by the processor, implements the ship docking dynamic safety early warning method as described in the first aspect.

[0015] Fourthly, this application also provides a computer storage medium storing a computer program thereon, wherein the computer program, when executed by a processor, implements the ship docking dynamic safety early warning method as described in the first aspect.

[0016] The ship docking dynamic safety early warning method of this application has at least the following advantages compared with related technologies: 1. By acquiring the current state of the vessel and its future state within a predicted time window, multiple envelope points of the vessel's outer contour are determined. Based on each envelope point, the minimum distance from the vessel's outer contour to each boundary direction of the dock under the current and future states is calculated. This can accurately reflect the approach risks to the bow and stern ends caused by non-central positioning reference points and bow rolling. Furthermore, the approach speed in each boundary direction is calculated based on the distance changes at preset adjacent times. Based on the approach speed, the dynamic safety distance from the vessel's outer contour to each boundary direction is calculated. This enables more accurate risk warnings for the vessel's docking operation process under different dynamic working conditions.

[0017] 2. By setting a dynamic safety distance consisting of several parts, including a basic safety margin, error compensation distance, the distance the hull continues to approach before the control device has taken effective action, the distance required to eliminate the approach speed according to the equivalent deceleration, and the reserved compensation distance, the safety threshold setting can be adjusted according to the approach speed, positioning and prediction errors, on-site response time, and effective control capabilities, thereby further improving the ability to provide accurate risk warnings under different working conditions.

[0018] 3. By calculating the estimated remaining time for the ship's outer contour to enter the dynamic hazard zone and the time required to complete the corresponding effective response measures based on the current dynamic working conditions, the time margin for response can be obtained, which can help to judge the urgency of the risk in advance, facilitate timely provision of corresponding suggestions, and make it easier for on-site personnel to implement them directly. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart illustrating a method for dynamic safety early warning of ship docking in one embodiment of this application; Figure 2 This is a schematic diagram showing the directional distance and approach speed between the hull envelope and the dock boundary in one embodiment of this application; Figure 3 This is a schematic diagram illustrating the calculation components of dynamic safety distance in one embodiment of this application; Figure 4 This is a schematic diagram illustrating the calculation components of the processing time window in one embodiment of this application; Figure 5 This is a flowchart illustrating the joint classification and handling recommendations for spatial and temporal margins in one embodiment of this application; Figure 6 This is a schematic diagram of the structure of a ship docking dynamic safety early warning device in one embodiment of this application. Detailed Implementation

[0021] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0022] In some embodiments, such as Figure 1As shown, the present application provides a method for dynamic safety early warning of ships entering dry dock, which includes the following steps S101 to S105.

[0023] Step S101: Obtain the current state of the ship and its future state within the predicted time window.

[0024] Step S102: Determine multiple envelope points of the hull body outline, calculate the minimum distance from the hull body outline to each boundary direction of the dock in the current state and the future state based on each envelope point, and calculate the approach speed of each boundary direction boundary based on the distance change at preset adjacent times.

[0025] Step S103: Calculate the dynamic safety distance from the hull outline to each boundary direction at the current moment based on the approach speed, and determine the corresponding dynamic safety margin based on the difference between the minimum distance at the current moment and the dynamic safety distance.

[0026] Step S104: Determine the remaining time for the hull outline to enter the dynamic safety distance in each boundary direction according to the dynamic safety margin, calculate the time required to complete the effective handling according to the approach speed, and determine the handling time margin according to the difference between the remaining time and the time required to complete the effective handling.

[0027] Step S105: Determine the risk level of each boundary direction and issue a dynamic safety warning based on the dynamic safety margin and the handling time margin of each boundary direction.

[0028] Combination Figure 2 As shown, in step S101, the current state of the ship includes at least the position of the positioning reference point. Bow angle Longitudinal velocity lateral velocity and bow roll rate The aforementioned states can be directly provided by existing ship positioning and motion monitoring systems. As a simple implementation, position and heading can be obtained using dual-antenna RTK, and velocity can be calculated based on continuous sampling results; alternatively, they can be provided by RTK combined with an inertial measurement unit, ship motion model, or other state fusion systems.

[0029] The future state is the prediction time window The state sequence within is represented as: ; in, Indicates the current moment. To predict the number of steps, Indicates the coordinates of the positioning reference point. The axis points towards the bow. The axis points from the port side to the starboard side.

[0030] The future state can be obtained by extrapolation from a uniformly rotating or uniformly moving bow, or it can be provided by an MMG model, a responsive maneuvering model, or an existing trajectory prediction system.

[0031] In some embodiments, the prediction step size is set to... And maintain longitudinal velocity within a prediction window. lateral velocity and bow roll rate If it remains unchanged, then: ; ; ; Repeat the calculation until the end of the prediction time window to obtain the future position and heading sequence. It should be noted that in practical applications, when using a higher-precision model, the calculation method for the subsequent dynamic safety distance and response window remains unchanged.

[0032] In step S102, the geometric parameters of the ship and the dock include: ship length , ship width And the longitudinal distance from the positioning reference point to the bow and stern of the ship. , , used to establish the planar envelope of the hull, wherein: ; and Obtained from general arrangement drawings, lines drawings, or ship technical data provided by the shipowner or design unit; and Obtained from the RTK installation diagram, or by on-site measurement after the equipment is installed.

[0033] In some embodiments, a rectangle is used to represent the horizontal envelope of the hull. The positioning reference point is taken as the origin of the ship's body coordinate system. The axis points towards the bow. If the axis points from the port side to the starboard side, then the four envelope points are:

[0034] ; ; Establish a fixed coordinate system within the dock plane. ,in The shaft points into the dock along the dock entry direction. The axis points from the left dock wall to the right dock wall. The lengths of the left dock wall, right dock wall, and dock end in the fixed coordinate system are expressed by the following formulas:

[0035] ; , and The coordinates are obtained from the dock as-built drawings, the survey control network, or the on-site total station measurements, and are uniformly converted to the fixed coordinate system.

[0036] In some embodiments, in the At each predicted time, the location of the reference point is... The heading angle is . No. The positions of the hull envelope points in the fixed coordinate system are:

[0037] ; in: ; This yields four hull envelope points for each prediction time. Because... and The distances from the actual positioning reference point to the bow and stern are determined respectively, so the positioning reference point does not need to be located at the geometric center of the hull.

[0038] The minimum distances between the ship's hulls in the directions of the port wall, starboard wall, and dock end are as follows: ; ; ; When the above distance is positive, the ship has not yet reached the corresponding boundary; the smaller the distance, the closer the ship is to the boundary.

[0039] To simplify the calculation, for example, the distance change between adjacent prediction times can be used to calculate the first prediction time. Approach velocity in each boundary direction: This indicates that the ship is approaching the corresponding boundary. This indicates that the ship is not approaching or is moving away. Because... Based on calculations of the hull envelope, this approach speed simultaneously reflects the sweeping of the bow and stern ends caused by translation and bow roll.

[0040] In some embodiments, the hull envelope can be a polygon, ellipse, capsule shape, or discrete contour of the actual waterline, in addition to a rectangle; the corresponding dock boundary can be a polygonal line or discrete curve, in addition to a straight line, and this application is not limited to these. It should be noted that when facing a straight port wall, port wall, and dock end, a rectangular envelope only needs to use four vertices, because the minimum or maximum projection of the rectangle in each boundary normal direction must appear at the vertices. Other envelopes do not require the fixed selection of four points. For example, a polygon can use all vertices or the extreme vertices in each direction; a discrete contour of the actual waterline can use all discrete boundary points or the vertices of its convex hull; an ellipse or capsule shape can be calculated using analytical extreme values / support points, or it can be discretized into sufficiently dense boundary points according to the accuracy requirements. The methods for finding extreme points differ depending on the envelope form, but the unified principle for calculating distance and approach speed remains unchanged.

[0041] In some embodiments of step S103, the components of the dynamic safety distance include a first distance. Second distance First distance The second distance is the distance at which the approach continues after the warning has been issued but before the control device has taken effective action. After the control device begins to function effectively, the distance required to eliminate the approach velocity is determined by the equivalent deceleration. Specifically, the effective control capabilities in the left dock wall, right dock wall, and dock end directions are denoted as follows: , and The unit is meters per second squared, which represents the equivalent deceleration that the existing tugboat, towing trolley, or cable combination can achieve to reduce the corresponding approach speed. This parameter can be obtained through specialized correction or deceleration tests, or calculated based on the decrease in approach speed during historical operations; to maintain safety, the lower value from multiple samples is used.

[0042] Combination Figure 3 As shown, in some embodiments, the first The dynamic safety distance in each direction consists of the following five parts: ; in, Basic safety margin; The compensation distance for positioning, heading, prediction, and boundary errors; The distance at which the ship continues to approach after the warning has been issued but before the control devices have taken effective action; After the control device begins to function effectively, the distance required to eliminate the approach velocity is eliminated according to the equivalent deceleration. To allow for compensation distance.

[0043] Specifically, basic safety margins are set for the left dock wall, right dock wall, and dock end. , and The basic safety margin represents the minimum distance that must be maintained between the hull and the corresponding boundary, without considering motion, measurement errors, and response delays. It is determined by the shipyard's safe operating procedures, dock facility layout conditions, or audited historical safe operating data.

[0044] The total on-site response time is recorded as follows: This indicates the time required from when the system issues a warning to when the tugboat, towing trolley, or cable begins to have a significant and effective effect on the vessel. This data can be obtained through on-site emergency drills or by statistically analyzing the time difference between the time of the warning and the time when the ship's motion began to change significantly in historical operations. When measured data is unavailable, conservative empirical values ​​approved by the shipyard should be used.

[0045] In some embodiments, error compensation distance The calculation method is as follows: set up: ; For the left and right dock wall directions, the combined error of lateral position, heading, trajectory prediction, and dock boundary is: ; For the dockside direction, the same calculation method is used: ; Set the confidence amplification factor to Then the first The uncertainty compensation distance in each direction is: ; A confidence level of 2 to 3 can be chosen based on the required confidence level. A higher confidence level can be used when positioning quality deteriorates or prediction time increases. or This automatically increases the safe distance.

[0046] It should be noted that the standard deviation of the positioning error in the error compensation distance... and the standard deviation of heading error The standard deviation of trajectory prediction error can be determined by the technical specifications of the positioning equipment and on-site static testing. It can be obtained by statistically analyzing the difference between historical predicted distances and the actual distances at the corresponding times; the standard deviation of the dock boundary error. The accuracy can be determined from dock survey reports or the precision of measuring instruments. If historical forecast data is lacking, results from similar operating conditions or conservative initial values ​​that have undergone safety review can be used.

[0047] Reserved compensation distance Used to cover wind, flow, equipment delays, and measurement blind spots not modeled separately, and set by the shipyard based on site conditions. Time margin cutoff value. The distinction between Level 1 and Level 2 warnings can be determined by shipyard safety regulations or emergency drills.

[0048] Furthermore, the first The dynamic safety margin in each direction is defined as follows: ; when When, it indicates that the hull is outside the dynamic safe distance; when This indicates that the ship has entered the dynamic danger zone in that direction.

[0049] The above relationship enables the dynamic safety distance to change with operating conditions: when the approach speed increases, the data error increases, the response time is prolonged, or the effective control capability is reduced, the dynamic safety distance automatically increases.

[0050] In step S104, it is determined whether there is still enough time to complete the disposal before the ship enters the dynamic danger zone. This includes three calculation steps: "estimated time to enter the danger zone", "time required to complete the disposal", and "disposal time margin".

[0051] Regarding the estimated time of entry into the dynamic danger zone, on the [date / time]... Among the future prediction sequences in each direction, find the earliest prediction sequence number that satisfies the following formula. : .

[0052] Expected to enter the 1st The remaining time for each dynamic danger zone in each direction is: .

[0053] If all within the prediction window If the direction is considered to be within the dynamic danger zone within the current prediction window, then it is assumed that the direction will not enter the dynamic danger zone.

[0054] like Figure 4 As shown, in some embodiments, the control response time after the warning is issued but before the control device has taken effective action, and the additional time after the approach speed decreases to zero are obtained to confirm the stability of the hull. The disposal time required to eliminate the approach speed is calculated based on the equivalent deceleration of the hull in each boundary direction after the control device begins to take effective action. The control response time, disposal time, and additional time are used as components of the time required to complete the effective disposal.

[0055] Specifically, regarding the time required to complete the disposal, based on the current approach speed and effective control capabilities, the time required to complete the effective disposal is as follows: ; in, The additional time allowed to confirm the stability of the hull after the approach speed has decreased to zero is determined by the shipyard's safety regulations or on-site drills.

[0056] Regarding the time leeway for handling, the first The time margin for handling each direction is: ; This indicates that, based on the current response time and control capabilities, it is theoretically possible to complete the response before entering the dynamic hazard zone; the smaller the value, the more urgent the response. This indicates that the matter may not be resolved in a timely manner.

[0057] In step S105, the dynamic safety margin and the response time margin are converted into risk levels for each boundary direction, and an overall early warning result is generated.

[0058] like Figure 5 As shown, in some embodiments, for any direction The following rules apply: (1) If all within the prediction window If so, then that direction is normal; (2) If the future exists ,current ,and If so, then that direction is a Level 1 warning; (3) If the future exists ,current ,and If so, then the direction is a level two warning; (4) If the current ,or If the direction is indicated by the alarm, then that direction is an emergency alarm.

[0059] Specifically, the system obtains the risk levels of the left dock wall, right dock wall, and dock end, and takes the highest level among the three as the overall warning level. If multiple directions have the same highest level, the direction with the smallest handling time margin is identified as the primary risk direction, while other risks of the same level are retained.

[0060] When the primary risk direction is the left dock wall, the output should suggest correcting to the right, reducing leftward lateral movement, or decreasing dock entry speed; when the primary risk direction is the right dock wall, the output should suggest correcting to the left, reducing rightward lateral movement, or decreasing dock entry speed; when the primary risk direction is the dock end, the output should suggest reducing or stopping forward traction, increasing reverse towing, or braking force.

[0061] The system's final output includes at least the overall warning level, the primary risk direction, the current ship-dock distance, the dynamic safety distance, the dynamic safety margin, the response time margin, and recommended actions.

[0062] In some embodiments, a dual-antenna RTK is installed on the ship. The two antennas are in the... The coordinates of each sampling time are respectively and The fixed angle between the installation baselines of the two antennas and the longitudinal axis of the ship is... Then the heading angle is:

[0063] ; The antenna coordinates are converted into the location reference point position based on the antenna installation location. The location reference point and heading angle at two consecutive sampling times are used to calculate the planar velocity and bow roll angular velocity, and a moving average is used for filtering. Then, the future state is predicted according to the aforementioned simple uniform velocity and uniform rotation bow model.

[0064] It should be noted that the above description represents a preferred embodiment, illustrating a method that can directly input the current and future states, and does not constitute the sole limitation of the core method of this invention. When improved prediction accuracy is required, the MMG three-degree-of-freedom model, responsive maneuvering model, or Kalman filter state estimation can be used to replace the simple method described above. Even after replacement, the hull envelope, dynamic safety distance, response time window, and risk level are still calculated using the same method.

[0065] The solution and effects of this application are further explained below with reference to specific embodiments: Example 1: Same distance, different approach speeds Assume the current ship-dock distance in a certain boundary direction is 6.0 m, the basic safety margin is 1.5 m, the uncertainty compensation distance is 0.5 m, the on-site response time is 5 s, the effective control capability is 0.10 m / s², and the reserved compensation distance is 0.5 m.

[0066] When the approach speed is 0.10 m / s, the dynamic safety distance is: ; The dynamic safety margin is 2.95 m.

[0067] When the approach speed increases to 0.30 m / s, the dynamic safety distance is: ; The dynamic safety margin has been reduced to 1.55 m. This indicates that, given the same geometric distance, increasing the approach speed will lead to an earlier warning.

[0068] Example 2: Same distance and speed, different control capabilities Keep the current distance of 6.0 m, approach speed of 0.30 m / s, and other parameters unchanged.

[0069] When the effective control capability is 0.05 m / s², the control response distance is 0.90 m, the dynamic safety distance is 4.90 m, and the control time required to eliminate the approach speed is 6 s.

[0070] When the effective control capability is 0.15 m / s², the control response distance is 0.30 m, the dynamic safety distance is 4.30 m, and the control time required to eliminate the approach speed is 2 s.

[0071] This illustrates that when on-site control capabilities are weak, not only is a greater safety distance required, but the time needed to complete the response is also longer.

[0072] Example 3: Same motion state, different data reliability Assume that the current distance, approach speed, response time, and effective control capability are all the same. When the positioning solution is stable and the historical prediction error is small, the uncertainty compensation distance is taken as 0.30 m; when the RTK quality deteriorates or the prediction time is longer, the uncertainty compensation distance is increased to 0.90 m.

[0073] According to the dynamic safety distance formula, the latter's dynamic safety distance is 0.60 m greater than the former's, and the dynamic safety margin is correspondingly reduced by 0.60 m. Therefore, the system will enter the warning state earlier. This demonstrates that the present invention can automatically adjust the risk judgment boundary based on data reliability.

[0074] In summary, the dynamic safety early warning method for ship docking proposed in this invention obtains the current state of the ship and its future state within a predicted time window, determines multiple envelope points of the ship's outer contour, and calculates the minimum distances from the ship's outer contour to each boundary direction of the dock in both the current and future states. This accurately reflects the approach risks to the bow and stern ends caused by non-central positioning reference points and bow rolling. Furthermore, it calculates the approach speed in each boundary direction based on the distance changes between preset adjacent times, and calculates the dynamic safety distances from the ship's outer contour to each boundary direction based on the approach speeds. This enables more accurate risk warnings for ship docking operations under different dynamic conditions; it also sets basic safety margins and error... The dynamic safety distance consists of several parts: the compensation distance, the distance the hull continues to approach before the control device has taken effect, the distance required to eliminate the approach speed according to the equivalent deceleration, and the reserved compensation distance. This allows the safety threshold to be set according to the approach speed, positioning and prediction errors, on-site response time, and effective control capabilities, thereby further improving the ability to accurately warn of risks under different working conditions. By calculating the remaining time for the hull's outer contour to enter the dynamic danger zone and the time required to complete the corresponding effective handling measures according to the current dynamic working conditions, the handling time margin can be obtained to judge the urgency of the risk in advance, which is conducive to giving timely corresponding suggestions and facilitating direct execution by on-site personnel.

[0075] In some embodiments, such as Figure 6 As shown in the figure, this application embodiment also provides a ship docking dynamic safety early warning device 50, which includes: a status acquisition module 51, an approach speed calculation module 52, a safety margin determination module 53, a handling time margin determination module 54, and a dynamic safety early warning module 55.

[0076] The status acquisition module 51 is used to acquire the current status of the ship and the future status within the predicted time window.

[0077] The approach speed calculation module 52 is used to determine multiple envelope points of the hull body outline, calculate the minimum distance from the hull body outline to each boundary direction of the dock in the current state and the future state based on each envelope point, and calculate the approach speed of each boundary direction boundary based on the distance change of preset adjacent time moments.

[0078] The safety margin determination module 53 is used to calculate the dynamic safety distance from the outer contour of the ship body to each boundary direction at the current moment based on the approach speed, and to determine the corresponding dynamic safety margin based on the difference between the minimum distance at the current moment and the dynamic safety distance.

[0079] The disposal time margin determination module 54 is used to determine the remaining time for the hull outline to enter the dynamic safety distance in each boundary direction according to the dynamic safety margin, calculate the time required to complete the effective disposal according to the approach speed, and determine the disposal time margin according to the difference between the remaining time and the time required to complete the effective disposal.

[0080] The dynamic safety early warning module 55 is used to jointly determine the risk level of each boundary direction based on the dynamic safety margin and the handling time margin of each boundary direction and to provide dynamic safety early warning.

[0081] It should be noted that the ship docking dynamic safety early warning device 50 provided in this application embodiment and the ship docking dynamic safety early warning method provided in this application embodiment are based on the same inventive concept. Therefore, the specific implementation of this embodiment can refer to the implementation of the aforementioned ship docking dynamic safety early warning method, and the repeated parts will not be described again.

[0082] In some embodiments, an electronic device provided in this application includes a processor and a memory; the memory stores a computer program, wherein the computer program, when executed by the processor, implements the above-described ship docking dynamic safety early warning method.

[0083] Specifically, the processor may include, for example, a general-purpose microprocessor, an instruction set processor and / or an associated chipset and / or a special-purpose microprocessor (e.g., an application-specific integrated circuit (ASIC)), etc. The processor may also include onboard memory for caching purposes. The processor may be a single processing unit or multiple processing units for performing different actions of the method flow according to embodiments of this application.

[0084] Memory can be any medium capable of containing, storing, transmitting, propagating, or transmitting instructions. For example, memory can include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, instruments, or propagation media. Specific examples of memory include: magnetic storage devices such as magnetic tape or hard disk drives (HDDs); optical storage devices such as optical discs (CD-ROMs); and also random access memory (RAM) or flash memory; and / or wired / wireless communication links.

[0085] This application also provides a computer-readable medium storing a computer program that, when executed by a processor, implements the aforementioned ship docking dynamic safety early warning method. This computer-readable medium may be included in the device / apparatus / system described in the above embodiments; or it may exist independently and not assembled into that device / apparatus / system. The aforementioned computer-readable medium carries one or more programs, which, when executed, implement the method as described in the embodiments of this application.

[0086] According to embodiments of this application, a computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, wired, optical fiber, radio frequency signals, etc., or any suitable combination thereof.

[0087] Those skilled in the art will understand that the features described in the various embodiments of this application can be combined and / or combined in various ways, even if such combinations or combinations are not explicitly described in this application. In particular, the features described in the various embodiments of this application can be combined and / or combined in various ways without departing from the spirit and teachings of this application. All such combinations and / or combinations fall within the scope of this application. Therefore, the scope of this application should not be limited to the above embodiments. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for dynamic safety early warning of ships entering dry dock, characterized in that, include: Obtain the ship's current status and predict its future status within a given time window; Multiple envelope points of the hull's outer contour are determined. The minimum distance from the hull's outer contour to each boundary of the dock in the current state and the future state is calculated based on each envelope point. The approach speed in each boundary direction is calculated based on the distance change between preset adjacent times. The dynamic safety distance from the hull outline to each boundary direction at the current moment is calculated based on the approach speed, and the corresponding dynamic safety margin is determined based on the difference between the minimum distance at the current moment and the dynamic safety distance. The remaining time for the hull outline to enter the dynamic danger zone in each boundary direction is determined based on the dynamic safety margin, and the time required to complete the effective handling is calculated based on the approach speed. The handling time margin is determined based on the difference between the remaining time and the time required to complete the effective handling. The risk level of each boundary direction is determined by jointly considering the dynamic safety margin and the handling time margin, and dynamic safety early warning is issued.

2. The ship docking dynamic safety early warning method as described in claim 1, characterized in that, The determination of multiple envelope points for the hull's outer contour, and the calculation of the minimum distances from the hull's outer contour to each boundary of the dock in the current and future states based on each envelope point, include: Establish a horizontal envelope for the hull based on the ship's length, beam, and the longitudinal distances from the positioning reference point to the bow and stern. At each predicted time, the horizontal envelope of the hull is transformed to the fixed coordinate system of the dock based on the position of the positioning reference point and the heading angle of the ship, so as to obtain the fixed coordinates of each of the envelope points of the hull; Based on the fixed coordinates, calculate the minimum difference between the x-coordinate of all envelope points and the directions of the left and right dock walls, and the minimum difference between the y-coordinate of all envelope points and the direction of the dock end, and use these as the distances from the hull to the boundary in the corresponding directions.

3. The ship docking dynamic safety early warning method as described in claim 1, characterized in that, The calculation of the dynamic safety distance from the hull outline to each boundary direction at the current moment based on the approach speed includes: Based on the control response time after the warning is issued but before the control device has taken effective action, and the approach speed, the first distance for the hull to continue approaching in each of the aforementioned boundary directions is calculated. Based on the equivalent deceleration of the hull in each of the said boundary directions and the approach speed after the control device begins to take effect, the second distance required to eliminate the approach speed is calculated. The first distance and the second distance are used as components of the dynamic safety distance.

4. The ship docking dynamic safety early warning method as described in claim 3, characterized in that, The dynamic safety distance also includes an error compensation distance, which is determined in the following way: The error compensation distance is obtained by synthesizing the ship's positioning error, heading error, trajectory prediction error, and dock boundary error, and multiplying the synthesized result by a confidence amplification factor; wherein the confidence amplification factor is automatically adjusted according to the positioning quality or prediction time.

5. The ship docking dynamic safety early warning method as described in claim 1, characterized in that, The determination of the remaining time for the hull outline to enter the dynamic danger zone in each boundary direction based on the dynamic safety margin includes: In the future prediction sequence of each boundary direction, find the prediction time when the dynamic safety margin is not greater than zero for the first time, and take the time difference between the prediction time and the current time as the remaining time for entering the dynamic danger zone in the corresponding direction; if all the dynamic safety margins in the prediction window are greater than zero, it is determined that the corresponding direction will not enter the dynamic danger zone in the prediction window.

6. The ship docking dynamic safety early warning method as described in claim 1, characterized in that, The calculation of the time required to complete an effective response based on the approach speed includes: The control response time is obtained after the warning is issued but before the control device has taken effective action. The time required to eliminate the approach speed is calculated based on the equivalent deceleration of the hull in each of the boundary directions after the control device begins to take effect. The additional time taken after the approach speed decreases to zero to confirm the stability of the hull is obtained, and the control response time, the disposal time, and the additional time are taken as the components of the time required to complete the effective disposal.

7. The ship docking dynamic safety early warning method as described in claim 1, characterized in that, The method of jointly determining the risk level of each boundary direction based on the dynamic safety margin and the handling time margin of each boundary direction includes: If it is determined that all dynamic safety margins within the prediction time window in a certain dock boundary direction are greater than zero, then the risk level in that direction is normal. If it is determined that the dynamic safety margin is not greater than zero within the predicted time window in a certain dock boundary direction, the current dynamic safety margin is greater than zero, and the handling time margin is greater than the preset time margin threshold, then the risk level in that direction is a Level 1 warning. If it is determined that within the predicted time window in a certain dock boundary direction, the dynamic safety margin is not greater than zero, the current dynamic safety margin is greater than zero, and the handling time margin is greater than zero and not greater than the preset time margin threshold, then the risk level in that direction is a Level II warning. If it is determined that the current dynamic safety margin or the handling time margin is not greater than zero in a certain dock boundary direction, then the risk level in that direction is an emergency alarm.

8. A dynamic safety early warning device for ship docking, characterized in that, include: The status acquisition module is used to acquire the current status of the ship and its future status within the predicted time window; The approach speed calculation module is used to determine multiple envelope points of the hull body outline, calculate the minimum distance from the hull body outline to each boundary direction of the dock in the current state and the future state based on each envelope point, and calculate the approach speed of each boundary direction boundary based on the distance change of preset adjacent time moments. The safety margin determination module is used to calculate the dynamic safety distance from the outer contour of the hull to each boundary direction at the current moment based on the approach speed, and to determine the corresponding dynamic safety margin based on the difference between the minimum distance at the current moment and the dynamic safety distance. The disposal time margin determination module is used to determine the remaining time for the hull outline to enter the dynamic safety distance in each boundary direction according to the dynamic safety margin, calculate the time required to complete effective disposal according to the approach speed, and determine the disposal time margin according to the difference between the remaining time and the time required to complete effective disposal. The dynamic safety early warning module is used to jointly determine the risk level of each boundary direction based on the dynamic safety margin and the handling time margin, and to provide dynamic safety early warning.

9. An electronic device, characterized in that, It includes a processor and a memory; the memory stores a computer program, wherein the computer program, when executed by the processor, implements the ship docking dynamic safety early warning method as described in any one of claims 1 to 7.

10. A computer storage medium, characterized in that, It stores a computer program, wherein the computer program, when executed by a processor, implements the ship docking dynamic safety early warning method as described in any one of claims 1 to 7.

Images