A method for identifying a ship violation

Abstract

The application provides a ship illegal behavior identification method, comprising: obtaining a ship type of a target ship, the ship type comprising a fishing boat and a merchant ship; in the case of the ship type being the fishing boat, obtaining fishing boat illegal judgment evidence, the fishing boat illegal judgment evidence comprising a fishing boat behavior category and a fishing boat behavior feature vector representing a fishing boat behavior trajectory segment, a fishing boat automatic identification system (AIS) data set, a fishing boat time rule limitation, a fishing boat space zoning limitation and / or a fishing boat license; in the case of the ship type being the merchant ship, obtaining merchant ship illegal judgment evidence, the merchant ship illegal judgment evidence comprising a merchant ship behavior category and a merchant ship AIS data set representing a merchant ship behavior trajectory segment, a merchant ship space zoning limitation, a merchant ship license, a neighboring ship behavior category and / or a neighboring ship AIS data set; and determining an illegal condition of the ship according to the fishing boat illegal judgment evidence or the merchant ship illegal judgment evidence. The application achieves the technical effect of improving the accuracy of ship illegal behavior identification at low cost by using existing data.

Description

Technical Field

[0001] This application relates to the field of marine vessel behavior data processing, and in particular to a method for identifying vessel violations. Background Technology

[0002] With the continuous development of the global shipping industry, the number of ships is increasing and the navigation environment is becoming increasingly complex. Ship violations pose a serious threat to maritime traffic safety and the marine ecological environment. These violations cover a wide range, including but not limited to: fishing vessels operating in prohibited fishing areas or during prohibited fishing seasons; illegally disabling the Automatic Identification System (AIS); merchant ships deviating from their shipping lanes; illegal crossings; speeding violations; and illegal anchoring. How to efficiently and accurately monitor and identify these violations has become a crucial issue that urgently needs to be addressed in the field of maritime supervision.

[0003] In existing technologies, the identification of ship violations mainly relies on video and image monitoring devices or manual inspections. However, with a large number of ships and a wide range of activities, it is difficult to achieve comprehensive coverage and accurate response, and the cost is huge, resulting in inaccurate identification of ship violations. Summary of the Invention

[0004] The purpose of this application is to provide a method for identifying ship violations, in order to solve the technical problem that the identification of ship violations mainly relies on video and image monitoring by camera devices or manual inspection, which leads to inaccurate identification of ship violations.

[0005] For the purposes mentioned above, this application provides the following technical solution: Firstly, this application provides a method for identifying ship violations, including: Obtain the vessel type of the target vessel, which includes fishing vessels and merchant ships; When the vessel type is a fishing vessel, obtain evidence of fishing vessel violation determination. The evidence of fishing vessel violation determination includes fishing vessel behavior category and fishing vessel behavior feature vector characterizing the fishing vessel behavior trajectory segment, fishing vessel automatic identification system AIS data set, fishing vessel time rule limit, fishing vessel spatial zoning limit and / or fishing vessel license. When the vessel type is a merchant ship, obtain evidence of merchant ship violation determination. The evidence of merchant ship violation determination includes merchant ship behavior category and merchant ship AIS data set characterizing the merchant ship behavior trajectory segment, merchant ship spatial zoning limit, merchant ship license, neighboring vessel behavior category and / or neighboring vessel AIS data set. The violation of the vessel is determined based on the evidence of violation of the fishing vessel or the evidence of violation of the merchant vessel. The fishing vessel AIS data set, the merchant ship AIS data set, and the neighboring vessel AIS data set all include multiple AIS data entries. The AIS data entries are point-in-time data, and each AIS data entry includes the vessel's timestamp, longitude, latitude, ground speed, ground heading, and bow direction at the current time. The fishing vessel behavior categories include at least one of purse seine, trawling, gillnetting, longline fishing, drifting, sailing, berthing, and anchoring; the merchant ship behavior categories include at least one of maritime transshipment, pilotage to and from port, berthing for loading and unloading, waiting to berth outside port, drifting, sailing, berthing, and anchoring; the fishing vessel behavior feature vector includes regional type features and ship registration features. The neighboring vessel AIS data set is obtained using a two-level indexing method of time bucketing and spatial grid. The time bucket granularity is in the range of 5 min to 15 min, and the grid side length of the spatial grid is in the range of 5 nm to 15 nm. The neighboring vessel behavior category corresponding to the neighboring vessel AIS data set is navigation.

[0006] Furthermore, the violation of the vessel is determined based on the evidence of violation by the fishing vessel or the evidence of violation by the merchant vessel, including: Based on the evidence of the fishing vessel violation, the fishing vessel is determined to have at least one of the following violations: operating in a prohibited fishing area, operating during a prohibited fishing period, fishing outside the designated area, non-compliant operating methods, abnormal Automatic Identification System (AIS) operation, and no violation. Based on the evidence of the merchant ship's violation, the merchant ship is found to have committed at least one of the following violations: failure to yield in a timely manner, insufficient yielding, failure to turn right upon encountering another vessel, deviation from the channel, sailing against the flow of traffic, illegal crossing, crossing a prohibited area, speeding, illegal anchoring, or no violation.

[0007] Furthermore, based on the evidence of the merchant ship's violation, it was determined that the merchant ship failed to yield in a timely manner, failed to yield sufficiently, and failed to turn right upon encountering the other vessel, including: When the behavior category of the merchant ship and the neighboring ship is navigation, the relative position and relative speed of the merchant ship and the neighboring ship at each time point are obtained based on the merchant ship AIS data set and the neighboring ship AIS data set. Based on the relative position and relative speed, the nearest encounter distance CPA and the time to the nearest encounter point TCPA between the merchant ship and the neighboring ship at each time point are obtained; If both CPA and TCPA meet the threshold at the first time point, the situation of the merchant ship and the neighboring ship at the first time point is classified according to the merchant ship AIS data and the neighboring ship AIS data at the first time point. The situation includes at least one of the following: encounter situation, cross situation, overtaking situation and irrelevant situation. Based on the situation classification, the merchant ship was found to have failed to yield in a timely manner, failed to yield sufficiently, and failed to turn right when encountering the enemy.

[0008] Furthermore, based on the merchant ship's AIS data and the neighboring ship's AIS data at the first time point, a situational classification is performed on the merchant ship and the neighboring ship at the first time point, including: The positions of the merchant ship and the adjacent ship are determined based on their longitude and latitude values. Using the merchant ship's position as the origin, and the direction the merchant ship's bow points as 0°, the angle is rotated clockwise. Pointing to the location of the neighboring ship, , The relative bearing of the merchant ship to the adjacent ship; According to the bow direction of the merchant ship and the bow of the neighboring ship The angle between the bows of the two ships is obtained. ; According to relative orientation Angle with bow The situation of merchant ships and neighboring ships at the first point in time is classified.

[0009] Furthermore, based on relative orientation Angle with bow The situation of merchant ships and neighboring ships at the first point in time is classified, including: exist ,and In such circumstances, merchant ships and neighboring ships are in a head-on encounter situation; exist In this situation, merchant ships and neighboring ships are in an overlapping posture; exist or ,and When a merchant ship's speed relative to the ground is greater than that of a neighboring ship, the merchant ship and the neighboring ship are in a chasing and overtaking situation.

[0010] Furthermore, based on the situation classification, it is determined that the merchant ship failed to yield in a timely manner, yielded insufficiently, or failed to turn right upon encountering the enemy, including: The right-of-way duty of the merchant ship is determined based on the situation classification. Based on the merchant ship AIS data set and the neighboring ship AIS data set, the first merchant ship AIS data set and the first neighboring ship AIS data set within K minutes after the first time point are obtained. The first merchant ship AIS data set and the first neighboring ship AIS data set each include one or more AIS data sets. Based on the situation classification, the merchant ship's responsibilities, and the first merchant ship's AIS data set, it was determined that the merchant ship failed to give way in a timely manner, gave way insufficiently, and failed to turn right when encountering the enemy.

[0011] Furthermore, based on situation classification, merchant ship responsibilities, and the first merchant ship's AIS data set, it was determined that the merchant ship failed to yield in a timely manner, yielded insufficiently, and failed to turn right upon encountering the enemy, including: The situation is a head-on encounter situation, and the ground heading of the last AIS data in the first merchant ship AIS data set is... Ground heading with the first AIS data The difference Not satisfied In the event that the merchant ship failed to turn right during an encounter, the court determined that the merchant ship was not in a position to turn right. The situation is a crossroads, the merchant ship's duty is to give way, and the first point in time. , Furthermore, the ground speed of the last AIS data entry in the first merchant ship AIS data set. Ground speed with the first AIS data The difference satisfy In the case of the aforementioned merchant ship, it is determined that the merchant ship failed to give way in a timely manner; The situation described is either an overtaking or crossing situation, and the merchant ship's duty is to give way. , If the CPA does not increase, it is determined that the merchant ship did not give way sufficiently.

[0012] Furthermore, based on the evidence of the fishing vessel's violation, it is determined that the fishing vessel was operating in a prohibited fishing area, operating during a prohibited fishing period, fishing beyond its designated area, using inappropriate operating methods, or had an abnormal AIS status, including at least one of the following: If the fishing vessel's behavior category is purse seine, trawling, gillnetting, or longline fishing, and more than 30% of the longitude and latitude values ​​in the fishing vessel's AIS data set describe locations within the prohibited fishing areas defined by the fishing vessel spatial zoning, then the fishing vessel is determined to be operating in a prohibited fishing area. When the fishing vessel's behavior is classified as purse seine, trawling, gillnetting, or longline fishing, the longitude and latitude values ​​of the fishing vessel in the AIS data are used to determine that the fishing vessel is operating during the closed season. When the fishing vessel's behavior is classified as purse seine, trawling, gillnetting, or longline fishing, the vessel is determined to be fishing outside its designated area by combining its registration characteristics, spatial zoning of the fishing vessel, and the longitude and latitude values ​​of the fishing vessel in AIS data. Based on the fishing vessel license and the fishing vessel activity category, it was determined that the fishing vessel's operating method was inconsistent. If the time interval between two adjacent fishing vessel behavior trajectory segments is greater than 4 hours, and the fishing vessel behavior categories of the first and second fishing vessel behavior trajectory segments are all one of the following: purse seine, trawling, gillnetting, and longline fishing, then the fishing vessel is determined to have an AIS anomaly.

[0013] Furthermore, based on the evidence of the merchant ship's violation, it is determined that the merchant ship has deviated from the course, sailed against the flow of traffic, or illegally crossed the course, including at least one of the following: If the merchant ship's behavior category is navigation, and the distance between the location described by the longitude and latitude values ​​of the first AIS data in the merchant ship AIS data set and the nearest waterway is less than a threshold, and the locations described by the longitude and latitude values ​​of AIS data in the merchant ship AIS data set with a duration of more than 10 minutes are all outside the waterway, then it is determined that the merchant ship has deviated from the waterway. The waterway information is derived from the merchant ship spatial zoning limit. In the merchant ship behavior category of navigation, the centroid of the curve formed by all locations described by the longitude and latitude values ​​of the AIS data in the merchant ship AIS data set is located in the lane of the lane separation system, and the average heading relative to the ground of the merchant ship behavior trajectory segment is also located within the lane. If the angle between the merchant ship and the prescribed course is greater than 150° and lasts for more than 5 minutes, it is determined that the merchant ship is sailing against the course. The average heading relative to the ground... The information on the lane division is calculated based on the merchant ship AIS data set and originates from the spatial zoning of merchant ships. If a merchant ship's behavior category is navigation, and the curve formed by all the locations described by the longitude and latitude values ​​of the AIS data in the merchant ship's AIS data set is located in two or more lanes, and the tangent direction at the intersection point of the curve and the lane boundary is less than 70°, or the difference between the timestamp of the previous AIS data and the timestamp of the next AIS data at the intersection point is greater than 15 minutes, then the merchant ship is determined to have illegally crossed the line.

[0014] Furthermore, based on the evidence of the merchant ship's violation, it is determined that the merchant ship violated regulations by crossing a prohibited navigation area, speeding, or anchoring illegally, including at least one of the following: If a merchant ship's behavior category is navigation or drifting, and the location described by the longitude and latitude values ​​of the AIS data in the merchant ship's AIS data set is partially or entirely within a restricted area, and the merchant ship's license does not specifically permit the restricted area, it is determined that the merchant ship has crossed a restricted area. The information on the restricted area is derived from the merchant ship's spatial zoning. If a merchant ship's behavior category is navigation, and the location described by the longitude and latitude values ​​of the AIS data in the merchant ship AIS data set is within a speed limit zone for more than 5 minutes, and the ground speed of the AIS data is greater than the speed limit value, the merchant ship is determined to have violated the speed limit rule. The information on the speed limit zone is derived from the spatial zoning of the merchant ship. If a merchant ship's behavior category is anchoring, berthing, or waiting to berth outside the port, and the location described by the longitude and latitude values ​​of the AIS data in the merchant ship's AIS data set is located in a non-designated anchorage for more than 30 minutes, it is determined that the merchant ship is anchoring illegally. The information on the non-designated anchorage is derived from the spatial zoning of the merchant ship.

[0015] This application has at least the following advantages or beneficial effects: By using existing data that can be queried, such as ship AIS datasets, time rule constraints, and spatial rule constraints, this application achieves accurate identification of ship violations, solving the technical problem that current methods for identifying ship violations mainly rely on video and image monitoring by camera devices or manual inspections, which are difficult to achieve comprehensive coverage and accurate response due to the large number of ships and their wide range of activities; it achieves the technical effect of improving the accuracy of ship violation identification at low cost by using existing data. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 This is a flowchart of a method for identifying ship violations provided in Embodiment 1 of this application; Figure 2 This is a schematic diagram of the structure of an AIS dataset; Figure 3 This is a schematic diagram of the structure of behavioral feature vectors. Detailed Implementation

[0018] The technical solutions of this application will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0020] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this invention is in use. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention. In addition, the terms "first," "second," "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0021] Furthermore, terms such as "horizontal" and "vertical" do not imply that the component must be absolutely horizontal or suspended, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," not that the structure must be completely horizontal, but can be slightly tilted. Similarly, terms such as "front," "back," "left," and "right" do not imply that the component must be absolutely front, back, left, or right, but can be slightly tilted.

[0022] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0023] Example 1 This application discloses a method for identifying violations by ships. The method can be executed by a computer and is used to automatically identify violations by fishing vessels or merchant ships. Figure 1 This application provides a flowchart of a method for identifying ship violations in Embodiment 1, as follows: Figure 1 As shown, the methods for identifying ship violations include: S10. Obtain the vessel type of the target vessel, which includes fishing vessels and merchant ships.

[0024] In the process of identifying violations by target vessels, the first step is to obtain the vessel's file information, which includes the vessel type, including fishing vessels and merchant vessels. Different vessel types will subsequently undergo independent and different violation identification processes. Fishing vessels will be identified for 5 types of violations, while merchant vessels will be identified for 9 types of violations.

[0025] S20. If the vessel type is a fishing vessel, obtain evidence of fishing vessel violation determination. The evidence of fishing vessel violation determination includes the fishing vessel behavior category and fishing vessel behavior feature vector characterizing the fishing vessel behavior trajectory segment, the fishing vessel automatic identification system (AIS) data set, fishing vessel time rule restrictions, fishing vessel spatial zoning restrictions, and / or fishing vessel license.

[0026] Violations by fishing vessels include both instances of violation and instances of non-violation. In this embodiment, violations include five categories: operating in prohibited fishing areas, operating during prohibited fishing seasons, illegal fishing, non-compliant operating methods, and AIS anomalies. These five categories are further divided into different risk levels: operating in prohibited fishing areas, operating during prohibited fishing seasons, and illegal fishing are considered high-risk; non-compliant operating methods and AIS anomalies are considered medium-risk. Different handling methods correspond to different risk levels. For example, high-risk violations require immediate warning and manual review, with the time difference between the warning / review and the discovery of the violation not exceeding 30 minutes. Medium-risk violations can be warned periodically and batch-reviewed, such as every 24 hours.

[0027] Fishing in prohibited areas refers to fishing operations conducted by fishing vessels within designated prohibited areas; fishing during prohibited periods refers to fishing operations conducted by fishing vessels during prohibited periods; fishing beyond boundaries refers to fishing operations conducted by fishing vessels beyond the boundaries of the designated water areas; inconsistent operation methods refer to discrepancies between the fishing vessel's activity category and the information recorded on its fishing vessel license; and AIS anomalies refer to the fishing vessel's AIS being illegally turned off or having its location falsified.

[0028] Evidence for determining violations by fishing vessels includes the vessel's behavior category, behavior feature vector, AIS data set, time-related rules, spatial zoning, and license. The vessel's behavior category and behavior feature vector are based on segments of its behavior trajectory. The AIS data set includes multiple AIS data points, which are point-in-time data. Each AIS data point includes the vessel's timestamp, longitude, latitude, ground speed, heading, and bow direction at the current time. Figure 2 This is a schematic diagram of the structure of an AIS dataset, such as... Figure 2 As shown in the figure, the AIS data set includes N AIS data points. Each AIS data point includes the timestamp, longitude, latitude, ground speed, ground heading, and bow direction required for subsequent violation determination. Furthermore, Figure 2 The AIS data shown also includes Maritime Mobile Service Identity (MMSI), turning rate, and vessel type code. This information can be further used after the violation determination rules are improved to enhance the accuracy of violation determination. The timestamp records the time when the AIS data was collected.

[0029] Fishing vessel time rules refer to the closed fishing calendar, which indicates whether fishing vessels are allowed to engage in fishing operations at specific times; fishing vessel spatial zoning rules refer to the closed fishing zones, which indicate whether fishing vessels are allowed to engage in fishing operations in specific areas. It is understandable that fishing vessel time rules and fishing vessel spatial zoning rules may be related, for example, fishing operations are prohibited in a certain water area within a certain time range; the fishing vessel license records the permitted activities of the fishing vessel, the permitted water area for the fishing operation, and the relevant validity period.

[0030] Fishing vessel behavior categories include purse seine, trawl, gillnet, longline fishing, drifting, navigation, berthing, and anchoring. Among these, purse seine, trawl, gillnet, and longline fishing are considered fishing operations, while drifting, navigation, berthing, and anchoring are considered general vessel behaviors. Since fishing vessel behavior is a stable activity conducted over a period of time, the categories are constructed based on segments of the vessel's behavioral trajectory.

[0031] Figure 3 This is a schematic diagram of the structure of behavioral feature vectors, such as... Figure 3 As shown, the feature vector of fishing vessel behavior is obtained from the AIS dataset, assuming... Figure 2 The AIS data set shown indicates that the behavior category of the fishing vessel's trajectory segment during this time period is trawling. Figure 2 The N AIS data points are combined and calculated to obtain Figure 3 The image shows a feature vector of fishing vessel behavior, with each segment representing a segment of the vessel's trajectory. For example... Figure 3 As shown, the fishing vessel behavior feature vector comprises seven parts: trajectory motion features 31, trajectory morphology features 32, static profile features 33, overall historical operation features 34, spatial correlation features 35, heat encoding features 36, and detailed historical operation features 37. The specific features included in each part are also detailed in... Figure 3 As shown, for example, trajectory motion feature 31 includes average speed, speed standard deviation, maximum speed, speed coefficient of variation, average turning rate, heading change rate, dwell time percentage, and low-speed time percentage. Here, average speed refers to the average ground speed in the AIS data of the fishing vessel's trajectory segment, and maximum speed refers to the maximum ground speed in the AIS data of the fishing vessel's trajectory segment. Figure 3 The features are not detailed here, but it is understandable that... Figure 3 The fishing vessel behavior feature vector shown represents a summary and refinement of the AIS dataset, condensing a large amount of AIS data into feature vectors that characterize fishing vessel behavior trajectory segments. The hot-coded feature 36 within the fishing vessel feature vector includes regional type features and vessel registration features, used for subsequent determination of fishing vessel violations.

[0032] After obtaining the feature vectors of fishing vessel behavior, a fishing vessel behavior recognition model can be obtained by training a large number of these feature vectors. This model is used to identify the category of fishing vessel behavior. In other words, there is a correspondence between the fishing vessel behavior category and the fishing vessel behavior feature vector. In practical applications, the AIS data set of fishing vessel behavior trajectory segments is usually obtained first, then the fishing vessel behavior feature vector is obtained, and finally the fishing vessel behavior feature vector is input into the trained fishing vessel behavior recognition model to identify the category of fishing vessel behavior.

[0033] S30. If the vessel type is a merchant ship, obtain evidence of merchant ship violation determination. The evidence of merchant ship violation determination includes merchant ship behavior category and merchant ship AIS data set representing the merchant ship behavior trajectory segment, merchant ship spatial zoning limit, merchant ship license, neighboring vessel behavior category and / or neighboring vessel AIS data set.

[0034] Violations by merchant ships include both instances of violation and instances of non-violation. In this embodiment, violations by merchant ships include nine categories: failure to yield in a timely manner, insufficient yielding, failure to turn right upon encountering a ship, deviation from the channel, sailing against the flow of traffic, illegal crossing of the channel, crossing of a restricted area, speeding, and illegal anchoring. These nine categories of violations are classified into different risk levels. Among them, failure to yield in a timely manner, insufficient yielding, failure to turn right upon encountering a ship, sailing against the flow of traffic, and crossing of a restricted area are considered high-risk, while deviation from the channel, illegal crossing of the channel, speeding, and illegal anchoring are considered medium-risk.

[0035] Insufficient yielding refers to a situation where a vessel obligated to yield takes evasive action such as turning or slowing down, but the action is insufficient and fails to effectively improve the encounter situation, resulting in a continued or even worsening risk of collision. A right turn upon encounter refers to a situation where both vessels are obligated to turn right to prevent a collision; failure to do so constitutes a violation. Going against traffic flow refers to a vessel's violation of traffic flow direction in a channel or waterway under a Traffic Separation Scheme (TSS), by entering the opposite channel or traveling in the opposite direction. Crossing a prohibited area refers to a vessel entering and passing through a legally designated area of ​​waterway where entry is prohibited without special permission. Deviation from the channel refers to a vessel's physical position moving beyond the defined navigable boundary in a channel or waterway under a clearly defined TSS for a sustained period of time. Unauthorized crossing refers to the act of a vessel crossing a navigation channel or recommended route laterally or diagonally in a channel or waterway with a TSS or vessel routing system, without following the prescribed manner. Unauthorized speeding refers to a vessel's actual speed exceeding the maximum speed limit legally set by the competent authority in a specific waterway. Unauthorized anchoring refers to a vessel anchoring at the wrong location, in the wrong manner, or at the wrong time.

[0036] Evidence for determining merchant vessel violations includes the merchant vessel's behavior category, AIS data set, spatial zoning restrictions, merchant vessel license, neighboring vessel's behavior category, and neighboring vessel's AIS data set. The merchant vessel's behavior category is based on segments of its behavioral trajectory. The format of the merchant vessel's AIS data set is the same as that of the fishing vessel's AIS data set mentioned above, and will not be repeated here.

[0037] Merchant ship space zoning restrictions include regulations on no-navigation zones, anchorages, channels, TSS polygons, etc.; merchant ship licenses record the waters in which the merchant ship is permitted to navigate and the relevant validity period, etc.; since merchant ship violations such as untimely or insufficient yielding and failure to turn right when encountering another vessel all involve the encounter situation between the two vessels, in addition to the merchant ship's AIS data set, the adjacent vessel AIS data set of nearby vessels is also required. The adjacent vessel AIS data set includes multiple adjacent vessel AIS data, and the adjacent vessel AIS data has the same format as the merchant ship AIS data.

[0038] The neighboring vessel AIS data set is obtained using a two-level indexing method of time bucketing and spatial grid. The time bucket granularity is in the range of 5 min to 15 min, and the grid side length of the spatial grid is in the range of 5 nm to 15 nm. The neighboring vessel behavior category corresponding to the neighboring vessel AIS data set is navigation. Since the neighboring vessel AIS data set is subsequently used to determine whether the merchant ship failed to give way in a timely manner, gave way insufficiently, or failed to turn right upon encounter, the neighboring vessel behavior category must be navigation, or equivalently, SOG ≥ 2kn. Anchored or drifting neighboring vessels do not constitute an encounter in the sense of COLREGs. For example, colliding with an anchored vessel would belong to another type of accident scenario and is therefore not within the scope of this application. Time bucketing refers to dividing continuous time into multiple "buckets" according to a fixed duration. For example, when the time bucket granularity is 10 min, when searching for the neighboring vessel AIS data set of a certain merchant ship, only the AIS data of other ships with timestamps in the same time bucket or adjacent time buckets are searched, thereby quickly narrowing the search range at the time level. Spatial grids refer to dividing a vast body of water into a checkerboard pattern based on longitude and latitude values, or using other methods such as Geohash encoding or H3 encoding hexagons, thus cutting the water into fixed-size spatial grids. For example, the side length of a spatial grid is 10 nm, and its shape is rectangular. When searching for the AIS data set of neighboring ships of a merchant ship, only ships located in adjacent rectangular grids are searched. For example, if the merchant ship is in grid A, then the adjacent grids are the eight grids above, below, left, right, and diagonally. Time buckets and spatial grids are not used independently, but are used together to form a secondary search. For example, if the merchant ship's position coordinates at the time point "10:30:00" are (122.48°E, 30.12°N), located in grid 3, then the AIS data of its neighboring ships at this time is within the time bucket "10:20:00~10:40:00" and the neighboring ship's grid is adjacent to grid 3. It is easy to understand that, in order to facilitate retrieval, a joint index needs to be built according to time buckets and spatial grids when storing the ship's AIS data.

[0039] Since the AIS dataset includes AIS data from multiple time points, it is necessary to find the AIS data of neighboring ships for each AIS data in the merchant ship AIS dataset and obtain the corresponding neighboring ship AIS dataset so that the neighboring ship AIS dataset corresponds to the merchant ship AIS dataset.

[0040] Merchant ship activities are categorized into maritime transshipment, pilotage to and from port, berthing and loading / unloading, waiting to berth outside port, drifting, navigation, berthing, and anchoring. Among these, maritime transshipment, pilotage to and from port, berthing and loading / unloading, and waiting to berth outside port are considered merchant ship operational activities, while drifting, navigation, berthing, and anchoring are considered general ship activities. Because merchant ship activities are conducted steadily over a period of time, the categories of merchant ship activities are constructed based on segments of the merchant ship's activity trajectory.

[0041] S40. Determine the violation status of the vessel based on the evidence of violation determination for the fishing vessel or the evidence of violation determination for the merchant vessel. The evidence of violation determination for the fishing vessel and the evidence of violation determination for the merchant vessel provide sufficient basis for judging the violation status of the vessel. By classifying vessels into fishing vessels and merchant vessels, violation determination can be carried out using different evidence, thereby improving the pertinence and accuracy of the judgment results.

[0042] The technical solution of this embodiment achieves accurate identification of ship violations by using existing data that can be queried, such as ship AIS data sets, time rule constraints, and space rule constraints. It solves the technical problem that the current identification of ship violations mainly relies on video and image monitoring by camera devices or manual inspections, which makes it difficult to achieve comprehensive coverage and accurate response due to the large number of ships and their wide range of activities. It achieves the technical effect of improving the accuracy of ship violation identification at low cost by using existing data.

[0043] Optionally, based on the evidence of violation, the fishing vessel may be determined to have engaged in fishing in a prohibited fishing area, fishing during a prohibited fishing season, fishing beyond its designated area, using an inappropriate fishing method, or had an abnormal Automatic Identification System (AIS), including at least one of the following: Category 1: If the fishing vessel's behavior category is purse seine, trawl, gillnet, or longline fishing, and more than 30% of the longitude and latitude values ​​in the fishing vessel's AIS data set describe locations within the prohibited fishing zones defined by the fishing vessel spatial zoning, then the fishing vessel is determined to be operating in a prohibited fishing zone. The primary condition for operating in a prohibited fishing zone is that the fishing vessel is engaged in fishing activities, i.e., the fishing vessel's behavior category is purse seine, trawl, gillnet, or longline fishing. Under the condition of engaging in fishing activities, all AIS data in the fishing vessel's AIS data set is analyzed. If the fishing vessel is within a prohibited fishing zone for a certain proportion of time periods, it is determined to be operating in a prohibited fishing zone. If it only accidentally falls into a prohibited fishing zone, it is not determined to be operating in a prohibited fishing zone, thus preventing false judgments. In other words, the fishing vessel is allowed to pass through the prohibited fishing zone; only fishing activities conducted within the prohibited fishing zone are identified. It is important to note the time restrictions of the prohibited fishing zone, and fishing vessel time rules should be considered when necessary.

[0044] Category 2: When the fishing vessel's activity category is purse seine, trawling, gillnetting, or longline fishing, the longitude and latitude values ​​of the fishing vessel in AIS data are combined with the fishing vessel's time-related rules to determine whether the fishing vessel is operating during a closed fishing season. Closed fishing seasons and closed fishing areas are essentially interconnected. Closed fishing seasons need to consider regional restrictions; for example, fishing operations are prohibited in a certain area of ​​the East China Sea during a certain closed fishing season, while there are no restrictions on fishing operations in the South China Sea during the same period. It is also necessary to confirm relevant exclusionary constraints; for example, gillnetting in fishing operations may have special permits during closed fishing seasons in specific waters. Besides the process of identifying violations by fishing vessels operating during closed fishing seasons, the identification of violations by other vessels usually follows a three-factor combination judgment method. That is, it is necessary to consider whether the evidence for violation judgment matches the judgment rules, and also to consider whether there are exclusionary constraints. The overlap between the duration of fishing operations and the duration of the fishing ban period can be limited to more than 30 minutes, thereby excluding the possibility that fishing vessels may accidentally enter the fishing ban area for a short period of time. For example, if the overlap period is 245 minutes and the fishing vessel is located in the East China Sea, it can be determined that the fishing vessel is operating during the fishing ban period.

[0045] Category 3: When the fishing vessel's behavior is classified as purse seine, trawling, gillnetting, or longline fishing, based on the vessel's registration characteristics, spatial zoning restrictions, and the longitude and latitude values ​​of the fishing vessel in AIS data, it is determined that the fishing vessel is engaged in illegal fishing. For example... Figure 3 As shown, the fishing vessel behavior feature vector includes vessel registration features. For example, the unique hot code for the vessel registration feature is 000001000000000000000000000000000, where 32 bits represent 32 different vessel registrations, and the 6th bit being "1" indicates that the vessel registration is in Zhoushan, Zhejiang. Fishing vessels with different registrations have different restricted water areas for their fishing operations. By combining the vessel's location, it is determined whether illegal fishing has occurred. For example, if the longitude and latitude values ​​of the AIS data for more than 30 minutes in the fishing vessel's AIS data set both describe locations that cross the water boundary defined by the spatial zoning for fishing vessels registered in Zhoushan, Zhejiang, then the fishing vessel is determined to be illegally fishing. Furthermore, it can be limited to situations where the location described by the longitude and latitude values ​​of the AIS data crosses the water boundary by more than 1 nm before being used for illegal fishing determination, preventing false illegal fishing caused by location drift.

[0046] Category 4: Based on the fishing vessel license and the fishing vessel activity category, it is determined that the fishing vessel's operating method is inconsistent. The fishing vessel license records the permitted fishing activities of the vessel. For example, if a fishing vessel's license states that it can only engage in purse seine fishing, but the fishing vessel activity category in the evidence for determining the violation is trawling, it indicates that the fishing vessel's operating method is inconsistent.

[0047] Category 5: If the time interval between two adjacent fishing vessel behavior trajectory segments (first and second segments) is greater than 4 hours, and both segments represent fishing activities such as purse seine, trawling, gillnetting, and longline fishing, then the fishing vessel is considered to have an AIS anomaly. Since the time interval between adjacent AIS data segments is already considered when dividing the fishing vessel behavior trajectory segments, adjacent AIS data with excessively long time intervals will be assigned to different fishing vessel behavior trajectory segments. Therefore, when considering the existence of AIS anomalies, it is necessary to consider whether there is any illegal AIS shutdown between adjacent fishing vessel behavior trajectory segments. The two adjacent fishing vessel behavior trajectory segments are the first and second segments. If the time interval between the first and second segments is too long, it indicates that the AIS has been interrupted for a long time and then re-enabled. Furthermore, if both segments represent fishing operations, it indicates that there may be illegal fishing operations between the two segments. During fishing operations, shutting down AIS at night is a typical violation. To more accurately determine AIS anomalies, the time interval requirement between adjacent fishing vessel trajectory segments in the determination rules can be adjusted, not limited to 4 hours. The fishing vessel behavior category requirements between the first and second fishing vessel trajectory segments can also be adjusted, for example, determining which fishing vessel activities are more likely to result in AIS anomalies. By designing specific rules for determining fishing vessel violations, the accuracy of determining fishing in prohibited areas, fishing during prohibited periods, illegal fishing, non-compliant operating methods, and AIS anomalies has been improved.

[0048] The following is an application example of a method for identifying illegal fishing activities by fishing vessels: The target vessel is a fishing vessel, the fishing activity category is trawling, and the AIS data set of the fishing vessel includes 342 AIS data points. Of these, 322 AIS data points describe locations within prohibited fishing areas based on their longitude and latitude values, accounting for a proportion far greater than 30%. Therefore, it is determined that the fishing vessel is operating within a prohibited fishing area, and an accuracy rate of 0.95 can be output. It should be noted that the accuracy rate for operating within a prohibited fishing area is calculated by testing the test set; the ratio of correctly identified vessels operating within a prohibited fishing area to the total number of vessels correctly identified as operating within a prohibited fishing area is the accuracy rate for operating within a prohibited fishing area. The accuracy rates for identifying other illegal activities can be obtained similarly.

[0049] Optionally, based on the evidence of the merchant ship's violation, it is determined that the merchant ship has deviated from its course, sailed against the flow of traffic, illegally crossed the course, crossed a prohibited area, exceeded the speed limit, or illegally anchored, including at least one of the following: Category 1: If a merchant ship's behavior category is navigation, and the distance between the longitude and latitude values ​​of the first AIS data point in the merchant ship's AIS data set and the nearest waterway is less than a threshold, and the locations described by the longitude and latitude values ​​of AIS data points in the merchant ship's AIS data set with a duration exceeding 10 minutes are all outside the waterway, then the merchant ship is determined to have deviated from its waterway. The waterway information is derived from the merchant ship's spatial zoning. The primary condition for waterway deviation is that the merchant ship is navigating. Merchant ships that are berthed, anchored, or drifting are not considered to be violating waterway regulations. The advantage of this setting is that it avoids misjudging merchant ships anchored near the waterway as violating waterway regulations. Waterway violations include waterway deviation, going against the flow of traffic, and illegal crossing of the waterway. The above duration limit can be adjusted as needed and is not limited to 10 minutes.

[0050] Category 2: For merchant ships whose behavior category is navigation, the centroid of the curve formed by all locations described by the longitude and latitude values ​​of the AIS data in the merchant ship AIS data set is located in the lane of the lane separation system, and the average heading relative to the ground of the merchant ship behavior trajectory segment is... If the angle between the merchant ship and the prescribed course is greater than 150° and lasts for more than 5 minutes, it is determined that the merchant ship is sailing against the course. The average heading relative to the ground... The lane division information is calculated based on the merchant ship AIS data set and originates from the spatial zoning of merchant ships. By simultaneously limiting the course and duration of merchant ships within the lane, false reverse navigation caused by positioning drift is prevented. The selection of the included angle threshold of 150° and the duration of 5 minutes here is only an example. Further analysis of the test results on the test set can be conducted to balance accuracy and comprehensiveness, and a more suitable threshold can be found.

[0051] Category 3: If a merchant ship's behavior category is navigation, and the longitude and latitude values ​​described by the AIS data in the merchant ship's AIS dataset form a curve located in two or more lanes, and the angle between the tangent direction of the curve and the lane boundary at the intersection point is less than 70°, or the difference between the timestamp of the preceding AIS data and the following AIS data at the intersection point is greater than 15 minutes, then the merchant ship is determined to have illegally crossed the lane. Illegal crossing is intended to regulate the navigation behavior of ships crossing traffic lanes and prevent danger to other ships navigating normally. Navigation principles when crossing lanes include ensuring the bow is as perpendicular as possible to the overall flow direction of ships within the lane. This embodiment determines illegal crossings in two dimensions: the first is the direction the merchant ship travels between lanes, and the second is the speed of the merchant ship. If the speed is too slow, it will cause congestion and other problems for ships navigating normally. Specifically, a small angle between the transit route and the lane departure direction indicates insufficient transit angle; a transit duration greater than 15 minutes indicates excessively slow transit speed. Both the 70° angle threshold and the 15-minute timestamp difference threshold can be adjusted as needed.

[0052] Category 4: If the merchant ship's behavior category is navigation or drifting, and the longitude and latitude values ​​described in the merchant ship's AIS data set are partially or entirely located within a prohibited navigation area, and the merchant ship's license does not specifically permit the passage through the prohibited navigation area, then the merchant ship is deemed to have crossed a prohibited navigation area. The information regarding the prohibited navigation area originates from the merchant ship's spatial zoning. The determination of prohibited navigation area crossings fully considers the impact of exclusionary constraints, excluding cases requiring special permits.

[0053] Category 5: If a merchant ship's behavior category is navigation, and the location described by the longitude and latitude values ​​of its AIS data in the merchant ship AIS data set is within a speed-limited zone for more than 5 minutes, and simultaneously the AIS data's ground speed exceeds the speed limit, the merchant ship is deemed to have violated speeding regulations. The speed-limited zone information is derived from the merchant ship's spatial zoning. The aforementioned 5-minute time threshold for being within a speed-limited zone can be adjusted according to actual needs.

[0054] Category 6: If a merchant ship's behavior category is anchoring, berthing, or waiting to berth outside the port, and the location described by the longitude and latitude values ​​of the AIS data in the merchant ship's AIS data set is located within a non-designated anchorage for more than 30 minutes, the merchant ship is determined to be anchoring illegally. The information regarding the non-designated anchorage is derived from the merchant ship's spatial zoning restrictions. By designing specific rules for determining merchant ship violations, the accuracy of determining channel deviation, channel reversal, illegal crossing, crossing of prohibited areas, speeding violations, and illegal anchoring has been improved.

[0055] The following is an application example of a method for identifying merchant ship violations: The target vessel is a merchant ship, and its behavior category is navigation. The centroid of the curve formed by all positions described by the longitude and latitude values ​​of the AIS data in the merchant ship's AIS dataset is located in the lane of the lane separation scheme. The average value of the merchant ship's behavior trajectory segment... The angle between the two is 175°, the course deviation is 95°, the course deviation is 270°, and the deviation persists for 22 minutes. This indicates the merchant ship is sailing against the flow of traffic. Along with the determination result, the system can also output the longitude and latitude values ​​(121.85°, 31.18°) of the first AIS data point in the time sequence indicating the merchant ship is sailing against the flow of traffic, the determination accuracy rate of 95%, and the relevant regulatory clause "COLREGs Article 10".

[0056] Example 2 This embodiment discloses another method for identifying vessel violations. The difference from Embodiment 1 lies in optimizing the process of determining the vessel's violation based on evidence of merchant vessel violations. The method involves determining whether the merchant vessel failed to yield in a timely manner, failed to yield sufficiently, or failed to turn right upon encountering another vessel, including steps S410-S440. Failure to yield in a timely manner, insufficient yielding, and failure to turn right upon encountering another vessel constitute collision avoidance violations, involving encounters between two vessels. Therefore, only by employing a reasonable algorithm can the computational difficulty and workload be effectively reduced.

[0057] S410. When the behavior category of the merchant ship and the adjacent ship is navigation, the relative position and relative speed of the merchant ship and the adjacent ship at each time point are obtained based on the merchant ship AIS data set and the adjacent ship AIS data set. Figure 2 As shown, the merchant ship AIS dataset and the neighboring ship AIS dataset have the same format. However, the AIS data in the merchant ship AIS dataset and the AIS data in the neighboring ship AIS dataset are not strictly aligned in terms of sampling timestamps. For example, the timestamp of a merchant ship AIS data is "2026-01-22T02:32:08Z", while the timestamp of the neighboring ship AIS data closest to it in time is "2026-01-22T02:32:10Z", meaning the two AIS data differ by 2 seconds. Specifically, a preset time threshold is used. (For example, 3 seconds) is used as an approximate criterion, when the time difference between the merchant ship's AIS data timestamp and the nearest neighboring ship's AIS data timestamp... When an approximation is used, the two AIS data points are treated as the same point in time for calculation; when > At that time, the virtual AIS data of the neighboring ship at the timestamp of the merchant ship's AIS data is obtained by linear interpolation.

[0058] AIS data includes longitude, latitude, ground speed, and ground heading, so the relative position and relative speed between the merchant ship and the neighboring ship can be calculated, where the relative position and relative speed are both vectors.

[0059] At the same time point Above, the location of the merchant ship The speed of merchant ships The position of the adjacent ship The speed of neighboring ships , among which position The speed is obtained based on the longitude and latitude values. The relative positions of the merchant ship and the adjacent ship are determined based on the speed over ground (SOG) and course over ground (COG). relative speed .

[0060] S420. Based on the relative position and relative speed, obtain the closest point of approach (CPA) and the time to the closest point of approach (TCPA) between the merchant ship and the neighboring ship at each time point. The closest point of approach (CPA) refers to the minimum spatial distance that the two ships can reach during future navigation while maintaining their current course and speed; the time to the closest point of approach (TCPA) refers to the time required for the two ships to reach the minimum spatial distance from the current moment. , | +TCPA Regarding the boundary conditions, when the two ships are relatively stationary, TCPA is infinite, and CPA = | |; If TCPA is less than 0, it means that the most recent encounter point has passed.

[0061] S430. If both CPA and TCPA at the first time point meet the threshold, the merchant ship and the neighboring ship are classified into situations based on the merchant ship's AIS data and the neighboring ship's AIS data at the first time point. The situations include at least one of encounter situation, crossing situation, overtaking situation, and irrelevant situation. In this embodiment, the two ships are considered to have encounter risk only if both CPA and TCPA meet the threshold. By setting the threshold, neighboring ship AIS data with detailed analysis value can be quickly filtered out. Although in Embodiment 1, neighboring ship AIS data sets were found in massive amounts of data through time binning and spatial gridding, the number of neighboring ships is usually still too large. Performing subsequent complete calculations on each neighboring ship AIS data set would waste computing resources. Therefore, CPA and TCPA thresholds are set to identify neighboring ships with encounter risk among many neighboring ships. For example, the CPA and TCPA thresholds can be categorized based on the merchant ship's location. When the merchant ship is in a port area, the CPA threshold is 0.5 nm and the TCPA threshold is 10 min; when the merchant ship is in open sea, the CPA threshold is 1.0 nm and the TCPA threshold is 10 min. If both the CPA and TCPA at the first time point are less than the threshold, it is determined that the merchant ship and the neighboring ship have a meeting risk at the first time point. If either threshold is not met, the merchant ship and the neighboring ship do not have a meeting risk at the first time point. The "first" in "first time point" only refers to a specific time point and does not indicate any order. Since meeting involves the analysis and judgment of two navigating vessels, and the relative motion of the two ships is symmetrical, the identities of the merchant ship and the neighboring ship are essentially interchangeable. For the process of identifying the neighboring ship's violations, the calculation data of the merchant ship can be used, thus reducing the overall computational load.

[0062] Optionally, based on the merchant ship's AIS data and the neighboring ship's AIS data at the first time point, the situation of the merchant ship and the neighboring ship at the first time point is classified, including steps S431 to S433. The situation of the merchant ship and the neighboring ship includes a face-to-face situation, a crossing situation, and an overtaking situation. These three situations are prerequisites for generating the right-of-way duty, so other situations are defined as irrelevant situations. A face-to-face situation refers to two ships meeting on opposite or nearly opposite courses with a collision risk; a crossing situation refers to two ships meeting on intersecting courses with a collision risk; an overtaking situation refers to a vessel catching up with and overtaking another vessel from a direction greater than 22.5° aft of its beam.

[0063] S431. Based on the longitude and latitude values ​​of the merchant ship and the adjacent ship, determine the positions of the merchant ship and the adjacent ship. Taking the position of the merchant ship as the origin, and the direction pointed to by the bow of the merchant ship as 0°, rotate clockwise by an angle... Pointing to the location of the neighboring ship, , The relative bearing of the merchant ship to the neighboring ship is given. This embodiment uses algorithm design to mathematically abstract the ship's situation, thereby obtaining a situation classification based on the merchant ship's AIS data and the neighboring ship's AIS data.

[0064] S432, according to the bow direction of the merchant ship and the bow of the neighboring ship The angle between the bows of the two ships is obtained. .

[0065] S433, Based on relative orientation Angle with bow The situation is classified for merchant ships and neighboring ships at the first point in time. Specifically, in ,and In this situation, merchant ships and neighboring ships are in a head-on encounter; In this situation, merchant ships and neighboring ships are in an overlapping posture; or ,and When a merchant ship's speed relative to the ground is greater than that of an adjacent ship, the merchant ship and the adjacent ship are in an overtaking situation. When a merchant ship overtakes an adjacent ship, the merchant ship will be positioned within a fan-shaped area of ​​±22.5° aft of the adjacent ship's stern. It should be noted that this crossing situation determination only applies to situations where the merchant ship may have a yielding obligation; it does not consider situations where the merchant ship has a yielding obligation. Because of the restrictions, there is a phenomenon where situations that do not belong to the cross-situation are included. The angles described in each situation can be adjusted as needed to achieve a more accurate classification effect.

[0066] S440. Based on the situation classification, determine whether the merchant ship failed to give way in a timely manner, gave way insufficiently, or failed to turn right when encountering another vessel. This specifically includes steps S441 to S443. In a head-on encounter situation, both vessels have the obligation to give way; in a crossing situation, the vessel seeing the other vessel on its starboard side has the obligation to give way; in an overtaking situation, the overtaking vessel has the obligation to give way.

[0067] S441. Determine the right-of-way responsibility of the merchant ship based on the situation classification. Since the merchant ship is used as the right-of-way vessel in the judgment process of encountering and overtaking situations in step S433, it is assumed that the merchant ship has the responsibility to give way. Of course, the right-of-way responsibility of the merchant ship at the first time point can also be judged a second time, for example, by using the bow direction of the adjacent ship as a reference, to verify the result of the right-of-way responsibility determination in reverse.

[0068] S442. Based on the merchant ship AIS data set and the neighboring ship AIS data set, obtain the first merchant ship AIS data set and the first neighboring ship AIS data set within K minutes after the first time point. Each of the first merchant ship AIS data set and the first neighboring ship AIS data set includes one or more AIS data entries. After determining that the merchant ship has a yielding obligation, it is necessary to further determine whether the merchant ship has performed yielding behavior and produced a positive effect in the subsequent time period. The time range K can be selected as needed to accurately identify violations such as untimely yielding; for example, K can be chosen as 3 minutes. The term "first" in the first merchant ship AIS data set and the first neighboring ship AIS data set only refers to a specific AIS data set and does not indicate any order.

[0069] S443. Based on the situation classification, the merchant ship's responsibilities, and the first merchant ship's AIS data set, it is determined that the merchant ship failed to give way in a timely manner, gave way insufficiently, and failed to turn right when encountering the enemy.

[0070] Specifically, in the context of a confrontation situation and the ground heading of the last AIS data in the first merchant ship AIS data set. Ground heading with the first AIS data The difference Not satisfied In the event of such a situation, it is determined that the merchant ship failed to turn right upon encountering an enemy.

[0071] The situation is a crossroads, the merchant ship's duty is to give way, and the first point in time. , Furthermore, the ground speed of the last AIS data entry in the first merchant ship AIS data set. Ground speed with the first AIS data The difference satisfy In this case, it is determined that the merchant ship failed to yield in a timely manner. The prerequisite for a merchant ship's failure to yield in a timely manner is that the two vessels are in a crossing situation, and the merchant ship is the one yielding. This is determined by limiting the first point in time. Ensuring that merchant ships give way is urgent. and This proves that the merchant ship did not take sufficient yielding action or effective deceleration within the time range K, and therefore it was determined that the yielding was not timely.

[0072] The situation described is either an overtaking or crossing situation, and the merchant ship's duty is to give way. , If the CPA (Cost Per Acquisition) does not increase, the merchant ship is deemed to have failed to give way sufficiently. The prerequisite for insufficient giving way is that the two vessels are in an overtaking or crossing situation, and the merchant ship is the one giving way. This is further limited by... , The fact that CPA did not increase does not only focus on whether merchant ships took sufficient yielding maneuvers and reduced speed, but also evaluates the results. As long as CPA increases, it means that the actions taken have been effective, and the judgment criteria are more humane.

[0073] The technical solution of this embodiment abstracts complex regulations into an algorithm system by designing an algorithm, and uses a computer to quickly and accurately identify violations during the encounter between two ships.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for identifying ship violations, characterized in that, include: Obtain the vessel type of the target vessel, which includes fishing vessels and merchant ships; When the vessel type is a fishing vessel, obtain evidence of fishing vessel violation determination. The evidence of fishing vessel violation determination includes fishing vessel behavior category and fishing vessel behavior feature vector characterizing the fishing vessel behavior trajectory segment, fishing vessel automatic identification system AIS data set, fishing vessel time rule limit, fishing vessel spatial zoning limit and / or fishing vessel license. When the vessel type is a merchant ship, obtain evidence of merchant ship violation determination. The evidence of merchant ship violation determination includes merchant ship behavior category and merchant ship AIS data set characterizing the merchant ship behavior trajectory segment, merchant ship spatial zoning limit, merchant ship license, neighboring vessel behavior category and / or neighboring vessel AIS data set. The violation of the vessel is determined based on the evidence of violation of the fishing vessel or the evidence of violation of the merchant vessel. The fishing vessel AIS data set, the merchant ship AIS data set, and the neighboring vessel AIS data set all include multiple AIS data entries. The AIS data entries are point-in-time data, and each AIS data entry includes the vessel's timestamp, longitude, latitude, ground speed, ground heading, and bow direction at the current time. The fishing vessel behavior categories include at least one of purse seine, trawling, gillnetting, longline fishing, drifting, sailing, berthing, and anchoring; the merchant ship behavior categories include at least one of maritime transshipment, pilotage to and from port, berthing for loading and unloading, waiting to berth outside port, drifting, sailing, berthing, and anchoring; the fishing vessel behavior feature vector includes regional type features and ship registration features. The neighboring vessel AIS data set is obtained using a two-level indexing method of time bucketing and spatial grid. The time bucket granularity is in the range of 5 min to 15 min, and the grid side length of the spatial grid is in the range of 5 nm to 15 nm. The neighboring vessel behavior category corresponding to the neighboring vessel AIS data set is navigation.

2. The method for identifying ship violations according to claim 1, characterized in that, The violation of the vessel is determined based on the evidence of violation by the fishing vessel or the evidence of violation by the merchant vessel, including: Based on the evidence of the fishing vessel violation, the fishing vessel is determined to have at least one of the following violations: operating in a prohibited fishing area, operating during a prohibited fishing period, fishing outside the designated area, non-compliant operating methods, abnormal Automatic Identification System (AIS) operation, and no violation. Based on the evidence of the merchant ship's violation, the merchant ship is found to have committed at least one of the following violations: failure to yield in a timely manner, insufficient yielding, failure to turn right upon encountering another vessel, deviation from the channel, sailing against the flow of traffic, illegal crossing, crossing a prohibited area, speeding, illegal anchoring, or no violation.

3. The method for identifying ship violations according to claim 2, characterized in that, Based on the evidence of the merchant ship's violation, it was determined that the merchant ship failed to yield in a timely manner, failed to yield sufficiently, and failed to turn right upon encountering the other vessel, including: When the behavior category of the merchant ship and the neighboring ship is navigation, the relative position and relative speed of the merchant ship and the neighboring ship at each time point are obtained based on the merchant ship AIS data set and the neighboring ship AIS data set. Based on the relative position and relative speed, the nearest encounter distance CPA and the time to the nearest encounter point TCPA between the merchant ship and the neighboring ship at each time point are obtained; If both CPA and TCPA meet the threshold at the first time point, the situation of the merchant ship and the neighboring ship at the first time point is classified according to the merchant ship AIS data and the neighboring ship AIS data at the first time point. The situation includes at least one of the following: encounter situation, cross situation, overtaking situation and irrelevant situation. Based on the situation classification, the merchant ship was found to have failed to yield in a timely manner, failed to yield sufficiently, and failed to turn right when encountering the enemy.

4. The method for identifying ship violations according to claim 3, characterized in that, Based on the merchant ship's AIS data and the neighboring ship's AIS data at the first time point, the situation of the merchant ship and the neighboring ship at the first time point is classified, including: The positions of the merchant ship and the adjacent ship are determined based on their longitude and latitude values. Using the merchant ship's position as the origin, and the direction the merchant ship's bow points as 0°, the angle is rotated clockwise. Pointing to the location of the neighboring ship, , The relative bearing of the merchant ship to the adjacent ship; According to the bow direction of the merchant ship and the bow of the neighboring ship The angle between the bows of the two ships is obtained. ; According to relative orientation Angle with bow The situation of merchant ships and neighboring ships at the first point in time is classified.

5. The method for identifying ship violations according to claim 4, characterized in that, According to relative orientation Angle with bow The situation of merchant ships and neighboring ships at the first point in time is classified, including: exist ,and In such circumstances, merchant ships and neighboring ships are in a head-on encounter situation; exist In this situation, merchant ships and neighboring ships are in an overlapping posture; exist or ,and When a merchant ship's speed relative to the ground is greater than that of a neighboring ship, the merchant ship and the neighboring ship are in a chasing and overtaking situation.

6. The method for identifying ship violations according to claim 5, characterized in that, Based on the situation classification, the merchant ship was found to have failed to yield in a timely manner, yielded insufficiently, or failed to turn right upon encountering the enemy, including: The right-of-way duty of the merchant ship is determined based on the situation classification. Based on the merchant ship AIS data set and the neighboring ship AIS data set, the first merchant ship AIS data set and the first neighboring ship AIS data set within K minutes after the first time point are obtained. The first merchant ship AIS data set and the first neighboring ship AIS data set each include one or more AIS data sets. Based on the situation classification, the merchant ship's responsibilities, and the first merchant ship's AIS data set, it was determined that the merchant ship failed to give way in a timely manner, did not give way sufficiently, and failed to turn right when encountering the enemy.

7. The method for identifying ship violations according to claim 6, characterized in that, Based on situation classification, merchant ship responsibilities, and the first merchant ship AIS data set, it was determined that the merchant ship failed to yield in a timely manner, yielded insufficiently, and failed to turn right upon encountering the enemy, including: The situation is a head-on encounter situation, and the ground heading of the last AIS data in the first merchant ship AIS data set is... Ground heading with the first AIS data The difference Not satisfied In the event that the merchant ship failed to turn right during an encounter, the court determined that the merchant ship was not in a position to turn right. The situation is a crossroads, the merchant ship's duty is to give way, and the first point in time. , Furthermore, the ground speed of the last AIS data entry in the first merchant ship AIS data set. Ground speed compared to the first AIS data The difference satisfy In the case of the aforementioned merchant ship, it is determined that the merchant ship failed to give way in a timely manner; The situation described is either an overtaking or crossing situation, and the merchant ship's duty is to give way. , If the CPA does not increase, it is determined that the merchant ship did not give way sufficiently.

8. The method for identifying ship violations according to claim 2, characterized in that, Based on the evidence of violations by the fishing vessel, it is determined that the fishing vessel engaged in fishing in a prohibited fishing area, fishing during a prohibited fishing period, fishing beyond its designated boundaries, using inappropriate fishing methods, or had an abnormal AIS (Air Signal System) operation, including at least one of the following: If the fishing vessel's behavior category is purse seine, trawling, gillnetting, or longline fishing, and more than 30% of the longitude and latitude values ​​of the fishing vessel's AIS data set describe locations within the prohibited fishing areas defined by the fishing vessel spatial zoning, then the fishing vessel is determined to be operating in a prohibited fishing area. When the fishing vessel's behavior is classified as purse seine, trawling, gillnetting, or longline fishing, the longitude and latitude values ​​of the fishing vessel in the AIS data are used to determine that the fishing vessel is operating during the closed season. When the fishing vessel's behavior is classified as purse seine, trawling, gillnetting, or longline fishing, the vessel is determined to be fishing outside its designated area by combining its registration characteristics, spatial zoning of the fishing vessel, and the longitude and latitude values ​​of the fishing vessel in AIS data. Based on the fishing vessel license and the fishing vessel activity category, it was determined that the fishing vessel's operating method was inconsistent. If the time interval between two adjacent fishing vessel behavior trajectory segments is greater than 4 hours, and the fishing vessel behavior categories of the first and second fishing vessel behavior trajectory segments are all one of the following: purse seine, trawling, gillnetting, and longline fishing, then the fishing vessel is determined to have an AIS anomaly.

9. The method for identifying ship violations according to claim 2, characterized in that, Based on the evidence of the merchant ship's violation, it is determined that the merchant ship deviated from the channel, sailed against the flow of traffic, or illegally crossed the channel, including at least one of the following: If the merchant ship's behavior category is navigation, and the distance between the location described by the longitude and latitude values ​​of the first AIS data in the merchant ship AIS data set and the nearest waterway is less than a threshold, and the locations described by the longitude and latitude values ​​of AIS data in the merchant ship AIS data set with a duration of more than 10 minutes are all outside the waterway, then it is determined that the merchant ship has deviated from the waterway. The waterway information is derived from the merchant ship spatial zoning limit. In the merchant ship behavior category of navigation, the centroid of the curve formed by all locations described by the longitude and latitude values ​​of the AIS data in the merchant ship AIS data set is located in the lane of the lane separation system, and the average heading relative to the ground of the merchant ship behavior trajectory segment is also located within the lane. If the angle between the merchant ship and the prescribed course is greater than 150° and lasts for more than 5 minutes, it is determined that the merchant ship is sailing against the course. The average heading relative to the ground... The information on the lane division is calculated based on the merchant ship AIS data set and originates from the spatial zoning of merchant ships. If a merchant ship's behavior category is navigation, and the curve formed by all the locations described by the longitude and latitude values ​​of the AIS data in the merchant ship's AIS data set is located in two or more lanes, and the tangent direction at the intersection point of the curve and the lane boundary is less than 70°, or the difference between the timestamp of the previous AIS data and the timestamp of the next AIS data at the intersection point is greater than 15 minutes, then the merchant ship is determined to have illegally crossed the line.

10. The method for identifying ship violations according to claim 2, characterized in that, Based on the evidence of the merchant ship's violation, it is determined that the merchant ship violated regulations by crossing a prohibited area, speeding, or anchoring illegally, including at least one of the following: If a merchant ship's behavior category is navigation or drifting, and the location described by the longitude and latitude values ​​of the AIS data in the merchant ship's AIS data set is partially or entirely within a restricted area, and the merchant ship's license does not specifically permit the restricted area, it is determined that the merchant ship has crossed a restricted area. The information on the restricted area is derived from the merchant ship's spatial zoning. If a merchant ship's behavior category is navigation, and the location described by the longitude and latitude values ​​of the AIS data in the merchant ship AIS data set is within a speed limit zone for more than 5 minutes, and the ground speed of the AIS data is greater than the speed limit value, the merchant ship is determined to have violated the speed limit rule. The information on the speed limit zone is derived from the spatial zoning of the merchant ship. If a merchant ship's behavior category is anchoring, berthing, or waiting to berth outside the port, and the location described by the longitude and latitude values ​​of the AIS data in the merchant ship's AIS data set is located in a non-designated anchorage for more than 30 minutes, it is determined that the merchant ship is anchoring illegally. The information on the non-designated anchorage is derived from the spatial zoning of the merchant ship.

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