Method and apparatus for monitoring a ship, computer program product and electronic device

Abstract

The present disclosure relates to the technical field of ship monitoring, and provides a ship monitoring method and device, a computer program product and an electronic device. The method comprises: obtaining a first height of a top end of a positioning pile of a to-be-monitored ship to a first reference plane of the to-be-monitored ship, a second height of a second reference plane of the to-be-monitored ship to a seabed, a third height between the first reference plane and the second reference plane, and a current length of the positioning pile; determining a current mud penetration depth of the positioning pile according to the first height, the second height, the third height and the current length; detecting four-corner water entry data of the to-be-monitored ship; and monitoring and analyzing the stability of the to-be-monitored ship according to ship body posture information represented by the four-corner water entry data and anchoring state information represented by the current mud penetration depth. The present scheme can monitor and control the stability of the to-be-monitored ship in real time, thereby improving the operation safety of the ship.

Description

Technical Field

[0001] This disclosure relates to the field of ship monitoring technology, and more specifically, to a ship monitoring method, a ship monitoring device, a computer program product, and an electronic device. Background Technology

[0002] In offshore operations, the stable operation of a vessel is a core prerequisite for ensuring operational safety and improving operational efficiency.

[0003] In related technologies, tilt sensors are mainly used to detect the tilt angle of a ship, and this tilt angle is used as the core basis for judging whether the ship is stable. If the detected tilt angle exceeds a preset tilt angle threshold, the ship is determined to be in an unstable state, and vice versa.

[0004] However, heel angle detection methods are highly susceptible to interference from the marine environment. Factors such as waves and currents can easily cause momentary swaying of the vessel, leading to fluctuations in heel angle detection data and affecting the accuracy and reliability of monitoring. Furthermore, using heel angle to determine vessel stability only provides a qualitative assessment of "whether or not the vessel is unstable," failing to quantify the root causes of instability or provide precise guidance for subsequent attitude adjustments. This results in significant uncertainty in subsequent adjustments, increasing equipment energy consumption and adjustment costs, and potentially exacerbating the risk of instability due to improper adjustments.

[0005] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0006] The purpose of this disclosure is to provide a method and apparatus for monitoring ships, a computer program product and an electronic device, thereby improving the accuracy and reliability of ship stability monitoring to at least a certain extent and enhancing the operational safety of ships.

[0007] Other features and advantages of this disclosure will become apparent from the following detailed description, or may be learned in part from practice of this disclosure.

[0008] According to a first aspect of this disclosure, a method for monitoring a ship is provided, comprising: acquiring a first height from the top of a positioning stake of the ship to be monitored to a first reference plane of the ship, a second height from a second reference plane of the ship to the seabed, a third height between the first reference plane and the second reference plane, and the current length of the positioning stake, wherein the first reference plane and the second reference plane are parallel, and the first reference plane is located on the side away from the seabed, and the second reference plane is located on the side closer to the seabed, and the positioning stake is used to fix the ship to be monitored on the water. The operation area is defined; based on the first height, the second height, the third height, and the current length, the current depth of the positioning pile in the mud is determined, which indicates the current depth to which the bottom end of the positioning pile extends into the seabed; the water entry data of the four corners of the vessel to be monitored is detected, including the water entry depths of the vessel at four positions: bow port, bow starboard, stern port, and stern starboard; based on the hull attitude information represented by the four corner water entry data and the anchoring status information represented by the current depth in the mud, the operational stability of the vessel to be monitored is monitored and analyzed.

[0009] According to a second aspect of this disclosure, a vessel monitoring device is provided, comprising: a data acquisition module configured to acquire a first height from the top of a positioning stake of the vessel to be monitored to a first reference plane of the vessel, a second height from a second reference plane of the vessel to the seabed, a third height between the first and second reference planes, and the current length of the positioning stake, wherein the first and second reference planes are parallel, and the first reference plane is located on the side away from the seabed, and the second reference plane is located on the side closer to the seabed, the positioning stake being used to fix the vessel to be monitored in an operating area on the water; and a mud penetration depth calculation module. The system is configured to determine the current mud penetration depth of the positioning pile based on the first height, the second height, the third height, and the current length, wherein the current mud penetration depth indicates the current depth to which the bottom end of the positioning pile extends into the seabed; a water penetration data detection module is configured to detect the water penetration data of the four corners of the vessel to be monitored, wherein the four corner water penetration data includes the water penetration depth of the vessel at four positions: bow port, bow starboard, stern port, and stern starboard; and a vessel stability monitoring and analysis module is configured to monitor and analyze the stability of the vessel to be monitored based on the hull attitude information represented by the four corner water penetration data and the anchoring status information represented by the current mud penetration depth.

[0010] According to a third aspect of this disclosure, a computer program product containing instructions is provided that, when run on a computer, causes the computer to perform the steps of the ship monitoring method as described in the first aspect.

[0011] According to a fourth aspect of this disclosure, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the ship monitoring method as described in the first aspect of the above embodiments.

[0012] According to a fifth aspect of this disclosure, an electronic device is provided, comprising: a processor; and a storage device for storing one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement the ship monitoring method as described in the first aspect of the above embodiments.

[0013] As can be seen from the above technical solutions, the ship monitoring method, ship monitoring device, and computer program product and electronic device for implementing the ship monitoring method in the exemplary embodiments of this disclosure have at least the following advantages and positive effects: In some embodiments of the present disclosure, the technical solutions provided include, on the one hand, the mud penetration depth of the positioning pile is obtained by combining multiple height parameters with the length of the positioning pile. During the calculation process, the first height and the second height can automatically cancel out wave interference, making the mud penetration depth detection result naturally resistant to wave interference, improving the efficiency and accuracy of mud penetration depth determination, thereby accurately reflecting the actual anchoring state of the positioning pile, and further assisting in improving the accuracy of ship stability judgment. On the other hand, the present disclosure combines the ship's attitude stability information represented by the ship's four corner water entry data and the ship's anchoring reliability information represented by the mud penetration depth data to achieve comprehensive monitoring and analysis of ship operational stability. Compared with a single monitoring method, it can more realistically and accurately judge the ship's operational stability state, improving the accuracy and reliability of ship stability judgment.

[0014] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0015] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. It is obvious that the drawings described below are merely some embodiments of this disclosure, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0016] Figure 1 A schematic flowchart of a ship monitoring method applicable to embodiments of this disclosure is shown; Figure 2 A schematic diagram of a visual model according to an exemplary embodiment of the present disclosure is shown; Figure 3A schematic diagram illustrating another visual model in an exemplary embodiment of this disclosure is shown; Figure 4 This diagram illustrates a process flow chart of a method for monitoring and analyzing the operational stability of a vessel to be monitored, according to an exemplary embodiment of this disclosure. Figure 5 This diagram illustrates a process flow of a method for determining the anchoring reliability of a positioning pile of a vessel to be monitored, according to an exemplary embodiment of this disclosure. Figure 6 This diagram illustrates the composition of a ship monitoring device according to an exemplary embodiment of the present disclosure; Figure 7 A schematic diagram of the structure of an electronic device in an exemplary embodiment of this disclosure is shown. Detailed Implementation

[0017] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this disclosure more comprehensive and complete, and to fully convey the concept of the example embodiments to those skilled in the art. The described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a full understanding of embodiments of this disclosure. However, those skilled in the art will recognize that the technical solutions of this disclosure can be practiced with one or more of the specific details omitted, or other methods, components, apparatus, steps, etc., can be employed. In other instances, well-known technical solutions are not shown or described in detail to avoid obscuring various aspects of this disclosure.

[0018] The terms “a,” “an,” “the,” and “the” are used in this specification to indicate the presence of one or more elements / components / etc.; the terms “including” and “having” are used to indicate an open-ended inclusion and to mean that there may be other elements / components / etc. in addition to the listed elements / components / etc.; the terms “first” and “second” are used only as markings and are not a limitation on the number of objects.

[0019] Furthermore, the accompanying drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0020] In related technologies, tilt sensors are primarily used to detect the tilt angle of a ship, which serves as the core criterion for determining the ship's stability. If the detected tilt angle exceeds a preset tilt angle threshold, the ship is considered unstable; otherwise, it is considered stable. However, tilt angle detection methods are highly susceptible to interference from the marine environment. Factors such as waves and currents can easily cause momentary swaying of the ship, leading to fluctuations in tilt angle detection data and affecting the accuracy and reliability of monitoring.

[0021] Furthermore, using the angle of inclination to determine ship stability can only achieve a qualitative judgment of "whether it is unstable" and cannot quantitatively analyze the root cause of ship instability. It also cannot provide accurate guidance for subsequent ship attitude adjustments, resulting in a large degree of blindness in subsequent adjustment work. This not only increases equipment energy consumption and adjustment costs, but may also exacerbate the risk of ship instability due to improper adjustments.

[0022] To address the aforementioned problems, this disclosure provides a method for monitoring ships. Figure 1 This diagram illustrates a flow chart of a ship monitoring method according to an exemplary embodiment of this disclosure. (Reference) Figure 1 The method includes: Step S110: Obtain the first height from the top of the positioning pile of the vessel to be monitored to the first reference plane of the vessel to be monitored, the second height from the second reference plane of the vessel to the seabed, the third height between the first reference plane and the second reference plane, and the current length of the positioning pile, wherein the first reference plane and the second reference plane are parallel, and the first reference plane is on the side away from the seabed, and the second reference plane is on the side closer to the seabed, and the positioning pile is used to fix the vessel to be monitored in the working area on the water; Step S120: Determine the current depth of the positioning pile in the mud based on the first height, the second height, the third height and the current length. The current depth of the positioning pile is used to indicate the current depth at which the bottom end of the positioning pile extends into the seabed. Step S130: Detect the water entry data of the four corners of the vessel to be monitored. The water entry data of the four corners includes the water entry depth of the vessel at four positions: bow port, bow starboard, stern port, and stern starboard. Step S140: Based on the hull attitude information represented by the four corner water entry data and the anchoring status information represented by the current mud entry depth, the operational stability of the vessel to be monitored is monitored and analyzed.

[0023] exist Figure 1In the technical solution provided by the illustrated embodiment, on the one hand, the mud penetration depth of the positioning pile is obtained by combining multiple height parameters with the length of the positioning pile. During the calculation process, the first height and the second height can automatically cancel out wave interference, so that the mud penetration depth detection result naturally has the characteristic of resisting wave interference, improving the efficiency and accuracy of mud penetration depth determination, thereby accurately reflecting the actual anchoring state of the positioning pile, and further assisting in improving the accuracy of ship stability judgment. On the other hand, this disclosure combines the ship's attitude stability information represented by the ship's four corner water entry data and the ship's anchoring reliability information represented by the mud penetration depth data to achieve comprehensive monitoring and analysis of ship operational stability. Compared with a single monitoring method, it can more realistically and accurately judge the ship's operational stability state, and improve the accuracy and reliability of ship stability judgment.

[0024] Next, a detailed description will be given of the specific implementation of "step S110, obtaining the first height from the top of the positioning pile of the vessel to be monitored to the first reference plane of the vessel to be monitored, the second height from the second reference plane of the vessel to the seabed, the third height between the first reference plane and the second reference plane, and the current length of the positioning pile".

[0025] In one exemplary implementation, positioning stakes are used to anchor the vessel to be monitored in the work area on the water.

[0026] For example, the vessels used for monitoring can include surface vessels that are fixed in the water using positioning stakes, such as piling vessels, crane vessels, and survey vessels. The positioning stakes used on the vessel under monitoring are telescopic stakes with adjustable lengths, allowing for positioning and fixing of the vessel in different aquatic environments. For instance, the positioning stakes can be adjusted in length via the telescopic structure to be inserted into the seabed to secure the vessel.

[0027] The seabed can be understood as the seabed crust surface of the offshore operation area. It is the core carrier for anchoring and fixing positioning piles. Its geological conditions (such as soil hardness and flatness) directly affect the anchoring effect of positioning piles, and thus affect the stability of ship operations. The flatness and bearing capacity of the seabed are important foundations for ensuring that positioning piles are firmly fixed and preventing ship displacement.

[0028] In one exemplary embodiment, the first reference plane and the second reference plane are parallel, with the first reference plane located on the side away from the seabed and the second reference plane located on the side closer to the seabed.

[0029] For example, the first reference plane is located on the upper surface of the vessel to be monitored. It is a structural plane of the vessel's main structure that is far from the seabed and normally exposed above the water. It can correspond to the vessel's deck plane or the upper reference plane of the hull; that is, the first reference plane can be the deck plane. The second reference plane is located on the lower surface of the vessel to be monitored. It is a structural plane of the vessel that is close to the seabed and normally submerged in water. It can correspond to the bottom reference plane of the vessel or the reference plane of the hull's draft area. The first and second reference planes are parallel to each other, which can provide a stable and uniform geometric benchmark for measuring the height of the positioning pile, the depth of penetration into the water, and the height of the seabed. This ensures that the measurement benchmarks of each parameter are consistent, thereby improving the calculation accuracy of the depth of penetration into the mud by the positioning pile.

[0030] In one exemplary embodiment, the first height is measured by a first distance sensor installed on the top of the positioning stake or on the first reference plane; the second height is measured by a first depth sounder installed on the second reference plane; the current extension length of the positioning stake is measured by a first displacement sensor installed on the positioning stake, and the current length of the positioning stake is determined based on the current extension length.

[0031] For example, the first height can be acquired using a first laser rangefinder sensor. This sensor can be installed on the top of the positioning pile, with its measurement direction perpendicular to the first reference plane. The vertical distance from the top of the positioning pile to the first reference plane is collected in real time, which is the first height. The second height can be measured using a first depth sounder. The first depth sounder, which can be an ultrasonic depth sounder, is fixedly installed on the second reference plane, with its measurement direction perpendicular to the seabed. The vertical distance from the second reference plane to the seabed is collected in real time, yielding the second height. A first displacement sensor can be installed on the body of the positioning pile and linked to its telescopic mechanism. This displacement sensor can be a linear displacement sensor, which detects the current telescopic length of the positioning pile in real time. For example, if the initial fixed length of the positioning pile is 15m, and the displacement sensor detects that the current telescopic length exceeds the initial length by 0.5m, then the current length of the positioning pile can be determined to be 15.5m. The third height is the fixed structural height of the hull, which can be measured using a laser rangefinder or an infrared rangefinder. Three to five evenly distributed measurement points can be selected between the first and second reference planes, and the vertical distance between the two reference planes at each measurement point can be measured. The measurement data of each measurement point is averaged and calibrated, and abnormal data is removed to obtain the final value of the third height. This value is a fixed quantity and can be directly stored in the system for later use.

[0032] It should be noted that, except for the third height, the first height, the second height, and the current length of the positioning stake all need to be measured in real time using the corresponding sensors.

[0033] Next, the specific implementation method of "step S120, determining the current mud penetration depth of the positioning pile based on the first height, the second height, the third height and the current length" will be described in detail.

[0034] In one exemplary embodiment, the current depth of penetration is used to indicate the current depth at which the bottom end of the positioning pile extends into the seabed.

[0035] For example, one implementation of step S120 may include: calculating the sum of the first height, the second height, and the third height; and determining the difference between the current length and the sum as the current depth of the positioning pile in the mud.

[0036] For example, the current depth of the positioning pile in the mud can be obtained by the following formula (1).

[0037] (1)

[0038] In formula (1), X This represents the current length of the positioning stake. D 1 represents the first height mentioned above. D 2 refers to the second height mentioned above. D 3 represents the third height mentioned above, and D represents the current depth into the mud.

[0039] In the above formula (1), with the current length of the positioning stake remaining unchanged, when the wave amplitude increases causing the monitored vessel to move upward, the first height... D 1. Reduction, Second Height D 2 increases, and the absolute values ​​of both changes are the same as the changes in wave amplitude, while the third height D 3 is a fixed value, therefore the height from the top of the positioning pile to the seabed remains unchanged; when the wave amplitude decreases, causing the monitored vessel to move downwards, the first height... D 1. Increase, second height D 2 decreases, and the absolute values ​​of both changes are the same as the changes in wave amplitude, while the third height D Since 3 is a fixed value, the height from the top of the positioning pile to the seabed remains unchanged. In this way, the first and second heights can automatically cancel out wave interference, making the mud penetration depth detection results naturally resistant to wave interference, improving the efficiency and accuracy of mud penetration depth determination, thereby accurately reflecting the actual anchoring state of the positioning pile, and further assisting in improving the accuracy of ship stability judgment.

[0040] In one exemplary implementation, it can be done as follows: Figure 2The visual model displayed shows in real-time the monitored first, second, and third elevations, as well as the current length of the positioning piles, and simultaneously displays the pile's depth in the mud calculated based on these parameters. This visual model allows managers of the monitored vessel to intuitively and quickly grasp the vessel's overall operational status, thereby improving decision-making efficiency and monitoring response speed.

[0041] Next, the specific implementation method of "step S130, detecting the water entry data at the four corners of the vessel to be monitored" will be described in detail.

[0042] In one exemplary embodiment, the four-corner water entry data includes the water entry depth of the vessel under monitoring in four directions: port bow, starboard bow, port stern, and starboard stern.

[0043] Submersion depth refers to the depth to which a ship is submerged in water. It can be understood as the vertical distance from the waterline (the intersection of the water surface and the hull) to the keel (the longitudinal structure at the bottom of the hull).

[0044] For example, water depth monitoring components (such as pressure-type draft sensors or ultrasonic level sensors) can be installed at four key locations on the hull: port bow, starboard bow, port stern, and starboard stern. Each component can collect the water depth values ​​in the vertical direction at the corresponding hull position.

[0045] In one exemplary implementation, such as Figure 3 As shown, the water entry data of the four corners of the vessel under monitoring can also be displayed on the display panel of the cockpit of the vessel under monitoring or on other display devices associated with the vessel under monitoring through a visual model.

[0046] Next, a detailed explanation will be given of the specific implementation method of "step S140, monitoring and analyzing the operational stability of the vessel to be monitored based on the hull attitude information represented by the four corner water entry data and the anchoring status information represented by the current mud entry depth".

[0047] For example, comparing the difference in water depth at the port and starboard bow positions directly reflects the ship's heel status, and comparing the difference at the port and starboard stern positions directly reflects the ship's heel status. Calculating the difference in water depth at the bow and stern directly reflects the ship's trim status. For instance, calculating the average water depth at the port and starboard bow yields the average bow water depth, and calculating the average water depth at the port and starboard stern yields the average stern water depth. By comparing the difference between the average bow water depth and the average stern water depth, the ship's trim status can be directly reflected. Therefore, the water depth data at the four corners can characterize the ship's attitude information, that is, the water depth data at the four corners can indicate whether the ship has unstable attitudes such as heel or trim. The current depth of the positioning pile in the mud directly reflects the effective anchorage length of the positioning pile inserted into the seabed soil. The greater the depth of ...

[0048] In the process of monitoring and analyzing operational stability, the normality of the ship's attitude is the primary basis for judging the ship's operational stability. If the ship's attitude is stable, the overall operational stability of the ship can be directly determined. If the ship's attitude exhibits abnormalities such as heeling or trimming, further comprehensive analysis is needed, combined with information on the anchoring status of the positioning piles, to distinguish whether the abnormal attitude is caused by instantaneous factors such as waves and load fluctuations, or by anchoring failure issues such as insufficient anchoring capacity of the positioning piles, insufficient penetration depth, pile slippage, or uplift. Therefore, using ship attitude information as a preliminary basis for judgment, and then combining it with anchoring status information for further analysis when the attitude is abnormal, this layered judgment method can effectively eliminate misjudgments caused by instantaneous disturbances, accurately identify anchoring failure risks that truly threaten operational safety, and thus achieve efficient and reliable monitoring of the operational stability of the ship under monitoring.

[0049] Based on this, for example, Figure 4 This diagram illustrates a flowchart of a method for monitoring and analyzing the operational stability of a vessel under test, according to an exemplary embodiment of this disclosure. (Reference) Figure 4 The method may include steps S410 to S460.

[0050] In step S410, the first difference between the water entry data used to characterize the ship's roll and pitch states in the four corner water entry data is calculated to obtain the first difference set.

[0051] For example, the difference between the water inflow data at the bow and stern can determine whether the ship is trimmed, while the difference between the water inflow data at the port and starboard compartments can determine whether the ship is listed. First, the bow water inflow data can be obtained by averaging the bow and bow / starboard water inflow data from the four positions (bow / port, bow / starboard, stern / port, and stern / starboard). The stern water inflow data can be obtained by averaging the stern and bow / starboard water inflow data. The port compartment water inflow data can be obtained by averaging the bow and bow / starboard water inflow data. The starboard compartment water inflow data can be obtained by averaging the bow and bow / starboard water inflow data. Then, the first difference between the bow and stern water inflow data, and the first difference between the port and starboard compartment water inflow data, are calculated to obtain the first set of differences. That is, there are two first differences in the first set of differences.

[0052] In step S420, the current operating condition data of the vessel to be monitored is obtained, and a first preset difference threshold corresponding to the current operating condition data is determined based on a first preset mapping relationship.

[0053] In one exemplary embodiment, a first preset mapping relationship is used to indicate the maximum difference in the water ingress data at the four corners of the vessel when it is in a stable state under different operating conditions.

[0054] For example, due to the significant differences in the loading status, operation stage, and load distribution of the monitored vessel under different operating conditions, the vessel's center of gravity height, buoyancy, and anti-inclining ability vary, and therefore the allowable longitudinal and transverse trim ranges for the vessel to maintain stable operation also differ accordingly.

[0055] In one exemplary implementation, the operating conditions can be determined based on the operating stage of the vessel to be monitored and the current water environment. For example, the operating conditions of a pile-driving vessel may include pile lifting conditions, pile driving conditions, etc.

[0056] For example, during pile driving operations, the vessel may lift a heavy load on one side, causing a shift in the center of gravity and a certain degree of tilting, which is normal for the operation. Therefore, a relatively lenient differential threshold is needed to avoid misjudging normal operating postures as instability. However, under conventional pile driving conditions, the load distribution is stable with no significant eccentric load, and the vessel's posture should remain relatively stable. Therefore, a stricter differential threshold can be used to promptly detect abnormal tilting. Using a uniform, fixed differential threshold may result in missed alarms or frequent false alarms, thus affecting the reliability of monitoring.

[0057] Therefore, by acquiring current operating condition data and dynamically determining the first preset difference threshold that matches the current operating condition based on the first preset mapping relationship, the attitude stability judgment can be made more consistent with the actual operating state of the ship, improving the accuracy and adaptability of monitoring and avoiding misjudgments caused by unreasonable threshold settings.

[0058] In one exemplary implementation, the first preset mapping relationship can be predetermined by at least one of the following methods: theoretical calculation, numerical simulation, statistical analysis of historical operation data, or engineering experience calibration.

[0059] Specifically, for different operating conditions of the ship (such as pile lifting and pile driving), the allowable longitudinal and transverse trim differences when the ship's attitude is within a safe and stable range can be obtained through ship hydrodynamic simulation or stability theory calculations. Alternatively, historical operating data of the ship under various operating conditions can be statistically analyzed, and after eliminating abnormal disturbances, the reasonable range of differences corresponding to the safe attitude can be calculated.

[0060] By associating different operating conditions with their corresponding maximum allowable difference, a first preset mapping relationship can be formed and stored in the system in advance so that the matching threshold can be directly called according to the current operating condition during the monitoring process.

[0061] Since the allowable normal attitude fluctuation ranges for ship roll and pitch are not the same under the same operating conditions, the first preset mapping relationship establishes a correspondence between operating conditions and roll difference thresholds, and a correspondence between operating conditions and pitch difference thresholds. That is, in step S420, the first preset difference threshold corresponding to the first difference representing the ship's roll state and the first difference threshold corresponding to the first difference representing the ship's pitch state can be obtained according to the first preset mapping relationship.

[0062] In step S430, it is determined whether the first difference in the first difference set is less than or equal to its corresponding first preset difference threshold. If so, proceed to step S440; otherwise, proceed to step S450.

[0063] For example, if the first difference representing the roll state is less than or equal to its corresponding first preset roll difference threshold, and the first difference representing the pitch state is less than or equal to its corresponding first preset pitch difference threshold, the ship attitude of the vessel under the current operating condition is determined to be a stable attitude.

[0064] In step S440, it is determined that the vessel to be monitored is in a stable operational state.

[0065] When a ship is tilted in a stable posture, its operational stability can be directly determined to be stable. That is, when the ship's posture is stable, further analysis of the depth of the positioning piles in the mud is unnecessary, and the operational stability of the ship can be directly confirmed to be stable.

[0066] In step S450, it is determined that the hull attitude information represented by the four corner water entry data indicates that the monitored vessel is in an unstable attitude.

[0067] For example, if the first difference representing the roll state is greater than its corresponding first preset roll difference threshold, or the first difference representing the pitch state is greater than its corresponding first preset pitch difference threshold, the ship under monitoring is characterized as being in a roll state or a pitch state, that is, the ship attitude of the ship under monitoring is an unstable attitude.

[0068] In step S460, the operational stability of the vessel to be monitored is analyzed based on the anchoring status information represented by the current mud penetration depth of the positioning pile.

[0069] For example, when the attitude of the vessel to be monitored is unstable, the anchoring status information represented by the current depth of the positioning piles of the vessel to be monitored can be used to monitor whether the vessel is truly in an unstable state or is in a temporary unstable state due to wind and waves.

[0070] In other words, when the hull attitude information represented by the four corner water entry data indicates that the vessel under monitoring is in an unstable attitude, the operational stability of the vessel under monitoring is monitored and analyzed based on the anchoring status information represented by the current mud penetration depth of the positioning pile.

[0071] For example, one implementation of step S460 may include: if the anchoring status information represented by the current mud penetration depth indicates that the anchoring reliability of the vessel under monitoring is in an unreliable state, then determine that the operational stability of the vessel under monitoring is in an unstable state; if the anchoring status information represented by the current mud penetration depth indicates that the anchoring reliability of the vessel under monitoring is in a reliable state, then determine that the operational stability of the vessel under monitoring is in a temporarily unstable state.

[0072] In other words, in this disclosure, the operational stability state of the vessel to be monitored can include an operationally stable state, an operationally unstable state, and a temporarily unstable state. A temporarily unstable state can be understood as a temporary instability caused by a sudden change in the environment of the operating waters, such as a sudden increase in wind and waves, which causes the vessel to be monitored to be in a temporarily unstable state.

[0073] When it is determined that the vessel under monitoring is in a stable or temporarily unstable state, no further stabilization operations are required, and monitoring can continue. When it is determined that the vessel under monitoring is in an unstable state, stabilization operations can be performed on the vessel under monitoring according to the subsequent embodiments of this disclosure to restore the operational stability of the vessel under monitoring from an unstable state to a stable state.

[0074] In one exemplary implementation, the vessel to be monitored is equipped with multiple positioning stakes. For example, the vessel to be monitored typically has four positioning stakes, located at port bow, starboard bow, port stern, and starboard stern.

[0075] For example, Figure 5 This diagram illustrates a process flow of a method for determining the anchoring reliability of a positioning pile on a vessel to be monitored, according to an exemplary embodiment of this disclosure. (See reference...) Figure 5 The method may include steps S510 to S550. Wherein: In step S510, the current environmental data of the work area is obtained, and the preset mud penetration depth corresponding to the current environmental data is determined based on the second preset mapping relationship.

[0076] In one exemplary embodiment, the second preset mapping relationship is used to characterize the mud penetration depth of the positioning pile when the ship is in a stable attitude under different water environments.

[0077] For example, the second preset mapping relationship is determined through a comprehensive analysis combining marine environmental conditions, ship stability requirements, soil geological parameters, and the stress characteristics of the positioning piles, and is pre-stored in the system. For instance, for different environmental data, including but not limited to wind speed, wave height, water flow velocity, and geological and soil conditions of the operating water area, based on ship design specifications, vertical bearing capacity requirements, pull-out bearing capacity requirements, and anti-overturning stability requirements of the positioning piles, the minimum mud penetration depth required for the ship to maintain anchoring stability in the corresponding environment is determined through theoretical calculations, numerical simulations, or engineering experience analogies, thereby obtaining the second preset mapping relationship. The second preset mapping relationship can be stored by converting the current environmental data into text vectors, that is, one text vector of environmental data corresponds to one mud penetration depth.

[0078] In actual operations, the current environmental data of the work area, such as the current wind speed, wave height, water flow speed, and seabed soil type, can be converted into corresponding current text vectors. The similarity of the current text vectors and the text vectors in the second preset mapping relationship is compared, and the mud penetration depth corresponding to the text vector in the second preset mapping relationship with the highest similarity is determined as the preset mud penetration depth corresponding to the current environmental data.

[0079] In step S520, it is determined whether the current mud penetration depth of all positioning piles is greater than or equal to the preset mud penetration depth. If so, proceed to step S530; otherwise, proceed to step S550.

[0080] For example, the current embedment depth of all positioning piles of the vessel under monitoring can be monitored to obtain the current embedment depth of all positioning piles. If the current embedment depth of one or more positioning piles is less than the preset embedment depth, it is determined that the anchoring reliability of the positioning piles of the vessel under monitoring is unreliable; that is, the current embedment depth of the positioning piles directly indicates that the anchoring reliability of the vessel under monitoring is unreliable. If the current embedment depth of all positioning piles is greater than the preset embedment depth, then proceed to step S530 for further judgment of anchoring reliability.

[0081] In step S530, it is determined whether the second difference between the current mud penetration depths of any two positioning piles is less than or equal to the second preset difference threshold. If so, proceed to step S540; otherwise, proceed to step S550.

[0082] For example, even if the depth of each pile in the mud meets the anchoring bearing capacity, it does not mean that the entire anchoring system is safe. Because if the difference in the depth of the piles in the mud is too large, it will lead to extremely uneven stress on the hull, excessive bending moment on some piles, hull twisting, or even tilting and instability.

[0083] In other words, when the difference in the mud penetration depth of any two positioning piles exceeds the second preset difference threshold, it indicates that the difference in mud penetration depth between the positioning piles has exceeded the reasonable deviation range, reflecting problems such as uneven mud penetration, uneven stress, local support failure, or excessive eccentric load. Even if the mud penetration depth of each positioning pile meets the minimum bearing capacity requirement, the anchoring system as a whole will still be in an unreliable state.

[0084] In one exemplary embodiment, the second preset difference threshold is dynamically determined based on a preset slurry penetration depth. The second preset difference threshold is directly proportional to the preset slurry penetration depth.

[0085] For example, under ideal operating conditions, the depth of each positioning pile driven into the mud should be kept as consistent as possible, regardless of whether the seabed is gentle or not, to ensure that the hull is subjected to uniform stress. However, due to factors such as actual seabed topography and construction errors, it is difficult to achieve absolute consistency. Therefore, a reasonable depth difference within a certain range needs to be allowed.

[0086] Waters with significant seabed undulations typically correspond to harsher environments, requiring deeper preset depths for mud penetration, while calmer waters require relatively shallower preset depths. This disclosure indirectly reflects the severity of the working environment and construction conditions through preset mud penetration depths. A second preset difference threshold is set in association with the preset mud penetration depth. A deeper preset mud penetration depth usually corresponds to a harsher environment, more complex construction conditions, higher safety margin, and a larger allowable reasonable depth difference; therefore, the second preset difference threshold is larger. Conversely, a shallower preset mud penetration depth usually corresponds to a better environment, calmer conditions, lower safety margin, and a smaller allowable reasonable depth difference; therefore, the second preset difference threshold is smaller. For example, the second preset difference threshold can be 5%-10% of the preset mud penetration depth.

[0087] This approach can both adapt to and accommodate the natural depth differences caused by different seabed topography, avoiding misjudgments, and combine with the anchoring safety redundancy control difference threshold to improve the accuracy of anchoring reliability judgment.

[0088] In step S540, it is determined that the current mud depth indicates that the anchoring reliability of the vessel under monitoring is in a reliable state.

[0089] In step S550, it is determined that the current mud depth indicates that the anchoring reliability of the vessel under monitoring is unreliable.

[0090] For example, if the current depth of any of the positioning piles is less than the preset depth of entry into the mud, or if the current depth of entry into the mud of all the positioning piles is greater than or equal to the preset depth of entry into the mud and the second difference between the current depths of entry into the mud of any two positioning piles is greater than the second preset difference threshold, the current depth of entry into the mud indicates that the anchoring reliability of the vessel to be monitored is in an unreliable state.

[0091] It should be noted that when calculating the ship's attitude information, the heel and trim states are obtained based on the data from the four corners entering the water. Heel is represented by the difference between the left and right entry points, and trim by the difference between the fore and aft entry points. However, when determining the reliability of the anchoring piles, to comprehensively identify potential problems such as uneven anchoring and eccentric loading, it is necessary to determine the difference between the current mud penetration depths of any two anchoring piles, including the depth differences between adjacent and diagonal anchoring piles, to ensure the comprehensiveness and reliability of the anchoring status assessment. Therefore, for all anchoring piles, a second difference is calculated between the current mud penetration depths of each pair of piles, resulting in a second set of differences. If all differences in the second set are less than or equal to a second preset difference threshold, the anchoring status of the monitored ship is determined to be reliable; otherwise, the anchoring status is determined to be unreliable.

[0092] Through the above steps S510 to S550, the anchoring reliability of the vessel under monitoring can be accurately determined, thereby improving the accuracy of the judgment on the operational stability of the vessel under monitoring.

[0093] In one exemplary embodiment, the ship monitoring method of this disclosure may further include: adjusting the extension length of the first positioning pile when the current mud penetration depth of the positioning pile is less than the preset mud penetration depth, resulting in the anchoring reliability of the ship to be monitored being in an unreliable state, so that the current mud penetration depth of the first positioning pile is greater than or equal to the preset mud penetration depth, wherein the first positioning pile includes positioning piles whose current mud penetration depth is less than the preset mud penetration depth.

[0094] In one exemplary embodiment, the ship monitoring method of this disclosure may further include: when the current mud penetration depth of all positioning piles is greater than or equal to the preset mud penetration depth, and when a second difference between the current mud penetration depths of two positioning piles is greater than a second preset difference threshold, causing the anchoring reliability of the ship to be monitored to be in an unreliable state, determining the two positioning piles with the second difference greater than the second preset difference threshold as candidate positioning pile pairs, thereby obtaining a set of candidate positioning pile pairs; determining the occurrence frequency of each candidate positioning pile in the set of candidate positioning pile pairs, and determining the adjustment priority of the candidate positioning piles based on the occurrence frequency; traversing the candidate positioning piles according to the adjustment priority, adjusting the extension length of the currently traversed candidate positioning piles so that the mud penetration depth difference between the candidate positioning pile and other positioning piles is less than or equal to the second preset difference threshold, until the difference between the current mud penetration depths of any two positioning piles is less than or equal to the second preset difference threshold, and stopping the traversal.

[0095] For example, when it is determined that the anchoring reliability is unreliable, resulting in the ship's operational stability being unstable, the depth of the positioning piles in the mud can be adjusted according to the cause of the unreliable anchoring, so that the anchoring reliability of the positioning piles is reliable, thereby restoring the ship under monitoring from an unstable operational state to an operational stable state.

[0096] For example, positioning piles with a mud penetration depth less than a preset mud penetration depth can be lowered further until their mud penetration depth is greater than or equal to the preset mud penetration depth. If the anchoring is unreliable due to excessive differences in mud penetration depth between positioning piles, positioning piles whose second difference in mud penetration depth between any two piles is greater than a second preset difference threshold can be identified as candidate positioning pile pairs, thus forming a set of candidate positioning pile pairs. Then, the frequency of each positioning pile in the candidate positioning pile pair set is counted. The higher the frequency, the more other positioning piles have a depth difference exceeding the limit, thus identifying that positioning pile as a higher priority adjustment target. Next, according to the adjustment priority from high to low, each candidate positioning pile is traversed sequentially. For the currently traversed candidate positioning pile, its extension length is adaptively adjusted to reduce the mud penetration depth difference between that positioning pile and other positioning piles. After each adjustment, it is re-evaluated whether the mud penetration depth difference between any two positioning piles is less than or equal to the second preset difference threshold. If the conditions are met, the traversal and adjustment will stop. If there are still cases of exceeding the limits, the next candidate positioning stake will be adjusted according to priority until the difference in mud penetration depth between all positioning stakes meets the requirements, thereby restoring the operational stability of the vessel to be monitored to a stable state.

[0097] In one exemplary embodiment, the ship monitoring method of this disclosure may further include: after stopping traversal, reacquiring the water entry data of the four corners of the ship to be monitored; when it is determined from the water entry data of the four corners that the attitude of the ship to be monitored is in a stable attitude, acquiring the current environmental data of the working area; establishing a correlation between the current environmental data and the current mud penetration depth of each positioning pile of the ship to be monitored, and updating the second preset mapping relationship according to the correlation.

[0098] For example, after stopping the traversal and completing the adjustment of the positioning pile extension length, the water entry data of the four corners of the vessel to be monitored is reacquired. Based on the water entry data of the four corners, it is determined whether the attitude of the vessel to be monitored has returned to a stable attitude. If the vessel attitude is determined to be stable, the current environmental data of the working area is acquired, including at least one of wind speed, wave height, and water flow speed. This current environmental data is correlated with the mud penetration depth of each positioning pile that caused the vessel to reach a stable attitude after this adjustment, forming a new set of environmental and mud penetration depth correspondence samples, and the second preset mapping relationship is updated using this sample.

[0099] Through the above updates, the second preset mapping relationship can be gradually adapted to the actual operation scenario. In subsequent similar or identical environments, a more realistic preset mud insertion depth can be directly adopted, which not only ensures anchoring safety but also avoids over-adjustment or under-adjustment, thereby improving the adaptive capability of monitoring and control.

[0100] This disclosed method combines ship attitude stability and anchoring reliability for a two-tiered joint assessment, achieving a holistic operational stability evaluation from "hull floating safety" to "anchoring support safety," thereby improving the accuracy and reliability of ship operational stability monitoring. Simultaneously, by monitoring anchoring reliability, the causes of ship instability can be analyzed, thus realizing a complete closed loop of monitoring-analysis-adjustment-recovery, ensuring ship operational safety.

[0101] Furthermore, it should be noted that the above figures are merely illustrative representations of the processes included in the method according to exemplary embodiments of the present invention, and are not intended to be limiting. It is readily understood that the processes shown in the above figures do not indicate or limit the temporal order of these processes. Additionally, it is readily understood that these processes may be executed synchronously or asynchronously, for example, in multiple modules.

[0102] Furthermore, exemplary embodiments of this disclosure also provide a ship monitoring device. (See reference...) Figure 6 The monitoring device 600 for the vessel shown may include the following program modules: a data acquisition module 610, configured to acquire a first height from the top of the positioning pile of the vessel to be monitored to a first reference plane of the vessel, a second height from the second reference plane of the vessel to the seabed, a third height between the first reference plane and the second reference plane, and the current length of the positioning pile, wherein the first reference plane and the second reference plane are parallel, and the first reference plane is on the side away from the seabed, and the second reference plane is on the side closer to the seabed, and the positioning pile is used to fix the vessel to be monitored in the working area on the water; a mud penetration depth calculation module 620, configured to acquire... The system is configured to determine the current mud penetration depth of the positioning pile based on the first height, the second height, the third height, and the current length. The current mud penetration depth is used to indicate the current depth at which the bottom end of the positioning pile extends into the seabed. The water penetration data detection module 630 is configured to detect the water penetration data of the four corners of the vessel to be monitored. The four corner water penetration data includes the water penetration depth of the vessel at four positions: bow port, bow starboard, stern port, and stern starboard. The vessel stability monitoring and analysis module 640 is configured to monitor and analyze the stability of the vessel to be monitored based on the hull attitude information represented by the four corner water penetration data and the anchoring status information represented by the current mud penetration depth.

[0103] In one exemplary embodiment, determining the current depth of the positioning pile in the mud based on the first height, the second height, the third height, and the current length includes: calculating the sum of the first height, the second height, and the third height; and determining the difference between the current length and the sum as the current depth of the positioning pile in the mud.

[0104] In one exemplary embodiment, the first height is measured by a first distance sensor installed on the top of the positioning stake or on the first reference plane; the second height is measured by a first depth sounder installed on the second reference plane; the current extension length of the positioning stake is measured by a first displacement sensor installed on the positioning stake, and the current length of the positioning stake is determined based on the current extension length.

[0105] In one exemplary embodiment, the step of monitoring and analyzing the operational stability of the vessel under monitoring based on the hull attitude information represented by the four corner water entry data and the anchoring status information represented by the current mud penetration depth includes: calculating a first difference between the water entry data used to represent the hull's roll and pitch states in the four corner water entry data to obtain a first difference set; acquiring the current operating condition data of the vessel under monitoring, and determining a first preset difference threshold corresponding to the current operating condition data based on a first preset mapping relationship, wherein the first preset mapping relationship is used to indicate the maximum value of the difference in the four corner water entry data when the vessel is in a stable state under different operating conditions; determining that the hull attitude information represented by the four corner water entry data indicates that the vessel under monitoring is in an unstable attitude when any first difference in the first difference set is greater than its corresponding first preset difference threshold; and monitoring and analyzing the operational stability of the vessel under monitoring based on the anchoring status information represented by the current mud penetration depth of the positioning pile when the hull attitude information represented by the four corner water entry data indicates that the vessel under monitoring is in an unstable attitude.

[0106] In one exemplary embodiment, monitoring and analyzing the operational stability of the vessel under monitoring based on the anchoring status information represented by the current mud penetration depth of the positioning piles includes: if the anchoring status information represented by the current mud penetration depth indicates that the anchoring reliability of the vessel under monitoring is in an unreliable state, then the operational stability of the vessel under monitoring is determined to be in an unstable state; wherein, the vessel under monitoring is equipped with multiple positioning piles, and the unreliable anchoring reliability of the vessel under monitoring is determined by: acquiring the current environmental data of the operating area, determining the preset mud penetration depth corresponding to the current environmental data based on a second preset mapping relationship, wherein the second preset mapping relationship is used to represent the mud penetration depth of the positioning piles corresponding to the vessel in a stable attitude under different water environments; if the current mud penetration depth of any positioning pile is less than the preset mud penetration depth, or if the current mud penetration depth of all positioning piles is greater than or equal to the preset mud penetration depth and the second difference between the current mud penetration depths of any two positioning piles is greater than a second preset difference threshold, then the current mud penetration depth indicates that the anchoring reliability of the vessel under monitoring is in an unreliable state.

[0107] In one exemplary embodiment, the device further includes an adjustment module configured to: adjust the extension length of the first positioning pile when the current mud penetration depth of the positioning pile is less than the preset mud penetration depth, causing the anchoring reliability of the vessel under monitoring to be in an unreliable state, so that the current mud penetration depth of the first positioning pile is greater than or equal to the preset mud penetration depth, wherein the first positioning pile includes positioning piles whose current mud penetration depth is less than the preset mud penetration depth; and adjust the second difference when a second difference between the current mud penetration depths of the two positioning piles is greater than a second preset difference threshold, causing the anchoring reliability of the vessel under monitoring to be in an unreliable state. Two positioning piles with a depth greater than the second preset difference threshold are identified as candidate positioning pile pairs, thus obtaining a set of candidate positioning pile pairs. The frequency of occurrence of each candidate positioning pile in the candidate positioning pile pair set is determined, and the adjustment priority of the candidate positioning pile is determined based on the frequency of occurrence. The candidate positioning piles are traversed according to the adjustment priority, and the extension length of the currently traversed candidate positioning pile is adjusted so that the difference in mud penetration depth between the candidate positioning pile and other positioning piles is less than or equal to the second preset difference threshold, until the difference between the current mud penetration depth of any two positioning piles is less than or equal to the second preset difference threshold, at which point the traversal stops.

[0108] In one exemplary embodiment, the device further includes: after stopping traversal, reacquiring the water entry data of the four corners of the vessel to be monitored; when it is determined from the water entry data of the four corners that the attitude of the vessel to be monitored is in a stable attitude, acquiring the current environmental data of the operating area; establishing a correlation between the current environmental data and the current mud penetration depth of each positioning pile of the vessel to be monitored, and updating the second preset mapping relationship according to the correlation.

[0109] The specific details of each part of the above-mentioned device have been described in detail in the method section of the implementation plan. For any undisclosed details, please refer to the implementation plan of the method section, and therefore will not be repeated here.

[0110] It should be noted that although several modules or units for the device used to perform actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to exemplary embodiments of this disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0111] Furthermore, although the steps of the method in this disclosure are described in a specific order in the accompanying drawings, this does not require or imply that the steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or a step may be broken down into multiple steps.

[0112] An exemplary embodiment of this disclosure also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the aforementioned ship monitoring method.

[0113] In one implementation, the computer program product can be a tangible product containing a computer program, such as a computer-readable storage medium storing the computer program. The readable storage medium can be a storage medium based on electrical, magnetic, optical, electromagnetic, infrared, or other signals, including but not limited to: random access memory (RAM), read-only memory (ROM), magnetic tape, floppy disk, flash memory, hard disk drive (HDD), solid-state drive (SSD), etc. For example, the computer program product can be implemented as a non-volatile storage medium storing a computer program, such as read-only memory, NAND flash memory, etc.

[0114] In one implementation, the computer program product can be an intangible product containing a computer program. For example, the computer program product can be implemented as a virtual digital product, such as an executable file, installation package, or other digital file storing the computer program.

[0115] Computer program code can be written in one or more programming languages. Examples of programming languages ​​include C, Java, C++, and Python. Program code can execute entirely on the user's computing device, partially on the user's computing device, or as a standalone software package. It can also execute partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, such as a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via an internet connection provided by a mobile network operator).

[0116] Computer programs can be carried or transmitted via signals such as electrical, magnetic, optical, electromagnetic, and infrared rays. Electronic devices can convert the signals carrying computer programs into digital signals, thereby running the computer programs. When a computer program runs on an electronic device, its code is used to cause the electronic device to execute (more specifically, to execute by the processor of the electronic device) the method steps of various exemplary embodiments of this disclosure, such as the ship monitoring method described above.

[0117] Exemplary embodiments of this disclosure also provide an electronic device. The electronic device may include a processor and a memory. The memory stores executable instructions for the processor, such as a computer program. The processor executes the executable instructions to perform the method steps of various exemplary embodiments of this disclosure. Furthermore, the electronic device may also include a display for displaying a graphical user interface.

[0118] The following is for reference. Figure 7 The electronic device is illustrated by way of a general-purpose computing device. It should be understood that... Figure 7 The electronic device 700 shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments disclosed herein.

[0119] like Figure 7 As shown, the electronic device 700 may include: a processor 710, a memory 720, a bus 730, an I / O (input / output) interface 740, a network adapter 750, and a display 760.

[0120] The memory 720 may include volatile memory, such as RAM 721 and cache unit 722, and may also include non-volatile memory, such as ROM 723. The memory 720 may also include one or more program modules 724, including but not limited to: an operating system, one or more application programs, other program modules, and program data. Each or some combination of these examples may include an implementation of a network environment. For example, program module 724 may include the modules described above.

[0121] The processor 710 may include one or more processing units, such as an AP (Application Processor), a modem processor, a GPU (Graphics Processing Unit), an ISP (Image Signal Processor), a controller, an encoder, a decoder, a DSP (Digital Signal Processor), a baseband processor, and / or an NPU (Neural-Network Processing Unit).

[0122] The processor 710 can be used to execute executable instructions stored in the memory 720, such as the aforementioned ship monitoring method.

[0123] Bus 730 is used to connect different components of electronic device 700 and may include a data bus, an address bus and a control bus.

[0124] Electronic device 700 can communicate with one or more external devices 800 (such as keyboard, mouse, external controller, etc.) through I / O interface 740.

[0125] Electronic device 700 can communicate with one or more networks via network adapter 750. For example, network adapter 750 can provide mobile communication solutions such as 3G / 4G / 5G, or wireless communication solutions such as wireless LAN, Bluetooth, and near-field communication. Network adapter 750 can communicate with other modules of electronic device 700 via bus 730.

[0126] The electronic device 700 can display a graphical user interface via a display 760, such as an interface displaying alarm information about the ship's unstable operational status, or displaying... Figure 2 and Figure 3 The visual model interface shown is shown.

[0127] although Figure 7 As not shown in the diagram, other hardware and / or software modules may also be configured in the electronic device 700, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0128] Those skilled in the art will understand that various aspects of this disclosure can be implemented in the following forms: a completely hardware implementation, a completely software implementation (including firmware, microcode, etc.), or a combination of hardware and software implementations, which may be referred to as "circuit", "module" or "system" respectively.

[0129] It should be understood that this disclosure is not limited to the specific methods, steps, or structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. Those skilled in the art will readily conceive of other embodiments based on the specific implementations provided in this disclosure. Therefore, the specific implementations provided in this disclosure are merely exemplary, and the scope and spirit of this disclosure are indicated by the claims, and should cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary technical means in the art not disclosed in this disclosure.

Claims

1. A method for monitoring ships, characterized in that, include: The method obtains the first height from the top of the positioning pile of the vessel to be monitored to the first reference plane of the vessel, the second height from the second reference plane of the vessel to the seabed, the third height between the first reference plane and the second reference plane, and the current length of the positioning pile, wherein the first reference plane and the second reference plane are parallel, and the first reference plane is located on the side away from the seabed, and the second reference plane is located on the side closer to the seabed. The positioning pile is used to fix the vessel to be monitored in the working area on the water. Based on the first height, the second height, the third height, and the current length, the current depth of the positioning pile into the mud is determined, and the current depth of the positioning pile into the mud is used to indicate the current depth of the bottom end of the positioning pile into the seabed; The water entry data of the four corners of the vessel under monitoring is detected, and the water entry data of the four corners includes the water entry depth of the vessel at four positions: bow port, bow starboard, stern port, and stern starboard. Based on the hull attitude information represented by the four corner water entry data and the anchoring status information represented by the current mud entry depth, the operational stability of the vessel to be monitored is analyzed.

2. The ship monitoring method according to claim 1, characterized in that, Determining the current depth of the positioning pile in the mud based on the first height, the second height, the third height, and the current length includes: Calculate the sum of the first height, the second height, and the third height; The difference between the current length and the sum is determined as the current depth of the positioning pile in the mud.

3. The ship monitoring method according to claim 1, characterized in that, The first height is measured by a first distance sensor installed on the top of the positioning pile or on the first reference plane; the second height is measured by a first depth sounder installed on the second reference plane; the current extension length of the positioning pile is measured by a first displacement sensor installed on the positioning pile, and the current length of the positioning pile is determined based on the current extension length.

4. The ship monitoring method according to claim 1, characterized in that, The monitoring and analysis of the operational stability of the vessel under test, based on the hull attitude information represented by the four corner water entry data and the anchoring status information represented by the current mud entry depth, includes: Calculate the first difference between the water entry data used to characterize the ship's roll and pitch states in the four corner water entry data, and obtain the first difference set; The current operating condition data of the vessel to be monitored is obtained, and a first preset difference threshold corresponding to the current operating condition data is determined based on a first preset mapping relationship. The first preset mapping relationship is used to indicate the maximum difference of the four corner water entry data when the vessel is in a stable state under different operating conditions. If any first difference in the first difference set is greater than its corresponding first preset difference threshold, it is determined that the hull attitude information represented by the four corner water entry data indicates that the monitored vessel is in an unstable attitude. When the hull attitude information represented by the four corner water entry data indicates that the vessel under monitoring is in an unstable attitude, the operational stability of the vessel under monitoring is monitored and analyzed based on the anchoring status information represented by the current mud penetration depth of the positioning pile.

5. The ship monitoring method according to claim 4, characterized in that, The monitoring and analysis of the operational stability of the vessel under monitoring, based on the anchoring status information represented by the current depth of the positioning piles in the mud, includes: If the anchoring status information represented by the current mud penetration depth indicates that the anchoring reliability of the vessel under monitoring is unreliable, then the operational stability of the vessel under monitoring is determined to be unstable. The vessel under monitoring is equipped with multiple positioning stakes. The anchoring reliability of the vessel under monitoring is determined to be unreliable through the following methods: The current environmental data of the work area is obtained, and the preset mud penetration depth corresponding to the current environmental data is determined based on the second preset mapping relationship. The second preset mapping relationship is used to characterize the mud penetration depth of the positioning pile when the ship is in a stable attitude under different water environments. If the current mud penetration depth of any of the positioning piles is less than the preset mud penetration depth, or if the current mud penetration depth of all positioning piles is greater than or equal to the preset mud penetration depth and the second difference between the current mud penetration depths of any two positioning piles is greater than the second preset difference threshold, the current mud penetration depth indicates that the anchoring reliability of the vessel under monitoring is in an unreliable state.

6. The ship monitoring method according to claim 5, characterized in that, The method further includes: If the current depth of the positioning pile in the mud is less than the preset depth of the mud, resulting in an unreliable anchoring reliability of the vessel to be monitored, the extension length of the first positioning pile is adjusted so that the current depth of the first positioning pile in the mud is greater than or equal to the preset depth of the mud. The first positioning pile includes positioning piles whose current depth of the mud is less than the preset depth of the mud. If the second difference between the current mud penetration depths of two positioning piles exceeds a second preset difference threshold, causing the anchoring reliability of the vessel under monitoring to be in an unreliable state, then the two positioning piles with the second difference exceeding the second preset difference threshold are identified as candidate positioning pile pairs, thus obtaining a set of candidate positioning pile pairs. The frequency of occurrence of each candidate positioning pile in the set of candidate positioning pile pairs is determined, and the adjustment priority of the candidate positioning pile is determined based on the frequency of occurrence. The candidate positioning piles are traversed according to the adjustment priority, and the extension length of the currently traversed candidate positioning pile is adjusted so that the difference between the mud penetration depth of the candidate positioning pile and other positioning piles is less than or equal to the second preset difference threshold, until the difference between the current mud penetration depths of any two positioning piles is less than or equal to the second preset difference threshold, at which point the traversal stops.

7. The ship monitoring method according to claim 6, characterized in that, The method further includes: After stopping the traversal, the water entry data of the four corners of the vessel to be monitored is reacquired; If the attitude of the vessel to be monitored is determined to be stable based on the water entry data from the four corners, the current environmental data of the operating area is obtained. Establish a correlation between the current environmental data and the current mud penetration depth of each positioning pile of the vessel to be monitored, and update the second preset mapping relationship according to the correlation.

8. A ship monitoring device, characterized in that, include: The data acquisition module is configured to acquire the first height from the top of the positioning pile of the vessel to be monitored to a first reference plane of the vessel, the second height from the second reference plane of the vessel to the seabed, the third height between the first reference plane and the second reference plane, and the current length of the positioning pile, wherein the first reference plane and the second reference plane are parallel, and the first reference plane is on the side away from the seabed, and the second reference plane is on the side closer to the seabed, and the positioning pile is used to fix the vessel to be monitored in the working area on the water; The mud penetration depth calculation module is configured to determine the current mud penetration depth of the positioning pile based on the first height, the second height, the third height and the current length, wherein the current mud penetration depth is used to indicate the current depth at which the bottom end of the positioning pile extends into the seabed; The water entry data detection module is configured to detect the water entry data of the four corners of the vessel to be monitored. The water entry data of the four corners includes the water entry depth of the vessel at four positions: bow port, bow starboard, stern port, and stern starboard. The ship stability monitoring and analysis module is configured to monitor and analyze the stability of the ship under monitoring based on the ship attitude information represented by the four corner water entry data and the anchoring status information represented by the current mud entry depth.

9. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the method described in any one of claims 1 to 7.

10. An electronic device, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by one or more processors, cause the one or more processors to implement the method as described in any one of claims 1 to 7.

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