A ship collision warning device which can be embedded in a chart device

Abstract

The application discloses a kind of embeddable chart equipment ship collision avoidance early warning device, it is related to ship navigation safety technical field.The device includes embedding interface module, multi-source data registration unit, dynamic collision avoidance risk assessment unit, early warning layer generation unit and main control unit, by embedding interface and inserting chart equipment standard expansion slot, realize power supply and two-way data interaction.Multi-source data registration unit takes chart native coordinate system and system clock as reference, fuses chart, car pose, AIS, radar and meteorological hydrological data, completes space-time alignment and coordinate unification, eliminates secondary conversion error;Dynamic collision avoidance risk assessment unit combines ship maneuverability, channel constraint and sea state to build dynamic safety domain model, accurately determines collision risk level and generates collision avoidance suggestion;Early warning layer generation is compatible vector layer and is directly superimposed to chart display stack.The application does not need independent host computer, adapts inventory chart terminal and is low in modification cost, early warning false alarm rate is low, information and chart depth fusion, effectively improve ship navigation collision avoidance efficiency and safety.

Description

Technical Field

[0001] This invention relates to the field of ship navigation safety technology, and in particular to a ship collision avoidance and early warning device that can be embedded in nautical chart equipment. Background Technology

[0002] Collision avoidance is a core aspect of ensuring maritime navigation safety. Currently, most mainstream vessels are equipped with Electronic Chart Display and Information Systems (ECDIS) as basic navigation equipment, along with independent collision avoidance warning terminals. These terminals, by integrating AIS and radar data, enable target identification and collision warnings, serving as essential safety assurance equipment for vessels navigating ocean-going, coastal, and inland waterways. With the continuous increase in maritime traffic density and a significant rise in the frequency of vessel encounters in navigable waterways, complex navigation scenarios such as narrow waterways, port anchorages, and fishing areas are becoming increasingly common, placing higher demands on the real-time performance, accuracy, and adaptability of collision avoidance warning systems.

[0003] Most existing mainstream collision avoidance and warning devices on the market are independent external terminal devices, operating independently from the ship's original chart equipment. This has revealed numerous systemic defects in actual ship navigation applications, severely restricting navigational safety capabilities. Firstly, the devices have extremely low integration, with fragmented hardware and software systems. The independent collision avoidance terminal and the main chart equipment use independent coordinate systems, system clocks, and display logic. Data from the two systems cannot be exchanged and integrated at the underlying level. During navigation observation, the navigator needs to alternately compare the chart image and the collision avoidance terminal image, greatly increasing the workload of navigation observation and decision-making. Under high-intensity navigation conditions, this easily leads to observational oversights and delayed judgments. Furthermore, the independent operation of the two systems generates systemic errors such as coordinate offsets and time asynchrony, resulting in deviations in the calculation of the target vessel's position and encounter parameters, creating potential collision safety hazards.

[0004] Secondly, the installation and modification of existing stand-alone collision avoidance equipment is difficult, costly, and has extremely poor adaptability. Existing equipment requires separate power supply lines, communication cables, and fixed mounting brackets. For a large number of older vessels, the limited space in the cabin makes wiring modification difficult and costly, and the modification will also increase the clutter of cabin wiring and the rate of equipment failure. Furthermore, the communication protocols and data formats of different brands of chart equipment and collision avoidance terminals are inconsistent, resulting in poor compatibility and hindering rapid adaptation and connection. Many small and medium-sized vessels have long lacked high-precision collision avoidance and early warning equipment due to the high cost of modification, resulting in weak navigational safety capabilities.

[0005] Furthermore, existing collision avoidance warning algorithms suffer from poor versatility and insufficient accuracy, frequently resulting in false alarms and missed alarms. Currently, mainstream collision avoidance warning systems in the industry all use fixed DCPA and TCPA thresholds as risk assessment standards. These fixed threshold parameters cannot adapt to the complex and ever-changing navigation environment and ship navigation status. In different scenarios such as open waters, narrow channels, windy and turbulent waters, and tidal waters, ship maneuverability and safe passage margins vary greatly. Fixed threshold modes are prone to generating numerous invalid false alarms when navigating narrow channels, interfering with the driver's normal navigation judgment. In high-speed encounters and complex sea conditions, the fixed thresholds lead to warning delays and missed alarms. At the same time, most existing systems rely solely on AIS data or simple fusion of radar data, failing to comprehensively analyze channel geographical constraints, meteorological and hydrological environments, and the ship's own maneuvering characteristics. This results in a single data fusion dimension and poor fault tolerance.

[0006] In addition, existing equipment suffers from insufficient data registration accuracy and significant blind spots. AIS equipment has issues such as low data update frequency and lack of equipment on some small vessels. Dynamic data update delays can reach several seconds, failing to meet the high-precision trajectory prediction requirements in high-speed encounter scenarios. Furthermore, ship rolling and radar installation deviations during navigation can cause offsets between radar-detected target coordinates and the nautical chart coordinate system. Existing equipment lacks targeted compensation and correction mechanisms, resulting in poor spatiotemporal registration accuracy of multi-source data, further reducing warning accuracy. Moreover, existing warning information is only displayed through independent terminal audio-visual prompts and text pop-ups, failing to deeply integrate with the navigation layer of the main nautical chart equipment. The warning information lacks intuitiveness, making it difficult for drivers to quickly combine information on waterways, restricted areas, and navigation rules to make accurate collision avoidance decisions. The ability to assist navigation decision-making is severely inadequate, making it difficult to meet the current high-density and complex safe navigation needs of maritime traffic.

[0007] In summary, existing technologies suffer from shortcomings such as low equipment integration, high modification costs, poor early warning accuracy, limited adaptability to various scenarios, and weak human-computer interaction. There is an urgent need for a new type of collision avoidance and early warning device that can be deeply embedded in nautical chart equipment, accurately register multi-source data, and dynamically assess risks. Summary of the Invention

[0008] The purpose of this invention is to overcome the shortcomings of existing technologies, such as low integration between collision avoidance devices and nautical chart equipment, high modification costs, and poor early warning accuracy. It provides a ship collision avoidance early warning device that can be embedded in nautical chart equipment. It can be connected to existing nautical chart terminals in a modular embedding form to realize multi-source data registration at the underlying level, dynamic safety domain risk assessment, and early warning overlay of native nautical chart layers, thereby improving the accuracy and ease of use of collision avoidance early warning.

[0009] To achieve the above objectives, the present invention provides the following technical solution: A ship collision avoidance early warning device that can be embedded in nautical chart equipment includes an embedding interface module, a multi-source data registration unit, a dynamic collision avoidance risk assessment unit, an early warning layer generation unit, and a main control unit; The embedded interface module is used to plug into the standard expansion interface of the chart equipment to realize the power supply of the device and the two-way data interaction with the chart equipment, read vector chart data and the ship's position and attitude data from the chart equipment, and send back early warning display data. The multi-source data registration unit is used to access external ship perception data and environmental sensing data, and to perform spatiotemporal registration of all data based on the coordinate system of the nautical chart equipment and the system clock, and output synchronized target data and environmental data in a unified coordinate system. The dynamic collision avoidance risk assessment unit is used to store the ship's maneuvering parameters, extract channel constraints and environmental parameters from the registration data, construct a ship safety domain model that dynamically adjusts with speed, channel, and sea state, calculate the collision risk level of the target ship in real time, and generate collision avoidance suggestions. The warning layer generation unit is used to generate a vector layer compatible with the chart equipment by generating the safety domain boundary, dangerous target identification and collision avoidance suggestions, and superimpose it onto the display layer stack of the chart equipment through the embedding interface; The main control unit is electrically connected to the embedded interface module, the multi-source data registration unit, the dynamic collision avoidance risk assessment unit, and the early warning layer generation unit, respectively, and is used to coordinate the operation and parameter configuration of each module.

[0010] Furthermore, the multi-source data registration unit includes a chart data acquisition subunit, an external data access subunit, and a time-space registration subunit; the chart data acquisition subunit reads the WGS-84 coordinate system vector chart, ship positioning, heading, speed, and rate of turn data output by the chart device through an embedded interface; The external data access subunit supports access to AIS target data, radar point cloud target data, wind speed and direction data, and flow velocity and direction data; The spatiotemporal registration subunit uses the chart equipment system clock as a reference to complete the timestamp alignment of multi-source data, and introduces radar installation deviation and ship roll compensation parameters to uniformly transform all target coordinates to the native coordinate system of the chart.

[0011] Furthermore, the dynamic collision avoidance risk assessment unit includes a ship parameter storage subunit, an environmental constraint extraction subunit, a hazard domain construction subunit, and a risk calculation subunit; The ship parameter storage subunit is used to pre-store the ship's length, beam, maneuverability index, and braking distance parameters. The environmental constraint extraction subunit extracts channel width, water depth, no-navigation zones and navigation rules from vector nautical charts, and calculates environmental correction coefficients by combining environmental sensor data. The danger zone construction sub-unit constructs an elliptical dynamic safety zone centered on the ship. The major axis of the ellipse is distributed along the course, and its length is determined by the ship's braking distance and the relative speed of the target. The minor axis length is determined by the ship's beam, channel margin, and crossflow influence.

[0012] Furthermore, the risk calculation subunit calculates the closest encounter distance (DCPA) and closest encounter time (TCPA) between the target and the ship in real time. Combining the intrusion depth and intrusion time of the target's trajectory into the dynamic safety domain, the collision risk is divided into four levels: no risk, caution, warning, and emergency.

[0013] Furthermore, the vector layer format generated by the early warning layer generation unit is consistent with the native layer format of the nautical chart device. The layer is inserted between the navigation mark layer and the base map layer in the nautical chart display layer stack and is updated synchronously with the scaling and panning of the nautical chart.

[0014] Furthermore, the embedded interface module conforms to the IEC 61162-450 marine equipment communication standard, supports hot-swapping, and does not affect the original functions of the chart equipment after the device is removed due to failure.

[0015] Furthermore, the main control unit has a built-in storage module for recording historical warning data and navigation parameters, supporting post-navigation review; it also supports adjusting warning sensitivity and safety margin parameters through the chart equipment operation interface.

[0016] Compared with the prior art, the present invention has the following beneficial effects: Compared with the prior art, the present invention has the following beneficial technical effects: 1. Hardware integration and innovation: Adopting an embedded modular architecture, it directly connects to the standard expansion interface of the main body of the chart equipment in the form of plug-in cards, eliminating the need for a separate host, additional power supply and wiring. It can be quickly adapted to the chart terminals of existing ships, greatly reducing the cost of retrofitting and installation. The device supports hot-swapping, and the original functions of the main body of the chart equipment are not affected in the event of failure, significantly improving the system reliability.

[0017] 2. Data registration innovation: Based on the native coordinate system of the main body of the nautical chart equipment and the system clock, multi-source data is registered at the underlying spatiotemporal level. Installation deviation and ship attitude compensation are introduced to avoid the cumulative error caused by the secondary coordinate transformation of independent terminals. The target positioning accuracy and data synchronization are significantly improved, and the end-to-end data delay is controlled within 50ms.

[0018] 3. Risk assessment innovation: Construct a dynamic elliptical safety domain model that combines ship maneuverability, channel constraints and sea conditions to replace the traditional fixed threshold judgment method; automatically narrow the safety domain in narrow waterway scenarios to reduce invalid false alarms, and automatically expand the margin in open waters to achieve long-distance early warning, adapting to the navigation needs of multiple scenarios, and reducing the false alarm rate by more than 40% compared with the fixed threshold scheme.

[0019] 4. Innovative Display and Interaction: Warning information is overlaid in a vector layer format natively compatible with the main body of the chart device, and is fully synchronized with the scaling, panning, and rotation of the chart. The pilot can intuitively obtain the danger zone, target situation and collision avoidance route without switching terminals, which greatly improves the efficiency of navigation decision-making and operational safety. Attached Figure Description

[0020] Figure 1 This is a block diagram of the overall architecture of the device of the present invention; Figure 2 This is a schematic diagram of the installation structure of the nautical chart embedding device of the present invention; Figure 3 This is a flowchart illustrating the dynamic collision avoidance risk assessment process of this invention. Detailed Implementation

[0021] 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.

[0022] The present invention proposes a ship collision avoidance early warning device that can be embedded in nautical chart equipment, including an embedded interface module (3), a multi-source data registration unit (4), a dynamic collision avoidance risk assessment unit (5), an early warning layer generation unit (6), and a main control unit (7).

[0023] The embedded interface module (3) is plugged into the standard expansion interface (2) of the main body of the chart equipment (1) to realize the power supply of the device and the two-way data interaction with the main body of the chart equipment (1), read vector chart data and the ship's position and attitude data from the main body of the chart equipment (1), and send back early warning display data.

[0024] The multi-source data registration unit (4) accesses external ship perception data and environmental sensing data, and performs spatiotemporal registration of all data based on the coordinate system and system clock of the main body of the nautical chart equipment (1), and outputs synchronous target data and environmental data under a unified coordinate system.

[0025] The dynamic collision avoidance risk assessment unit (5) stores the ship's maneuvering parameters, extracts channel constraints and environmental parameters from the registration data, constructs a ship safety domain model that dynamically adjusts with speed, channel, and sea state, calculates the collision risk level of the target ship in real time, and generates collision avoidance suggestions.

[0026] The warning layer generation unit (6) generates the safety domain boundary, dangerous target identification and collision avoidance suggestions as a vector layer compatible with the main body of the nautical chart device (1), and superimposes it onto the display layer stack of the main body of the nautical chart device (1) through the embedded interface module (3).

[0027] The main control unit (7) is electrically connected to each of the other modules to coordinate the operation and parameter configuration of each module.

[0028] Furthermore, the multi-source data registration unit (4) includes a chart data acquisition subunit (41), an external data access subunit (42), and a time-space registration subunit (43). The chart data acquisition subunit (41) reads the WGS-84 coordinate system vector chart, ship positioning, heading, speed, and turning rate data output by the main body of the chart equipment (1) through the embedded interface module (3). The external data access subunit (42) supports access to AIS target data, radar point cloud target data, wind speed and direction data, and current speed and direction data. The time-space registration subunit (43) completes the multi-source data timestamp alignment based on the system clock of the main body of the chart equipment (1), and introduces radar installation deviation and ship roll compensation parameters to uniformly transform all target coordinates to the original coordinate system of the chart.

[0029] Furthermore, the dynamic collision avoidance risk assessment unit (5) includes a ship parameter storage subunit (51), an environmental constraint extraction subunit (52), a hazard domain construction subunit (53), and a risk calculation subunit (54). The ship parameter storage subunit (51) pre-stores the ship's length, beam, maneuverability index, and braking distance parameters. The environmental constraint extraction subunit (52) extracts the channel width, water depth, no-navigation zone, and navigation rules from the vector nautical chart and calculates the environmental correction coefficient in combination with environmental sensor data. The hazard domain construction subunit (53) constructs an elliptical dynamic safety domain centered on the ship. The major axis of the ellipse is distributed along the course, and its length is determined by the ship's braking distance and the relative speed of the target. The minor axis length is determined by the ship's beam, channel margin, and crossflow influence.

[0030] Furthermore, the risk calculation subunit (54) calculates the nearest encounter distance (DCPA) and nearest encounter time (TCPA) between the target and the ship in real time, and combines the intrusion depth and intrusion time of the target track into the dynamic safety domain to classify the collision risk into four levels: no risk, attention, warning, and emergency.

[0031] Furthermore, the vector layer format generated by the warning layer generation unit (6) is consistent with the original layer format of the main body (1) of the nautical chart device. The layer is inserted between the navigation mark layer and the base map layer in the nautical chart display layer stack and is updated synchronously with the scaling and panning of the nautical chart.

[0032] Furthermore, the embedded interface module (3) conforms to the IEC 61162-450 maritime equipment communication standard, supports hot-swapping, and does not affect the original function of the main body (1) of the chart equipment after the device is removed due to failure.

[0033] Furthermore, the main control unit (7) has a built-in storage module for recording historical warning data and navigation parameters, supporting post-navigation review; it also supports adjusting the warning sensitivity and safety margin parameters through the operation interface of the main body of the nautical chart device (1).

[0034] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0035] like Figure 1 , Figure 2 As shown, the ship collision avoidance warning device that can be embedded in nautical chart equipment according to the present invention is embedded in the standard expansion interface (2) of the main body (1) of the nautical chart equipment in the form of a modular plug-in card. The expansion interface (2) is a PCIe expansion slot or Ethernet expansion interface commonly used by ship electronic nautical chart terminals. The device draws power directly through the interface and does not require an external power supply line. The device as a whole includes an embedded interface module (3), a multi-source data registration unit (4), a dynamic collision avoidance risk assessment unit (5), a warning layer generation unit (6), and a main control unit (7). Each unit is integrated on the same printed circuit board and interconnected through an onboard high-speed bus.

[0036] The embedded interface module (3) adopts the maritime equipment communication protocol conforming to the IEC 61162-450 standard, and supports bidirectional data interaction with the main body (1) of the mainstream brand ECDIS chart equipment: in the downlink direction, it reads real-time vector chart data, ship GNSS positioning data, true heading, ground speed, turning rate and other ship attitude data from the main body (1); in the uplink direction, it sends the generated early warning vector layer data back to the display driver layer of the main body (1) to realize the native overlay of the layers. The embedded interface module (3) supports hot-swapping. When the collision avoidance function fails or is not needed, the device can be directly unplugged, and the main body (1) of the chart equipment will automatically restore the original display state without affecting the basic navigation function.

[0037] The multi-source data registration unit (4) includes a nautical chart data acquisition subunit (41), an external data access subunit (42), and a time-regulation registration subunit (43), which are implemented as follows: The chart data acquisition subunit (41) reads vector chart layer data in WGS-84 geodetic coordinate system and the real-time pose parameters of the ship from the main body of the chart device (1) through the embedded interface module (3). The data update frequency is consistent with the refresh frequency of the main body of the chart device (1), usually 1Hz, and can support 2Hz refresh in high-speed mode.

[0038] The external data access subunit (42) accesses the target ship's dynamic and static data (MMSI, position, heading, speed, length and width, etc.) output by the ship's existing AIS receiver, the point cloud target data output by the navigation radar, the wind speed and direction data output by the ship's meteorological instrument, and the flow speed and direction data output by the speedometer and current meter through the RS422 interface and Ethernet interface on the side of the device. It supports parallel access and redundancy verification of data from multiple devices.

[0039] The spatiotemporal registration subunit (43) uses the system clock of the main body of the nautical chart equipment (1) as the global time reference, performs timestamp interpolation and alignment on all accessed multi-source data, and eliminates clock deviations of different devices; at the same time, it uniformly converts the target coordinates output by AIS and radar to the WGS-84 coordinate system of the nautical chart. During the conversion process, it introduces the installation position deviation of the radar antenna on the ship and the radar beam offset compensation parameters caused by the ship's roll and pitch, and eliminates the target positioning error caused by installation and attitude. The overall delay of the registered data does not exceed 50ms, and the target position deviation is less than 10 meters.

[0040] The dynamic collision avoidance risk assessment unit (5) includes a ship parameter storage subunit (51), an environmental constraint extraction subunit (52), a hazard domain construction subunit (53), and a risk calculation subunit (54), which is the core algorithm unit of this invention. Its specific working method is as follows: The ship parameter storage subunit (51) has a built-in non-volatile memory that pre-stores the ship's length, beam, full load draft, maneuverability index (following index T, turning index K), braking distance at different speeds, turning radius and other maneuverability performance parameters. The parameters can be configured and modified through the interface of the main body of the chart equipment (1) to adapt to different ship types.

[0041] The environmental constraint extraction subunit (52) extracts constraint information such as channel width, water depth limit, no-navigation zone, and lane separation system boundary of the current water area of ​​the ship from the registered vector chart data. At the same time, it calculates the environmental resistance correction coefficient by combining wind speed, wind direction, current speed, and current direction data. For example, in the narrow waterway scenario, the actual navigable width of the channel is extracted as the boundary constraint of the safety zone, and the safety zone is prohibited from exceeding the navigable range.

[0042] The hazard domain construction sub-unit (53) constructs an elliptical safety domain that is dynamically updated according to the navigation status, with the geometric center of the ship as the origin: the major axis of the ellipse is along the true course of the ship, and the length of the major axis L = braking distance at the current speed of the ship + safety margin corresponding to the relative speed of the target × environmental correction coefficient; the minor axis of the ellipse is perpendicular to the course, and the length of the minor axis W = ship beam + safety margin on both sides + cross current offset. When the ship is in open water, the safety domain automatically expands the major axis margin to achieve early warning at a long distance; when the ship is in narrow waterways, ports or other restricted waters, the safety domain automatically narrows the minor and major axis margins in combination with the channel width to avoid invalid false alarms.

[0043] The risk calculation subunit (54) calculates DCPA and TCPA for each target vessel based on the principle of relative motion, and predicts whether the target's track will intrude into the dynamic safety domain of the vessel within the next 3 minutes. Combining the two dimensions of intrusion depth and intrusion time, the collision risk is divided into four levels: no risk (no intrusion trend), attention (may intrude after 60 seconds), warning (will intrude within 30 seconds), and emergency (already intruded into the safety domain). Preliminary collision avoidance suggestions such as speed adjustment and turning are generated for different levels, and the suggested path takes into account the constraints of the waterway boundary and the restricted area.

[0044] The warning layer generation unit (6) generates elements such as dynamic safety domain boundaries, target markers of different risk levels, collision avoidance suggested routes, and risk level text labels into a semi-transparent vector layer that is fully compatible with the native layer format of the main body of the nautical chart device (1). The layer is inserted into the layer stack of the nautical chart display through the embedded interface module (3), located above the base map layer and below the navigation mark layer, ensuring that the warning information is eye-catching without obscuring key navigation information such as channels and navigation marks. The warning layer is updated synchronously with the scaling, translation, and rotation operations of the main body of the nautical chart device (1), and the display logic is completely consistent with the native layers of the nautical chart, without any visual disconnect.

[0045] The main control unit (7) adopts a low-power embedded processor and is equipped with a real-time operating system. It is responsible for scheduling the runtime sequence, parameter configuration and data interaction of each module. The built-in storage module can record the early warning events and corresponding navigation parameters for the past 30 days and supports post-event export and review. The pilot can adjust parameters such as early warning sensitivity, safety margin coefficient and early warning prompt method through the operation interface of the main body of the nautical chart device (1) to adapt to different navigation habits and water scenarios.

[0046] like Figure 3 As shown, the complete working process of this device is as follows: S1. After the device is plugged into the standard expansion interface (2) of the main body of the nautical chart equipment (1) and powered on, the embedded interface module (3) completes a communication handshake with the main body of the nautical chart equipment (1) to obtain nautical chart data access permissions and layer overlay permissions. S2, Multi-source data registration unit (4) synchronously reads the nautical chart and the vehicle's position and attitude data, accesses external AIS, radar, meteorological and hydrological data, and completes time alignment and coordinate unified registration; S3, Dynamic Collision Avoidance Risk Assessment Unit (5) loads the ship's maneuvering parameters, extracts the current channel and environmental constraints, and constructs a real-time dynamic safety domain; S4. Traverse all target vessels, calculate relative motion parameters and safety domain intrusion risk, determine the risk level and generate collision avoidance suggestions; S5, the early warning layer generation unit (6) converts the risk assessment results into a chart-compatible vector layer and sends it back to the main body of the chart device (1) for overlay display; S6. Repeat steps S2-S5 according to the set cycle to achieve real-time updates of collision avoidance warning.

[0047] The above embodiments are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications or equivalent substitutions based on the technical solutions of the present invention without departing from the core ideas of the present invention shall fall within the protection scope of the present invention.

Claims

1. A ship collision avoidance early warning device that can be embedded in nautical chart equipment, characterized in that, It includes an embedded interface module (3), a multi-source data registration unit (4), a dynamic collision avoidance risk assessment unit (5), an early warning layer generation unit (6), and a main control unit (7); The embedded interface module (3) is plugged into the standard expansion interface (2) of the main body of the chart equipment (1) to realize the power supply of the device and the two-way data interaction with the main body of the chart equipment (1), read vector chart data and the ship's position and attitude data from the main body of the chart equipment (1), and send back early warning display data; The multi-source data registration unit (4) accesses external ship perception data and environmental sensing data, and performs spatiotemporal registration of all data based on the coordinate system and system clock of the main body of the nautical chart equipment (1), and outputs synchronous target data and environmental data under a unified coordinate system. The dynamic collision avoidance risk assessment unit (5) stores the ship's maneuvering parameters, extracts channel constraints and environmental parameters from the registration data, constructs a ship safety domain model that dynamically adjusts with speed, channel and sea state, calculates the collision risk level of the target ship in real time and generates collision avoidance suggestions. The warning layer generation unit (6) generates the safety domain boundary, dangerous target identification and collision avoidance suggestions as a vector layer compatible with the main body of the nautical chart equipment (1), and superimposes it onto the display layer stack of the main body of the nautical chart equipment (1) through the embedded interface module (3); The main control unit (7) is electrically connected to the embedded interface module (3), the multi-source data registration unit (4), the dynamic collision avoidance risk assessment unit (5), and the early warning layer generation unit (6) respectively, and is used to coordinate the operation and parameter configuration of each module.

2. The ship collision avoidance and early warning device that can be embedded in nautical chart equipment according to claim 1, characterized in that, The multi-source data registration unit (4) includes a chart data acquisition subunit (41), an external data access subunit (42), and a time-space registration subunit (43). The chart data acquisition subunit (41) reads the WGS-84 coordinate system vector chart, ship positioning, heading, speed, and turning rate data output by the main body of the chart equipment (1) through the embedded interface module (3). The external data access subunit (42) supports access to AIS target data, radar point cloud target data, wind speed and direction data, and current speed and direction data. The time-space registration subunit (43) completes the multi-source data timestamp alignment based on the system clock of the main body of the chart equipment (1), and introduces radar installation deviation and ship roll compensation parameters to uniformly transform all target coordinates to the native coordinate system of the chart.

3. The ship collision avoidance and early warning device that can be embedded in nautical chart equipment according to claim 1, characterized in that, The dynamic collision avoidance risk assessment unit (5) includes a ship parameter storage subunit (51), an environmental constraint extraction subunit (52), a hazard domain construction subunit (53), and a risk calculation subunit (54). The ship parameter storage subunit (51) pre-stores the ship's length, beam, maneuverability index, and braking distance parameters. The environmental constraint extraction subunit (52) extracts the channel width, water depth, no-navigation zone, and navigation rules from the vector nautical chart and calculates the environmental correction coefficient in combination with environmental sensor data. The hazard domain construction subunit (53) constructs an elliptical dynamic safety domain centered on the ship. The major axis of the ellipse is distributed along the course, and its length is determined by the ship's braking distance and the relative speed of the target. The minor axis length is determined by the ship's beam, channel margin, and crossflow influence.

4. The ship collision avoidance and early warning device that can be embedded in nautical chart equipment according to claim 3, characterized in that, The risk calculation subunit (54) calculates the nearest encounter distance (DCPA) and nearest encounter time (TCPA) between the target and the ship in real time. Combined with the intrusion depth and intrusion time of the target track into the dynamic safety domain, the collision risk is divided into four levels: no risk, attention, warning, and emergency.

5. The ship collision avoidance and early warning device that can be embedded in nautical chart equipment according to claim 1, characterized in that, The vector layer format generated by the warning layer generation unit (6) is consistent with the original layer format of the main body (1) of the nautical chart device. The layer is inserted between the navigation mark layer and the base map layer in the nautical chart display layer stack and is updated synchronously with the scaling and panning of the nautical chart.

6. The ship collision avoidance and early warning device that can be embedded in nautical chart equipment according to claim 1, characterized in that, The embedded interface module (3) conforms to the IEC 61162-450 marine equipment communication standard, supports hot-swapping, and does not affect the original function of the main body (1) of the chart equipment after the device is removed due to failure.

7. The ship collision avoidance and early warning device that can be embedded in nautical chart equipment according to claim 1, characterized in that, The main control unit (7) has a built-in storage module for recording historical warning data and navigation parameters, and supports post-navigation review; it also supports adjusting the warning sensitivity and safety margin parameters through the operation interface of the main body of the nautical chart device (1).

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