Ship adaptive takeover method based on cognitive load and multi-dimensional risk assessment, shore-based terminal and system

Abstract

The application discloses a ship adaptive takeover method based on cognitive load and multi-dimensional risk assessment, a shore-based terminal and a system, and the method comprises the following steps: obtaining takeover requests of multiple ships, wherein the takeover request comprises a ship environment complexity index, a ship collision avoidance confidence and a ship communication quality index; according to the ship environment complexity index, the ship collision avoidance confidence and the ship communication quality index, the ship takeover demand index corresponding to each ship is calculated, and each ship is arranged in descending order according to the ship takeover demand index; the cognitive load index of each takeover port of the shore-based terminal is obtained, and the takeover port smaller than the load threshold is selected as the target takeover port; and each ship is sequentially distributed to the selected target takeover port according to the sorting result. Based on the above data processing procedure, the ship environment complexity index, the ship collision avoidance confidence, the ship communication quality index and the cognitive load index of the takeover port are comprehensively considered, so that the smooth distribution of control right and the safety protection under abnormal working conditions are realized.

Description

Technical Field

[0001] This invention relates to the field of ship navigation technology, and in particular to a ship adaptive takeover method, shore-based end and system based on cognitive load and multidimensional risk assessment. Background Technology

[0002] As the shipping industry develops towards intelligence, unmanned operation, and remote control, autonomous surface vessels are transitioning from a limited autonomy stage to a highly autonomous stage. During this process, onboard autonomous navigation systems are typically capable of performing routine route tracking, target detection, collision risk assessment, and collision avoidance decisions; while shore-based remote control centers are responsible for monitoring the status of multiple vessels and for manual takeover in complex sea conditions, abnormal traffic flows, insufficient confidence in onboard intelligent systems, or when regulatory requirements are triggered.

[0003] Existing remote ship takeover mechanisms mostly employ a dual control model, where control is instantaneously switched between the ship's autonomous system and a shore-based operator. While this model is simple to implement, it has significant shortcomings in actual maritime operation.

[0004] 1. Prone to external effects. When shore-based operators are in a monitoring state for extended periods, their situational awareness of the traffic situation, weather and sea conditions, collision avoidance intentions, and the internal status of the ship's systems around the target vessel gradually decreases. When the system suddenly transfers full control in a complex collision avoidance scenario, the operator needs additional time to rebuild situational awareness, which can easily lead to unsafe operations due to cognitive blind spots, misjudgment of the target vessel's intentions, or neglect of critical obstacles.

[0005] 2. It can easily lead to cognitive overload. In a shore-based one-to-many monitoring mode, multiple vessels may simultaneously issue takeover requests due to sudden weather changes, heavy traffic, collision avoidance algorithm conflicts, or equipment malfunctions. Existing technologies typically trigger takeover based solely on shipboard malfunctions or risk signals, without fully considering the operator's current workload, fatigue level, and responsiveness, which may result in unreasonable allocation of takeover requests.

[0006] 3. Communication conditions have a significant impact on takeover safety. Ocean-going maritime communications are frequently affected by satellite link latency, bandwidth limitations, signal attenuation due to blockages, and packet loss. If remote takeover is still performed according to full video transmission and real-time steering commands when communication quality deteriorates, problems such as display lag, loss of control commands, or overload of human-machine interface information may occur.

[0007] Therefore, there is a need for an adaptive takeover technology that can comprehensively consider ship environmental risks, ship collision avoidance control confidence, shore-based operator cognitive load and communication link status, so that control authority can be transferred gradually, verifiably and degradedly between the shipborne autonomous system and the shore-based operator. Summary of the Invention

[0008] This invention provides a ship adaptive takeover method, shore-based terminal and system based on cognitive load and multidimensional risk assessment. It comprehensively considers the ship's environmental complexity index, ship collision avoidance confidence, ship communication quality index and cognitive load index of the takeover port to achieve smooth allocation of control and safety protection under abnormal operating conditions.

[0009] Firstly, a ship adaptive takeover method based on cognitive load and multidimensional risk assessment is provided for application at the shore-based end, including: Obtain takeover requests from multiple vessels, the takeover requests including vessel environmental complexity index, vessel collision avoidance confidence index, and vessel communication quality index; Based on the ship environmental complexity index, the ship collision avoidance confidence index, and the ship communication quality index, calculate the takeover demand index for each ship, and then arrange the ships in descending order of the takeover demand index. Obtain the cognitive load index of each control port at the shore base, and select control ports with load values ​​less than the load threshold as target control ports; Each vessel is assigned to the selected target takeover port in sequence according to the sorting results.

[0010] Secondly, a shore-based terminal is provided, comprising: The request module is used to obtain takeover requests from multiple vessels, and the takeover requests include the vessel's environmental complexity index, collision avoidance confidence level, and communication quality index. The takeover demand module, which is communicatively connected to the request module, is used to calculate the takeover demand index corresponding to each ship based on the ship's environmental complexity index, the ship's collision avoidance confidence index, and the ship's communication quality index, and to arrange the ships in descending order according to the takeover demand index. The load module is used to obtain the cognitive load index of each pipe connection port at the shore base and select the pipe connection port with a load value less than the load threshold as the target pipe connection port. The allocation module, which is communicatively connected to the takeover demand module and the load module, is used to sequentially allocate each vessel to the selected target takeover port according to the sorting result.

[0011] Thirdly, embodiments of the present invention provide a ship adaptive takeover system based on cognitive load and multidimensional risk assessment, comprising: Multiple ships each have their own shipborne terminals, which are used to acquire the ship's environmental complexity index, ship's collision avoidance confidence level, and ship's communication quality index. When the ship's environmental complexity index is detected to be greater than a complexity threshold and the ship's collision avoidance confidence level is detected to be less than a collision avoidance threshold, a takeover request is generated. As described above, the shore-based terminal is communicatively connected to each of the shipborne terminals to obtain takeover requests from multiple vessels, calculate the takeover demand index corresponding to each vessel based on the takeover requests, and sort the vessels in descending order of the takeover demand index; obtain the cognitive load index of each takeover port of the shore-based terminal, and select the takeover port with a load threshold as the target takeover port; allocate each vessel to the selected target takeover port in sequence according to the sorting result, and send allocation instructions to each shipborne terminal to be allocated. The shipborne terminal is used to generate a takeover confirmation instruction according to the allocation instruction, and send the takeover confirmation instruction to the shore-based terminal; The shore-based terminal is used to control the operation of each shipborne terminal according to the takeover confirmation command.

[0012] Fourthly, embodiments of the present invention provide a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the ship adaptive takeover method based on cognitive load and multidimensional risk assessment as described above.

[0013] Fifthly, embodiments of the present invention provide an electronic device, including a storage medium, a processor, and a computer program stored in the storage medium and executable on the processor, wherein the processor, when executing the computer program, implements the ship adaptive takeover method based on cognitive load and multidimensional risk assessment as described above.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. By incorporating the cognitive load index of the takeover port into the takeover decision-making process, reasonable allocation can be made when multiple ships request takeover simultaneously, thereby improving the efficiency of human-machine collaboration in shore-based one-to-many monitoring scenarios.

[0015] 2. This invention integrates the ship's environmental complexity index, ship's collision avoidance confidence index, ship's communication quality index, and the cognitive load index of the takeover port, and no longer relies solely on a single fault signal to trigger takeover, enabling more precise transfer of control authority between the shipboard end and the shore-based end.

[0016] 3. This invention sets a minimum risk state for the ship, and in the event of communication interruption, takeover failure or operator incapacitation, the shipborne terminal autonomously executes safety degradation actions, thereby improving the fault tolerance of autonomous ships under abnormal operating conditions. Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating a ship adaptive take-off section method based on cognitive load and multidimensional risk assessment according to the present invention. Figure 2 This is a schematic diagram of the structure of a shore-based end of the present invention.

[0018] Figure 3This is a schematic diagram of the structure of a ship adaptive takeover system based on cognitive load and multidimensional risk assessment according to the present invention. Detailed Implementation

[0019] Referring now to specific embodiments of the invention, examples of which are illustrated in the accompanying drawings. Although the invention will be described in conjunction with specific embodiments, it will be understood that it is not intended to limit the invention to the described embodiments. Rather, it is intended to cover variations, modifications, and equivalents included within the spirit and scope of the invention as defined by the appended claims. It should be noted that the method steps described herein can be implemented by any functional block or functional arrangement, and any functional block or functional arrangement can be implemented as a physical entity or a logical entity, or a combination of both.

[0020] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0021] Note: The examples described below are merely specific examples and are not intended to limit the embodiments of the present invention to the specific steps, values, conditions, data, order, etc. Those skilled in the art can utilize the concepts of the present invention to construct more embodiments not mentioned herein by reading this specification.

[0022] Please see Figure 1 This invention provides an adaptive takeover method for ships based on cognitive load and multidimensional risk assessment, applied to shore-based operations. The method includes: Step S100: Obtain takeover requests from multiple vessels, wherein the takeover requests include vessel environmental complexity index, vessel collision avoidance confidence index, and vessel communication quality index. The calculation method for the ship environmental complexity index is shown in the following formula: ; In the formula, The index of ship environmental complexity; , , , , , These are the weighting coefficients; This represents the normalized value of traffic flow density. This is the closest encounter distance between the vessels. The time of the most recent encounter between the vessels; and To pre-set safety standards; For the complexity of meteorological and sea conditions; The degree of waterway constraint; For the quality of ship sensor data.

[0023] The method for calculating the ship's collision avoidance confidence level is shown in the following formula: ; In the formula, For ship collision avoidance confidence; To control the output variance for collision avoidance; The degree of conflict among candidate collision avoidance schemes; To predict trajectory uncertainty; For the degree of compliance with maritime collision avoidance rules; , , , These are the weighting coefficients; The calculation method for the ship communication quality index is shown in the following formula: ; In the formula, For ship communication quality index; This is the normalized value for available bandwidth; This is the normalized value of the link delay; H represents the packet loss rate; H represents the heartbeat packet continuity index. , , , These are the weighting coefficients.

[0024] The process for generating a takeover request is as follows: The shipboard terminal obtains the ship's environmental complexity index, ship's collision avoidance confidence level, and ship's communication quality index; when the ship's environmental complexity index is detected to be greater than the complexity threshold and the ship's collision avoidance confidence level is detected to be less than the collision avoidance threshold, a takeover request is generated.

[0025] Specifically, in this embodiment of the invention, a self-propelled vessel encounters dense fog while sailing along a predetermined route, and three fishing boats ahead are moving erratically. The environmental complexity index of this vessel is calculated. The complexity score is 0.85, which is higher than the complexity threshold of 0.75. Simultaneously, the shipborne collision avoidance algorithm repeatedly switches between multiple candidate collision avoidance paths, increasing the predicted trajectory variance and causing the ship's collision avoidance confidence to drop to 0.40, below the collision avoidance threshold of 0.60. When the above conditions are met, the shipborne terminal generates a takeover request and sends it to the shore-based terminal.

[0026] Step S200: Calculate the takeover demand index for each ship based on the ship environmental complexity index, the ship collision avoidance confidence index, and the ship communication quality index, and then arrange the ships in descending order according to the takeover demand index.

[0027] The method for calculating the takeover demand index for each ship based on the ship's environmental complexity index, the ship's collision avoidance confidence index, and the ship's communication quality index is shown in the following formula: ; In the formula, The demand index for ship takeover; The index of ship environmental complexity; For ship collision avoidance confidence; For ship communication quality index; To assess the urgency of the task; , , , These are the weighting coefficients.

[0028] Step S300: Obtain the cognitive load index of each control port at the shore base and select the control port with a load value less than the load threshold as the target control port.

[0029] The method for obtaining the cognitive load index of each control port at the shore base is shown in the following formula: ; In the formula, Cognitive load index for the takeover port; Characteristics of eye movement load; This is the normalized value for the operation response time; This represents the current number of tasks being processed in parallel. Fatigue level; This represents the current alarm density. , , , , These are the weighting coefficients.

[0030] It should be noted that the cognitive load parameters in the formula can be obtained in real time through shore-based sensing devices and system logs. Specifically, the eye-tracking load characteristics... The fatigue level can be calculated by normalizing the operator's blink frequency, scanning speed, and pupil diameter change rate in real time using an eye tracker or facial recognition camera configured at the shore-based pipe connection station; The decision can be made by combining the operator's continuous on-duty time with heart rate variability data obtained from smart wearable devices; while the normalized value of the operation response time... and the number of current parallel processing tasks It can then be directly extracted from the underlying operation logs of the shore-based control system.

[0031] Specifically, in this embodiment of the invention, when the shore-based operator—that is, the takeover port—detects the current cognitive load index of operator A... If the value is 0.30, which is lower than the load threshold of 0.65, then the receiver port is determined to be not in a fatigued state. In this case, the receiver port that is not in a fatigued state can be used as the target receiver port.

[0032] Step S400: Allocate each vessel to the selected target takeover port in sequence according to the sorting results.

[0033] Specifically, in this embodiment of the invention, in a scenario where multiple autonomous vessels are simultaneously monitored from a shore-based station, vessel B and vessel C simultaneously send takeover requests. The shore-based station receives the environmental complexity indexes of the two vessels respectively. Ship collision avoidance confidence Ship communication quality index And calculate the cognitive load index of each takeover port. If the cognitive load index of port A is taken over. The cognitive load index at takeover port B is 0.72, exceeding the load threshold. If the value is 0.38, then the shore-based takeover priority will be given to vessel B (the takeover demand index for vessel B is set). The takeover demand index is greater than that of ship C. The task is assigned to operator B, while vessel C remains in its original state.

[0034] Because the existing remote takeover process lacks a minimum risk state control mechanism linked to the takeover process when shore-based operators fail to respond, cognitive load exceeds limits, or communication is interrupted, it is difficult to ensure that the vessel enters a controllable and safe degraded state when manual takeover cannot be completed. To address this situation, the following control scheme is designed: Optionally, after obtaining takeover requests from multiple vessels, the process includes: When the ship communication quality index is detected to be less than the communication threshold, a minimum risk state command is generated and sent to the corresponding ship.

[0035] The communication threshold refers to the minimum communication quality requirement threshold needed to ensure safe remote control of the ship from shore. Its setting typically depends on the resolution requirements of the shipborne video transmission and the tolerable latency of control commands (e.g., a communication threshold of 0.6 can be set). When the ship's communication quality index... When the value is below this communication threshold, it means that the current link cannot support a smooth takeover.

[0036] After obtaining the cognitive load index of each control port at the shore-based end, the process includes: When it is detected that the cognitive load index of all control ports at the shore-based end is less than the load threshold, a minimum risk state instruction for the ship is generated and sent to the corresponding ship.

[0037] Specifically, in this embodiment of the invention, if all takeover ports exceed the load threshold, the shore-based end may temporarily refrain from triggering fully manual takeover and instead send instructions to the shipborne end to maintain autonomous collision avoidance, decelerate, or enter the minimum risk state. If the communication link cannot support the instruction, i.e., the ship's communication quality index is less than the communication threshold, the shipborne end can automatically and autonomously degrade and generate the ship's minimum risk state instruction, thereby avoiding the forced allocation of multiple high-risk takeover tasks to overloaded takeover ports.

[0038] In some embodiments of the present invention, the weighting coefficients involved in the above calculation formula (including...) , , , , The results can be obtained by training with historical navigation data using the analytic hierarchy process, and the sum of the weight coefficients of each group of the same level must be 1.

[0039] Based on the ship environmental complexity index Taking the formula as an example, in a specific embodiment, considering that traffic flow density and encounter distance are the most critical factors in near-shore navigation, their weighting coefficients can be specifically set as follows: Those skilled in the art can dynamically invoke different preset weight tables according to the specific waters in which the vessel is located (such as open waters and narrow waters) to adapt to complex and ever-changing maritime scenarios.

[0040] See also Figure 2 As shown, an embodiment of the present invention provides a shore-based terminal, comprising: The request module is used to obtain takeover requests from multiple vessels, and the takeover requests include the vessel's environmental complexity index, collision avoidance confidence level, and communication quality index. The takeover demand module, which is communicatively connected to the request module, is used to calculate the takeover demand index corresponding to each ship based on the ship's environmental complexity index, the ship's collision avoidance confidence index, and the ship's communication quality index, and to arrange the ships in descending order according to the takeover demand index. The load module is used to obtain the cognitive load index of each pipe connection port at the shore base and select the pipe connection port with a load value less than the load threshold as the target pipe connection port. The allocation module, which is communicatively connected to the takeover demand module and the load module, is used to sequentially allocate each vessel to the selected target takeover port according to the sorting result.

[0041] Specifically, this embodiment corresponds one-to-one with the above method embodiments. The functions of each module have been described in detail in the corresponding method embodiments, so they will not be repeated here.

[0042] See also Figure 3 As shown in the figure, an embodiment of the present invention provides a ship adaptive takeover system based on cognitive load and multidimensional risk assessment, comprising: Multiple ships each have their own shipborne terminals, which are used to acquire the ship's environmental complexity index, ship's collision avoidance confidence level, and ship's communication quality index. When the ship's environmental complexity index is detected to be greater than a complexity threshold and / or the ship's collision avoidance confidence level is less than a collision avoidance threshold, a takeover request is generated. As described above, the shore-based terminal is communicatively connected to each of the shipborne terminals to obtain takeover requests from multiple vessels, calculate the takeover demand index corresponding to each vessel based on the takeover requests, and sort the vessels in descending order of the takeover demand index; obtain the cognitive load index of each takeover port of the shore-based terminal, and select the takeover port with a load threshold as the target takeover port; allocate each vessel to the selected target takeover port in sequence according to the sorting result, and send allocation instructions to each shipborne terminal to be allocated. The shipborne terminal is used to generate a takeover confirmation instruction according to the allocation instruction, and send the takeover confirmation instruction to the shore-based terminal; The shore-based terminal is used to control the operation of each shipborne terminal according to the takeover confirmation command.

[0043] The shore-based terminal is used to generate a minimum risk state command for a ship when it detects that the ship's communication quality index is less than the communication threshold, and then send the minimum risk state command to the corresponding shipborne terminal. The shore-based terminal is used to generate a minimum risk state instruction for the vessel when it does not receive the takeover confirmation instruction, and then send the minimum risk state instruction to the corresponding shipborne terminal. The shipboard terminal is used to control the corresponding vessel to operate in a state of minimum risk when the allocation instruction is not received.

[0044] Specifically, in this embodiment of the invention, when the shore-based terminal sends an allocation instruction to each shipborne terminal to be allocated, the following modes exist between the shore-based terminal and the shipborne terminal: fully autonomous mode, early warning wake-up mode, smooth transition pre-takeover mode, fully manual takeover mode, and minimum risk state mode.

[0045] 1. Fully autonomous mode: The shipborne end maintains course, speed and collision avoidance control, while the shore-based end performs monitoring.

[0046] 2. Early warning wake-up mode: When the shore-based terminal sends an allocation command to each shipborne terminal to be allocated, the target ship is highlighted on the takeover port of the shore-based terminal, and the operator is required to complete the scenario recognition confirmation.

[0047] 3. Smooth transition pre-takeover mode: After the operator completes the cognitive confirmation, a confirmation command is generated. The shipboard terminal continues to maintain the original state, while the operator is given the permission to input heading fine-tuning, speed suggestions or collision avoidance intentions.

[0048] 4. Fully manual takeover mode: The shore-based terminal controls the operation of each shipborne terminal according to the takeover confirmation instruction, at which time the control is switched to the shore-based operator.

[0049] 5. Minimum Risk Mode: When communication is interrupted, the operator does not respond, or the shore-based terminal is unable to complete the takeover, the shipborne terminal automatically performs safety degradation actions such as deceleration, stopping the ship, drifting, anchoring, maintaining a safe distance, and sound and light alarms.

[0050] In summary, the beneficial effects of the present invention are as follows: 1. This invention enables operators to establish a situational awareness of the target vessel and current risks before gaining full control through early warning, cognitive confirmation, and smooth transition pre-takeover, thereby avoiding misoperation caused by instantaneous switching of control.

[0051] 2. Introducing the operator cognitive load index into the takeover decision-making process can enable reasonable allocation when multiple vessels request takeover simultaneously, thereby improving the efficiency of human-machine collaboration in shore-based one-to-many monitoring scenarios.

[0052] 3. This invention integrates the ship's environmental complexity index, ship's collision avoidance confidence index, ship's communication quality index, and the cognitive load index of the takeover port, and no longer relies solely on a single fault signal to trigger takeover, enabling more precise transfer of control authority between the shipboard end and the shore-based end.

[0053] 4. This invention sets a minimum risk state for the ship, and in the event of communication interruption, takeover failure or operator incapacitation, the shipborne terminal autonomously executes safety degradation actions, thereby improving the fault tolerance of autonomous ships under abnormal operating conditions.

[0054] Based on the same inventive concept, embodiments of this application also provide a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements all or part of the method steps of the above method.

[0055] 5. Unlike general cloud computing task allocation or autonomous driving takeover in automobiles, this invention combines the high inertia characteristic of ship navigation with the high latency / packet loss characteristics of ocean satellite communication. It deeply integrates unique maritime collision avoidance parameters and weather and sea conditions into the takeover requirement determination, solving the unique human-machine control handover problem in the process of unmanned ocean-going vessels, and achieving technical effects that are significantly different from general control systems.

[0056] The present invention can implement all or part of the processes in the above methods, or it can be accomplished by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when the computer program is executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content contained in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0057] Based on the same inventive concept, embodiments of this application also provide an electronic device, including a memory and a processor. The memory stores a computer program that runs on the processor. When the processor executes the computer program, it implements all or part of the method steps described above.

[0058] The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor. The processor is the control center of the computer device, connecting all parts of the computer device through various interfaces and lines.

[0059] Memory can be used to store computer programs and / or modules. The processor performs various functions of the computer device by running or executing the computer programs and / or modules stored in the memory, and by accessing data stored in the memory. Memory can primarily include a program storage area and a data storage area. The program storage area can store the operating system and application programs required for at least one function (e.g., sound playback, image playback, etc.); the data storage area can store data created based on mobile usage (e.g., audio data, video data, etc.). Furthermore, memory can include high-speed random access memory, and can also include non-volatile memory, such as hard disks, RAM, plug-in hard disks, smart media cards (SMC), secure digital cards (SD cards), flash cards, at least one disk storage device, flash memory device, or other volatile solid-state storage devices.

[0060] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, servers, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.

[0061] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), servers, and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0062] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0063] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0064] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A ship adaptive takeover method based on cognitive load and multidimensional risk assessment, applied to shore-based operations, characterized in that... include: Obtain takeover requests from multiple vessels, the takeover requests including vessel environmental complexity index, vessel collision avoidance confidence index, and vessel communication quality index; Based on the ship environmental complexity index, the ship collision avoidance confidence index, and the ship communication quality index, calculate the takeover demand index for each ship, and then arrange the ships in descending order of the takeover demand index. Obtain the cognitive load index of each control port at the shore base, and select control ports with load values ​​less than the load threshold as target control ports; Each vessel is assigned to the selected target takeover port in sequence according to the sorting results.

2. The ship adaptive takeover method based on cognitive load and multidimensional risk assessment as described in claim 1, characterized in that, The calculation method for the ship environmental complexity index is shown in the following formula: ； In the formula, The index of ship environmental complexity; , , , , , These are the weighting coefficients; This represents the normalized value of traffic flow density. This is the closest encounter distance between the vessels. The time of the most recent encounter between the vessels; and To pre-set safety standards; For the complexity of meteorological and sea conditions; The degree of waterway constraint; For the quality of ship sensor data. The method for calculating the ship's collision avoidance confidence level is shown in the following formula: ； In the formula, For ship collision avoidance confidence; To control the output variance for collision avoidance; The degree of conflict among candidate collision avoidance schemes; To predict trajectory uncertainty; For the degree of compliance with maritime collision avoidance rules; , , , These are the weighting coefficients; The calculation method for the ship communication quality index is shown in the following formula: ； In the formula, For ship communication quality index; This is the normalized value for available bandwidth; This is the normalized value of the link delay; H represents the packet loss rate; H represents the heartbeat packet continuity index. , , , These are the weighting coefficients.

3. The ship adaptive takeover method based on cognitive load and multidimensional risk assessment as described in claim 1, characterized in that, The method for calculating the takeover demand index for each ship based on the ship's environmental complexity index, the ship's collision avoidance confidence index, and the ship's communication quality index is shown in the following formula: ； In the formula, The demand index for ship takeover; The index of ship environmental complexity; For ship collision avoidance confidence; For ship communication quality index; To assess the urgency of the task; , , , These are the weighting coefficients.

4. The ship adaptive takeover method based on cognitive load and multidimensional risk assessment as described in claim 1, characterized in that, The method for obtaining the cognitive load index of each control port at the shore base is shown in the following formula: ； In the formula, Cognitive load index for the takeover port; Characteristics of eye movement load; This is the normalized value for the operation response time; This represents the current number of tasks being processed in parallel. Fatigue level; This represents the current alarm density. , , , , These are the weighting coefficients.

5. The ship adaptive takeover method based on cognitive load and multidimensional risk assessment as described in claim 1, characterized in that, After obtaining takeover requests from multiple vessels, the process includes: When the ship communication quality index is detected to be less than the communication threshold, a minimum risk state command is generated and sent to the corresponding ship. After obtaining the cognitive load index of each control port at the shore-based end, the process includes: When it is detected that the cognitive load index of all control ports at the shore-based end is less than the load threshold, a minimum risk state instruction for the ship is generated and sent to the corresponding ship.

6. A shore-based end, characterized in that, include: The request module is used to obtain takeover requests from multiple vessels, and the takeover requests include the vessel's environmental complexity index, the vessel's collision avoidance confidence index, and the vessel's communication quality index. The takeover demand module, which is communicatively connected to the request module, is used to calculate the takeover demand index corresponding to each ship based on the ship's environmental complexity index, the ship's collision avoidance confidence index, and the ship's communication quality index, and to arrange the ships in descending order according to the takeover demand index. The load module is used to obtain the cognitive load index of each pipe connection port at the shore base and select the pipe connection port with a load value less than the load threshold as the target pipe connection port. The allocation module, which is communicatively connected to the takeover demand module and the load module, is used to sequentially allocate each vessel to the selected target takeover port according to the sorting result.

7. A ship adaptive takeover system based on cognitive load and multidimensional risk assessment, characterized in that, include: Multiple ships each have their own corresponding shipborne terminals, which are used to acquire ship environmental complexity index, ship collision avoidance confidence level and ship communication quality index; When the ship's environmental complexity index is detected to be greater than the complexity threshold and / or the ship's collision avoidance confidence is less than the collision avoidance threshold, a takeover request is generated. The shore-based terminal as described in claim 6 is communicatively connected to each of the shipborne terminals, used to obtain takeover requests from multiple ships, calculate the takeover demand index corresponding to each ship based on the takeover requests, and arrange the ships in descending order according to the takeover demand index. Obtain the cognitive load index of each control port at the shore base, and select control ports with load values ​​less than the load threshold as target control ports; Each vessel is assigned to the selected target takeover port in sequence according to the sorting results, and an assignment command is sent to each vessel-mounted terminal to be assigned. The shipborne terminal is used to generate a takeover confirmation instruction according to the allocation instruction, and send the takeover confirmation instruction to the shore-based terminal; The shore-based terminal is used to control the operation of each shipborne terminal according to the takeover confirmation command.

8. The ship adaptive takeover system based on cognitive load and multidimensional risk assessment as described in claim 7, characterized in that, The shore-based terminal is used to generate a minimum risk state command for a ship when it detects that the ship's communication quality index is less than the communication threshold, and then send the minimum risk state command to the corresponding shipborne terminal. The shore-based terminal is used to generate a minimum risk state instruction for the vessel when it does not receive the takeover confirmation instruction, and then send the minimum risk state instruction to the corresponding shipborne terminal. The shipboard terminal is used to control the corresponding vessel to operate in a state of minimum risk when the allocation instruction is not received.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the ship adaptive takeover method based on cognitive load and multidimensional risk assessment as described in any one of claims 1 to 5.

10. An electronic device comprising a storage medium, a processor, and a computer program stored in the storage medium and executable on the processor, characterized in that, When the processor runs the computer program, it implements the ship adaptive takeover method based on cognitive load and multidimensional risk assessment as described in any one of claims 1 to 5.

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