CN111929713A

CN111929713A - Ship lockage control device, method and terminal

Info

Publication number: CN111929713A
Application number: CN202010573309.5A
Authority: CN
Inventors: 安小刚; 李林; 顾群; 张钊; 朱玮玮
Original assignee: China Waterborne Transport Research Institute
Current assignee: China Waterborne Transport Research Institute
Priority date: 2020-06-22
Filing date: 2020-06-22
Publication date: 2020-11-13
Anticipated expiration: 2040-06-22
Also published as: CN111929713B

Abstract

The invention discloses a ship lockage control device, a method and a terminal, wherein the device comprises: the positioning unit is used for acquiring the position information of the positioning unit and sending the position information to the main control unit; the verification unit is used for acquiring and verifying the identity information of the crew; the main control unit is used for determining whether the positioning unit is detached in the current driving route of the ship or not, verifying the identity of a crew based on the identity information under the condition that the positioning unit is not detached, and generating a verification passing instruction after the verification is passed; and generating a reminding message that the positioning unit is detached in the current driving route of the ship under the condition that the positioning unit is detached. According to the scheme, the problem that the safety and the orderliness of ship lockage are influenced due to the fact that the ship position is inconsistent with the declared position when the ship is in lockage can be solved, and the effects that the safety of ship lockage is improved and the shipping order is maintained by checking the ship position and the declared position when the ship is in lockage are achieved.

Description

Ship lockage control device, method and terminal

Technical Field

The invention belongs to the technical field of ship control, and particularly relates to a ship lockage control device, a ship lockage control method and a ship lockage control terminal, in particular to a ship lockage control device, a multifunctional Beidou ship-borne intelligent terminal with the ship lockage control device, and a ship lockage control method of the terminal.

Background

In recent years, with the strategic and deep promotion of the economic zone of the Yangtze river, the navigation environment is greatly changed, the number of ships passing through the dam is increased, the lock transportation amount is greatly increased, and the lock passing demand of water areas such as the three gorges and the Guzhou dam is gradually increased.

In order to pass a lock as soon as possible, some ships adopt an improper means to make false ship position information for passing the lock and declare and confirm the arrival of an anchor, so that the normal passing lock organization order of the ships is disturbed, and the safety of the passing lock of the ships is influenced. For example: some ships are provided with positioning devices for positioning ship position information, but some ships disassemble positioning facilities for reporting the passing gate in advance, and convey the positioning devices to reporting positions through other rapid transportation modes such as roads and railways so as to extract and report the passing gate on the ships of the ships by using the positioning facilities at the reporting positions; in fact, the ship position of the ship side is greatly different from the declared position, and the shipping order and the fairness are seriously disturbed.

The above is only for the purpose of assisting understanding of the technical aspects of the present invention, and does not represent an admission that the above is prior art.

Disclosure of Invention

The invention aims to solve the problems that the safety and the orderliness of ship lockage are influenced due to the fact that the position of a ship is inconsistent with the declared position when the ship is in lockage, and achieves the effects of improving the safety of the ship lockage and maintaining the shipping order by checking the position of the ship and the declared position when the ship is in lockage.

The invention provides a ship lockage control device, comprising: the device comprises a main control unit, a positioning unit, a display unit and a verification unit; the positioning unit is used for acquiring position information of the positioning unit and sending the acquired position information to the main control unit so as to realize positioning of the ship position when the ship is subjected to brake-passing declaration; the verification unit is used for acquiring and verifying the identity information of the crew; the main control unit is used for determining whether the positioning unit is detached in the current driving route of the ship or not, verifying the identity of a crew on the basis of the acquired identity information of the crew under the condition that the positioning unit is not detached in the current driving route of the ship, generating a verification passing instruction after the verification passes, and controlling the ship to pass through a lock on the basis of the verification passing instruction, the position of the ship during the lock passing and control information input by a user; and generating a reminding message that the positioning unit is detached in the current driving route of the ship under the condition that the positioning unit is detached in the current driving route of the ship.

Optionally, the determining, by the main control unit, whether the positioning unit is removed in the current driving route of the ship includes: acquiring the last piece of positioning information, namely first positioning information, stored by a positioning unit under the condition of antenna removal; acquiring a latest piece of positioning information, namely second positioning information, acquired by the positioning unit under the condition that the antenna is accessed again; and determining whether the positioning unit is dismantled in the current driving route of the ship according to the first positioning information and the second positioning information.

Optionally, the acquiring, by the main control unit, the last piece of positioning information stored by the positioning unit under the condition of antenna removal includes: determining whether a main power supply of the positioning unit cuts off signal access; under the condition that a main power supply of the positioning unit is cut off and a signal is switched on, controlling a standby power supply of the positioning unit to start; determining whether an antenna signal of a positioning unit can be received; if the antenna signal of the positioning unit cannot be received, determining that the antenna is removed, and storing the last piece of positioning information of the positioning unit; and/or, the main control unit acquires the latest piece of positioning information acquired by the positioning unit under the condition that the antenna is reconnected, and the method comprises the following steps: determining whether an antenna signal of a positioning unit can be received; and if the antenna signal of the positioning unit can be received, acquiring the latest piece of positioning information of the positioning unit.

Optionally, the first positioning information includes: first location information and first time information; second positioning information comprising: second location information and second time information; the main control unit determines whether the positioning unit is detached in the current driving route of the ship according to the first positioning information and the second positioning information, and the method comprises the following steps: determining the driving time required by the ship to drive from the first positioning information to the second positioning information according to the driving speed of the ship on the current driving route; and determining a time difference between the second time information and the first time information; determining whether the travel time is greater than the time difference and determining whether a difference between the travel time and the time difference is greater than a set threshold; if the running time is greater than the time difference and the difference between the running time and the time difference is greater than a set threshold value, determining that the positioning unit is detached in the current running route of the ship; and if the running time is less than the time difference, or the running time is greater than the time difference, but the difference value between the running time and the time difference is less than or equal to a set threshold value, determining that the positioning unit is not dismantled in the current running route of the ship.

Optionally, wherein the main control unit includes: the device comprises a CPU module, a communication module and a storage module; the communication module and the storage module are respectively connected to the CPU module; and/or, a verification unit comprising: the system comprises an identity verification module, a fingerprint verification module and/or a double-camera acquisition module; the identity authentication module is used for acquiring identity information input by a crew; the fingerprint verification module is used for collecting fingerprint information of the crew; the double-camera acquisition module is used for acquiring the face information and/or the iris information of the crew; and/or, a positioning unit comprising: a satellite positioning unit; a satellite positioning unit comprising: AIS radio frequency board.

Optionally, the method further comprises: the device comprises a voice unit, a key unit, an interface unit and/or a display unit; the positioning unit is also used for receiving navigation information and/or alarm information; the voice unit is used for playing the verification passing information under the condition that the main control unit generates the verification passing instruction, or playing the reminding message under the condition that the main control unit generates the reminding message; and/or playing the navigation information and/or the alarm information under the condition that the main control unit receives the navigation information and/or the alarm information; wherein, speech unit includes: a double horn; and/or, a key unit for providing a plurality of keys to realize the function selection of the ship control; wherein, the button unit includes: the key module comprises a plurality of key modules and an indicator light module matched with each key module; a plurality of key modules comprising: a switch key, an SOS key, a river map key, a declaration key and/or a security check key; and/or, the interface unit, is used for providing the external connection interface, power interface, and/or data transmission interface for the master control unit; the positioning unit is connected with the main control unit through the interface unit; and/or the display unit is used for displaying the ship position obtained by positioning of the positioning unit, the identity information of the crew collected by the verification unit, a verification passing instruction generated by the main control unit or a reminding message initiated by the main control unit, and/or receiving and displaying control information input by a user; a display unit comprising: a display screen and/or a touch screen of a set size.

In accordance with the above apparatus, a further aspect of the present invention provides a terminal, including: the ship lockage control device is described above.

In another aspect, the invention provides a ship lockage control method for a terminal, which is matched with the terminal, and includes: the positioning unit is used for acquiring the position information of the positioning unit and sending the acquired position information to the main control unit so as to realize the positioning of the ship position when the ship is in lockage declaration; through the verification unit, acquiring and verifying identity information of a crew; determining whether the positioning unit is detached in the current driving route of the ship or not through the main control unit, verifying the identity of a crew on the basis of the acquired identity information of the crew under the condition that the positioning unit is not detached in the current driving route of the ship, generating a verification passing instruction after the verification passes, and controlling the ship to pass through a lock on the basis of the verification passing instruction, the ship position during the lock passing and control information input by a user; and generating a reminding message that the positioning unit is detached in the current driving route of the ship under the condition that the positioning unit is detached in the current driving route of the ship.

Optionally, determining, by the main control unit, whether the positioning unit is removed in the current driving route of the ship includes: acquiring the last piece of positioning information, namely first positioning information, stored by a positioning unit under the condition of antenna removal; acquiring a latest piece of positioning information, namely second positioning information, acquired by the positioning unit under the condition that the antenna is accessed again; and determining whether the positioning unit is dismantled in the current driving route of the ship according to the first positioning information and the second positioning information.

Optionally, the obtaining, by the main control unit, the last piece of positioning information saved by the positioning unit under the condition of antenna removal includes: determining whether a main power supply of the positioning unit cuts off signal access; under the condition that a main power supply of the positioning unit is cut off and a signal is switched on, controlling a standby power supply of the positioning unit to start; determining whether an antenna signal of a positioning unit can be received; if the antenna signal of the positioning unit cannot be received, determining that the antenna is removed, and storing the last piece of positioning information of the positioning unit; and/or, obtaining a latest piece of positioning information acquired by the positioning unit under the condition that the antenna is reconnected through the main control unit, wherein the method comprises the following steps: determining whether an antenna signal of a positioning unit can be received; and if the antenna signal of the positioning unit can be received, acquiring the latest piece of positioning information of the positioning unit.

Optionally, the first positioning information includes: first location information and first time information; second positioning information comprising: second location information and second time information; determining whether the positioning unit is detached in the current driving route of the ship or not through the main control unit according to the first positioning information and the second positioning information, wherein the determining step comprises the following steps: determining the driving time required by the ship to drive from the first positioning information to the second positioning information according to the driving speed of the ship on the current driving route; and determining a time difference between the second time information and the first time information; determining whether the travel time is greater than the time difference and determining whether a difference between the travel time and the time difference is greater than a set threshold; if the running time is greater than the time difference and the difference between the running time and the time difference is greater than a set threshold value, determining that the positioning unit is detached in the current running route of the ship; and if the running time is less than the time difference, or the running time is greater than the time difference, but the difference value between the running time and the time difference is less than or equal to a set threshold value, determining that the positioning unit is not dismantled in the current running route of the ship.

According to the scheme of the invention, the capabilities of seaman in the aspects of ship navigation, ship collision prevention and the like by using AIS navigation aid equipment are improved by utilizing various functions of the shipborne automatic identification system, and the application of AIS in the aspects of maritime management, port navigation, ship collision prevention and the like can be analyzed according to the basic functions of the shipborne AIS and by combining with modern communication navigation equipment, so that the maritime navigation safety of the ship is improved.

Furthermore, according to the scheme of the invention, a single-mode dual-frequency Beidou positioning mode is adopted, and a binocular camera identification mode, a fingerprint identification mode and an identity card identification verification mode are comprehensively applied, so that the number of ship personnel and information of the ship personnel are checked, the security inspection efficiency is improved, the Beidou positioning precision can be greatly improved, and the ship passing efficiency is improved.

Therefore, according to the scheme of the invention, by adopting the positioning unit, the verification unit such as the identity verification module, the main control unit such as the AIS main control board and the like, various functions of the ship terminal can be realized through data fusion of the AIS radio frequency board and the main base board, whether the positioning unit is disassembled can be detected to ensure the accuracy of position information provided by the positioning module when the ship gates are reported, the problem that the safety and the orderliness of ship gates are influenced due to the inconsistency of the ship position and the reporting position when the ship passes the gates is solved, and the effects of improving the safety of the ship gates and maintaining the shipping order by checking the ship position and the reporting position when the ship passes the gates are achieved.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

The technical solution of the present invention is further described in detail by the accompanying drawings and embodiments.

Drawings

Fig. 1 is a schematic structural diagram of an embodiment of a ship lockage control device according to the present invention;

FIG. 2 is a schematic diagram illustrating the electrical operation of the terminal according to an embodiment of the present invention;

fig. 3 is a schematic view of a terminal remote declaration and security check function service flow of an embodiment of the terminal of the present invention;

FIG. 4 is a block diagram of a terminal module of a ship-borne terminal according to an embodiment of the present invention;

FIG. 5 is a schematic structural diagram of a single Beidou shipborne intelligent terminal module according to an embodiment of the terminal of the invention;

FIG. 6 is a schematic view illustrating a ship lock-passing control flow according to an embodiment of the terminal of the present invention;

FIG. 7 is a flowchart illustrating an embodiment of a ship lock control method of the terminal according to the present invention;

fig. 8 is a schematic flowchart illustrating an embodiment of determining, by a main control unit, whether a positioning unit is removed in a current driving route of a ship in the ship lockage control method of the terminal according to the present invention;

fig. 9 is a schematic flowchart of an embodiment of acquiring, by a main control unit, the last piece of positioning information stored by a positioning unit under an antenna removal condition in the ship lockage control method of the terminal according to the present invention;

fig. 10 is a schematic flowchart of an embodiment of acquiring, by a main control unit, a latest piece of positioning information acquired by a positioning unit under a condition that an antenna is reconnected in the ship lockage control method of the terminal according to the present invention;

fig. 11 is a schematic flowchart illustrating an embodiment of determining, by the main control unit, whether the positioning unit is removed in the current driving route of the ship according to the first positioning information and the second positioning information in the ship lockage control method of the terminal according to the present invention;

fig. 12 is a schematic view of an offline information obtaining process according to an embodiment of the terminal of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the specific embodiments of the present invention and the accompanying drawings. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The water area under the administration of the Changjiang three gorges navigation administration is positioned at the junction of the upper reaches and the midstream of the Changjiang river and spans two world-level large-scale hydro hubs of the three gorges and the Guzhou dam. The navigation environment is greatly changed along with the construction of the three gorges hydro-junction project, dam-passing ships are increased, the brake-passing transport capacity is greatly increased, and the navigation order and the transport pattern are greatly changed. In the aspect of ship lockage, a good lockage order can be established by utilizing a ship accurate positioning means, the ship lockage efficiency is improved, and the method is one of important links for promoting the stable development of the Yangtze river economic zone.

With the continuous development of information, communication and network technologies and the continuous improvement of personalized requirements and service requirements, a generation of terminals have many problems. For example: the positioning accuracy of the ship is not high, signal drift exists, and the phenomenon that the ship walks on the shore often appears on an electronic channel map; the individual ship owner has a speculative behavior, and in order to realize the purpose of preferential lockage of the fleet, the GPS positioning terminal is disassembled to reach the lockage declaration position in advance, and the lockage plan is declared by using the false position information, so that the lockage order is seriously disturbed.

The main mode of the safety inspection of the ship passing through the lock in the three gorges navigation section is that security check personnel check the ship, and the main inspection contents are information data such as ship allocation personnel, identity information of the ship crew, a ship airworthiness certificate, a navigation log and the like. In addition, 2-4 terminals are mostly installed on ships sailing in the Yangtze river, so that not only is the economic burden on shipmen increased due to the purchase of the terminals, but also the ship drivers are dazzling in the face of a plurality of terminals. However, the data provided by the terminal is also different and different, and the data uploaded by the terminal is also facing different administrative units, which is not favorable for sharing and unifying the data. Therefore, there is a need for standardization of ship lock terminals to provide "one source" for shipping authorities as well as reducing the burden on ship owners.

In order to improve the efficiency of ships passing through a three gorges ship lock and a gezhou dam ship lock and further improve the management and service level, a ship-shore (namely between a manager and a service object) real-time information interaction platform can be built by means of a multifunctional single Beidou intelligent terminal, and ship users on the internet can realize remote electronic declaration of ship passing through the ship and automatic receiving, automatic planning, issuing and the like of declaration information through a scheduling system, so that the traditional manual to anchor declaration and 24-hour planned passing through mode is thoroughly changed.

According to an embodiment of the present invention, there is provided a ship lock control device. Referring to fig. 1, a schematic diagram of an embodiment of the apparatus of the present invention is shown. The ship lockage control device can comprise: the device comprises a main control unit, a positioning unit, a display unit and a verification unit. The main control unit, such as a main substrate, can be used for uniformly controlling the positioning unit, the display unit, the verification unit, the voice unit and the key unit. A positioning unit, such as an AIS radio frequency board. A display unit, such as a display screen and/or a touch screen. And the verification unit comprises an identity verification module, a fingerprint verification module, double cameras and the like. Speech elements such as dual speakers. And a key unit such as a plurality of keys and an indicator lamp.

Specifically, the positioning unit can be used for acquiring position information of the positioning unit and sending the acquired position information to the main control unit so as to realize positioning of the ship position when the ship is in lockage declaration.

Specifically, the verification unit may be configured to collect and verify identity information of the crew and perform identity verification according to the identity information of the crew.

Specifically, the main control unit may be configured to determine whether the positioning unit is detached in the current driving route of the ship, so that, when the positioning unit is not detached in the current driving route of the ship, the identity of the crew is verified based on the acquired identity information of the crew, after the verification is passed, a verification passing instruction is generated, and the ship is controlled to pass through the lock based on the verification passing instruction, the position of the ship when passing through the lock, and the control information input by the user; and generating a reminding message that the positioning unit is detached in the current driving route of the ship under the condition that the positioning unit is detached in the current driving route of the ship.

From this, through the cooperation setting of main control unit, positioning unit and verification unit, whether positioning unit has been demolishd when can cross the floodgate to boats and ships and has carried out accurate detection, can realize the safety control to boats and ships cross the floodgate, and accurate, high-efficient.

Optionally, the determining, by the main control unit, whether the positioning unit is removed in the current driving route of the ship may include:

the first step is as follows: and under the condition that the antenna of the positioning unit is removed, acquiring the last piece of positioning information, namely the first positioning information, which is stored by the positioning unit under the condition that the antenna is removed.

More optionally, the acquiring, by the main control unit, the last piece of positioning information stored by the positioning unit under the condition of antenna removal may include:

the main control unit may be further configured to determine whether a main power supply of the positioning unit cuts off signal access, that is, determine whether the main power supply of the positioning unit is powered down.

For example: during the operation of the ship, the main power supply runs for 24 hours, and the situation that the main power supply is cut off is generally divided into two cases: one is that the ship stops sailing or completes one transportation task, and belongs to normal operation. The other is that the machine is disassembled manually, such as the positioning unit is disassembled, which belongs to the violation.

The main control unit may be further configured to control the standby power supply of the positioning unit to start up when the main power supply of the positioning unit is turned off.

For example: the effect of stand-by power supply is when the main power source cuts off, need to guarantee that positioning unit and control unit dismantle detection module's normal operating like the big dipper, like continuous recording, save big dipper location data, after being convenient for the electric networking operation on the terminal, with data passback to the supervisory department. The standby power supply is a rechargeable battery, can work independently when fully charged and can continuously run for 2 months, and the equipment is charged after being electrified.

The main control unit may be further configured to determine whether an antenna signal of the positioning unit can be received.

For example: considering that whether the ship side violates the rule cannot be judged only by whether the main power supply is powered down, an antenna state signal needs to be detected. For example, the positioning antenna cannot be pulled out during normal operation, and the antenna only needs to be pulled out when the positioning unit is detached, because the antenna is fixed on the ship and cannot be carried with the terminal. The antenna can be a long wire which extends from the inside of the cockpit to the top of the cockpit, and can be understood as a television which is watched before, and the antenna is required to be placed outdoors for normal use. The positioning unit can receive the Beidou satellite signal if the Beidou positioning module needs to be connected with the antenna, and then positioning analysis is carried out. There is antenna signal data transmission interface in the big dipper location module, if this data transmission interface can not receive the information, then explains that the antenna has been dismantled. If the interface receives data from the antenna normally, it indicates that the antenna is accessed.

The main control unit may be further configured to determine that the antenna is removed and store the last piece of positioning information of the positioning unit if the antenna signal of the positioning unit cannot be received. For example: and under the condition that the Beidou antenna is detached, the last Beidou positioning data is saved. Of course, if the antenna signal of the positioning unit can be received, the acquisition of the first positioning information is finished.

Therefore, the last piece of positioning information stored by the positioning unit under the condition of antenna removal can be accurately stored after the positioning unit is powered down, so that the position information of the positioning unit when the power is down can be accurately judged.

And, a second step: and under the condition that the antenna of the positioning unit is accessed again, acquiring the latest piece of positioning information acquired by the positioning unit under the condition that the antenna is accessed again, namely second positioning information.

More optionally, the acquiring, by the main control unit, a latest piece of positioning information acquired by the positioning unit under the condition that the antenna is reconnected may include:

The main control unit may be further configured to determine that the antenna has been re-accessed and obtain a latest piece of positioning information of the positioning unit if the antenna signal of the positioning unit can be received.

For example: and under the condition that the Beidou antenna is re-accessed, acquiring the latest Beidou positioning data, and judging whether the position change of the ship is abnormal, namely determining whether the positioning unit is detached in the current running route of the ship according to the first positioning information and the second positioning information.

Therefore, the latest piece of positioning information stored after the positioning unit is powered on again can be accurately stored by acquiring the latest piece of positioning information acquired by the positioning unit under the condition that the antenna is powered on again, so that the position information of the positioning unit when the positioning unit is powered on again can be accurately judged.

The third step: and determining whether the positioning unit is dismantled in the current driving route of the ship according to the first positioning information and the second positioning information.

Therefore, whether the positioning unit is detached in the current driving route of the ship is judged according to the last piece of positioning information after the positioning unit is powered off and the latest piece of positioning information after the positioning unit is powered on, so that whether the positioning unit is off-line for reporting the brake is accurately judged, the judgment accuracy is good, and the safety of controlling the brake reporting of the ship is improved.

Wherein, the first positioning information may include: first location information and first time information. The first time information may be a power-off time of the positioning unit. The second positioning information may include: second location information and second time information. The second time information may be a power-on time or a power-on time of the positioning unit.

More optionally, the determining, by the main control unit, whether the positioning unit is detached in the current driving route of the ship according to the first positioning information and the second positioning information may include:

the main control unit can be specifically used for determining the driving time required by the ship from the first positioning information to the second positioning information according to the driving speed of the ship on the current driving route; and determining a time difference between the second time information and the first time information.

The main control unit may be further specifically configured to determine whether the travel time is greater than the time difference, and determine whether a difference between the travel time and the time difference is greater than a set threshold.

The main control unit may be further specifically configured to determine that the positioning unit is removed in the current driving route of the ship if the driving time is greater than the time difference and a difference between the driving time and the time difference is greater than a set threshold.

The main control unit may be specifically configured to determine that the positioning unit has not been removed in the current driving route of the ship if the driving time is less than the time difference, or the driving time is greater than the time difference, but a difference between the driving time and the time difference is less than or equal to a set threshold value.

For example: the seaway of a ship is Shanghai- > Yichang- > Chongqing, and when the ship runs to Yichang, the passing of a brake needs to be declared. The violation flow is that before the ship starts from Shanghai, the equipment is powered off and taken out, the last Beidou position (the last Beidou positioning data L1 and the power-off time T1) is recorded and stored by the module after power-off, at the moment, other personnel sit on a high-speed rail to transport the equipment to Yichang to begin reporting (the equipment and the ship are in one-to-one correspondence, a plurality of equipment of one ship do not exist), the reporting needs to be powered on, and at the moment, the position is recorded (the latest Beidou positioning data L2 and the power-on time T2). The straight-line distances s of L1 and L2, and the time difference T of T1 and T2 can be calculated. Normally, the running speed of the ship is relatively slow at 20-30km/h, the time from the Shanghai to Yichang of the ship is relatively fixed, and the time including intermediate loading and unloading operation, transportation and the like is more than 10 days. However, if the high-speed rail is made, the time difference t is obviously reduced after 1 day. And (3) synthesizing offset distances in power-off and power-on processes, wherein the smaller the time difference is, the more obvious the violation mark is, pushing terminal disassembly warning information, and then ending the disassembly prevention detection process.

For example: calculation formula of ship violation probability

Wherein, a represents: the distance between the starting point of the ship ascending route and the reporting point, b represents: the unit of s is kilometer km, and the unit of t is h.

Therefore, whether the positioning unit is detached in the current running route of the ship or not is determined according to the first positioning information and the second positioning information, whether the positioning unit is off-line brake reporting in the current running route of the ship or not can be accurately judged, and safety of the brake reporting of the ship can be guaranteed.

Optionally, the main control unit may include: CPU module, communication module and storage module. And the communication module and the storage module are respectively connected to the CPU module.

For example: and the main control unit can be a main substrate. A main substrate, may include: the device comprises a CPU module, a WIFI module, a 4G module, a FLASH module, a DRAM module and the like. And the main substrate can be used for providing a system operation hardware environment by adopting the RK3399 industrial-level main board.

For example: the wireless communication module can be used for realizing a functional module for data communication between the shipborne terminal and the system center, and the module can comprise a wireless communication transceiver, a communication network interface and a protocol. Such as a 4G communication module.

Therefore, the main control unit is formed by the CPU module, the communication module, the storage module and the like, so that the structure is compact, and the data processing capacity is high.

Optionally, the verification unit may include: the system comprises an identity verification module, a fingerprint verification module and/or a double-camera acquisition module. For example: the remote security check function can provide various personnel verification modes based on face identification, fingerprint identification, identity card identification and the like.

Specifically, the identity verification module can be used for collecting identity information input by a crew. For example: the identity card verification module can be used for verifying the identity of a crew in a mode of swiping the identity card. The second generation identity card information reading function requirements can comprise: the terminal can read the information in the second generation resident identification card chip through the second generation resident identification card reader. The reading speed of the identity card is less than 1S.

In particular, the fingerprint verification module can be used for collecting fingerprint information of a crew. For example: the fingerprint verification module can be used for verifying the identity of a crew in a fingerprint scanning mode. The fingerprint image acquisition functional requirements may include: the terminal can collect the left hand or right hand thumb fingerprint plane image of the person through the fingerprint collecting instrument and compare the fingerprint plane image with the guiding line characteristics in the identity card. The fingerprint image quality evaluation function is supported, the effective area of the fingerprint is not less than 40% of the image area, the left and right deviation of the center position of the effective area of the fingerprint and the center of the image is not more than 14 pixels, and the up and down deviation of the center position of the effective area of the fingerprint and the center of the image is not more than 20 pixels. The fingerprint lines should be clear and continuous. The fingerprint reading speed is less than 1S.

Specifically, the dual-camera acquisition module can be used for acquiring the face information and/or the iris information of the crew. For example: the binocular camera can be used for realizing the identity verification of the crew in a face recognition mode and providing a video communication function. The binocular camera face image acquisition and storage function requirements may include: the terminal is provided with a binocular camera, a visible light color camera and an infrared camera. The terminal can automatically shoot the front photos of the people and can comprise face automatic positioning, face photo quality judgment, face template extraction, automatic multi-person trailing photo separation and preceding people photo priority processing. And storing the face image to a local terminal or a platform server. The collected photos are respectively a visible light color photo and an infrared black and white photo.

From this, through multiple verification modes such as authentication module, fingerprint verification module, two camera collection modules, can make things convenient for the verification of multiple demand or multiple occasion to use, can improve verification efficiency.

Optionally, the positioning unit may include: a satellite positioning unit. A satellite positioning unit, which may include: AIS radio frequency board.

For example: the positioning unit adopts an AIS radio frequency board, data fusion of the AIS radio frequency board and the main substrate is realized, and a single-mode double-frequency Beidou positioning chip is adopted in the positioning mode of the AIS radio frequency board. The AIS radio frequency board can provide AIS data acquisition and transmission functions.

For example: the satellite positioning unit can be used for providing positioning information for a module with a satellite positioning function, wherein the positioning information can comprise position information, speed information and time information, and the module can comprise a satellite positioning receiver and an internal interface and a protocol. Like single big dipper chip, big dipper antenna and internal interface and agreement, AIS integrated circuit board, AIS antenna and internal interface and agreement.

Therefore, the AIS radio frequency board is adopted, data fusion of the AIS radio frequency board and the main substrate is achieved, and positioning accuracy is good.

In an alternative embodiment, the method may further include: and a voice unit. And the positioning unit can also be used for receiving navigation information and/or alarm information.

Specifically, the voice unit may be configured to play the verification passing information when the main control unit generates the verification passing instruction, or play the reminding message when the main control unit generates the reminding message; and/or playing the navigation information and/or the alarm information under the condition that the main control unit receives the navigation information and/or the alarm information. For example: the navigation announcement function can provide navigation warning and service notification information issued by management departments such as navigation, maritime affairs and the like for the ship party. And the alarm module can be provided with a manual alarm switch or an automatic alarm sensor for sending alarm information to the system center.

The voice unit may include: a double horn. For example: the loudspeaker can be used for playing prompt tones, such as navigation messages, warning messages and voice messages.

Therefore, information such as sound reminding and warning in the ship lockage control process can be reliably realized by matching with the horn, so that the ship lockage control can be more conveniently realized.

In an alternative embodiment, the method may further include: a key unit. And the key unit can be used for providing a plurality of keys to realize function selection of ship control.

Wherein, the key unit may include: a plurality of key modules and an indicator light module matched with each key module. For example: the indicator light module, as the working state indicating module, may have a power on indication, a communication network connection indication, a status indication that the positioning data is available, and the like.

Therefore, through the collocation of the plurality of keys and the indicator lamps, the ship can be controlled more conveniently and more diversely, and the ship can be controlled more conveniently through passing a brake.

Optionally, the plurality of key modules may include: a switch key, an SOS key, a river map key, a declaration key, and/or a security check key.

For example: the ship control device has various functions of a ship terminal such as an electronic river map, automatic ship identification, gate crossing declaration, remote security check, navigation announcement, ship management, anti-pollution management and the like.

The electronic map is a special geographic information system, and most of generation and development systems of some electronic maps adopt platforms and an off-line storage mode. The inland river electronic river map is a comprehensive information system platform which applies modern computer technology and information processing technology and meets the requirement of inland river shipping and management informatization, the application range of the inland river electronic river map is finished according to different actual requirements, and the inland river electronic river map has some differences:

1) the electronic map has no unified international standard, but the information technology standards of different countries and regions can be established by referring to the electronic sea map international standard, such as the determination of a development platform, a system interface and the like.

2) The database of the electronic river map is determined based on different river channel measurement data, is provided and updated by each country channel department, and is generally not open to the outside.

3) The electronic river map can be used as an inland river navigation guide to replace a paper navigation reference map, and can also be used as an important means for carrying out ship scheduling, safety, accident analysis and operation by inland river navigation management departments. Meanwhile, the method has wider application in the aspects of port planning, channel management, environmental protection and the like.

4) The electronic river diagram emphasizes the information query and display of inland waterway. In the aspects of automatic navigation of ships and the like, the navigation system can only be used as a reference means for inland river navigation due to the characteristic that inland river channels are complex and changeable. But has an irreplaceable effect in practice on teaching and training of inland river pilots.

Therefore, the electronic river map adopts an off-line data storage mode and does not have a remote automatic updating function. The timeliness of each element data in the off-line river map is poor, and channel information changes along with the change of seasons and time. And the offline river map data does not support updating, so accidents such as ship grounding, collision and the like are easily caused.

Automatic identification system for ships (AIS) related technology. The shipborne AIS system can automatically carry out navigation communication between ship and shore, can establish a ship information exchange and ship identification system, and ensures the marine traffic safety of ships. In addition, the shipborne AIS system adopts a global positioning system navigation positioning and very high frequency communication system (VHF communication technology), can automatically process ship dynamic information, and can provide the quickest and most effective method for automatically reporting the position of a ship and exchanging the ship information with other ship information, so that ship users and a VTS center obtain high-precision ship dynamic information. International Maritime Organization (IMO) has required that International vessels (over 300 total tons), non-International vessels and all passenger vessels (over 500 total tons) be equipped with AIS equipment.

Therefore, different ship lockage control functions can be selected according to different use environments through multiple function options, so that the ship lockage control can be applied to multiple environments.

In an alternative embodiment, the method may further include: an interface unit. And the interface unit can be used for providing an external connection interface, a power supply interface and/or a data transmission interface for the main control unit. And the positioning unit is connected with the main control unit through the interface unit.

The interface unit is, for example, an external interface board. On the external interface board, a power interface, a data interface, an antenna interface and the like can be arranged, and the number of the interfaces can be set according to actual requirements. The interface board can provide a data interface between the main substrate and the AIS radio frequency board, provides an external data interface of the main substrate, and provides an external data interface of the AIS radio frequency board. The terminal functions can be expanded as required, such as a human-machine interface module, an I/O module, a voice communication module, a crew management module or other functional modules customized according to requirements.

For example: the man-machine interface module can provide man-machine interface modules such as a display module and a keyboard control module, provides information for ship operators through texts, graphic images, voice and the like, and issues instructions to ship-borne terminals through a keyboard, a touch switch, voice and the like.

For example: the data input/output I/O interface module can provide an I/O interface with an extended function, collect propagation information and information output, access encryption and unlocking for ensuring information safety and the like.

Therefore, by matching the interface unit, the connection of a power supply, an antenna and the like and the transmission of data can be realized by a user conveniently, and the expansion is facilitated.

In an alternative embodiment, the method may further include: a display unit. The display unit can be used for displaying the ship position obtained by positioning of the positioning unit, the identity information of the crew collected by the verification unit, the verification passing instruction generated by the main control unit or the reminding message initiated by the main control unit, and/or receiving and displaying the control information input by the user.

Therefore, the ship brake reporting control information is displayed by the display unit, so that the ship brake reporting control information is convenient for a user to check and is humanized.

Optionally, the display unit may include: a display screen and/or a touch screen of a set size. For example: a display screen, such as a 15 inch display screen and/or a touch screen. The display and touch are carried out for 15 inches, the function page of the shipborne terminal system can be displayed, and interaction is provided in a touch screen mode.

Therefore, man-machine interaction of ship lockage control can be realized more conveniently by adopting an industrial-grade multi-point touch large screen.

Through a large number of tests, the technical scheme of the invention improves the capability of seaman in the aspects of using AIS navigation aid equipment to carry out ship navigation, ship collision avoidance and the like by utilizing various functions of the shipborne automatic identification system, and can analyze the application of AIS in the aspects of maritime management, port navigation, ship collision avoidance and the like according to the basic functions of the shipborne AIS and by combining with modern communication navigation equipment so as to improve the safety of ship navigation at sea.

According to the embodiment of the invention, a terminal corresponding to the ship lockage control device is also provided. The terminal may include: the ship lockage control device is described above.

In an optional implementation mode, the scheme of the invention provides the multifunctional Beidou shipborne intelligent terminal which is compatible with the lockage declaration function of the original generation of terminal, can realize the anti-disassembly function and simultaneously meets the basic service requirements and the user requirements, thereby providing technical support for improving the lockage efficiency and ensuring the navigation safety of the three gorges ship lock.

The AIS technology can effectively make up for the defects of the radar technology, the VTS technology and the ECDIS technology, improve the communication quality and the information service quality between ships, and ensure the safety of the ships in marine navigation to a certain extent. Along with the development of scientific technology, AIS is also applied to different fields (such as fishery, space planning and the like), and AIS information is also an effective way for realizing remote identification and tracking service. The scheme of the invention analyzes the application of the AIS in the aspects of maritime management, port piloting, ship collision avoidance and the like according to the basic functions of the shipborne AIS and by combining modern communication navigation equipment so as to improve the maritime navigation safety of the ship.

Although the safety of the ship passing through the lock is improved in the checking mode of boarding of security check personnel, the lock passing efficiency of the ship is reduced; during the period of waiting for the brake of the ship, the ship not only consumes fuel and causes environmental pollution, but also wastes administrative resources of navigation management departments. By the scheme, binocular camera identification, fingerprint identification and identification card identification verification modes can be comprehensively applied, the number of ship personnel and information of the ship personnel can be checked, the security check efficiency is improved, and the ship passing efficiency is improved.

Some automatic ship identification systems use a GPS positioning chip. And part of manufacturers provide a GPS and Beidou dual-mode positioning mode. According to the scheme, a single-mode double-frequency Beidou positioning mode is adopted, positioning fusion of two frequency points B1I + B2a is supported, Beidou positioning accuracy is greatly improved, and the sub-meter level can be achieved.

Besides, different from the monitoring function of the environmental protection department, the scheme of the invention is connected with the monitoring data of the ship which can be obtained by the multifunctional single Beidou shipborne intelligent terminal, mainly serves the relevant maritime business responsibilities, such as monitoring the sulfur index of the marine oil, and the like, and carries out charting presentation and analysis management on the data, thus being undoubtedly an effective self-checking and supervision means for ship owners, ship companies and shipping administrative departments. The software and hardware of the terminal need to have the characteristics of system openness, flexible interface, convenience in expansion and the like, and the scheme of the invention needs to correspondingly research the environment-friendly monitoring standard of the terminal.

In an optional example, the multifunctional single-Beidou shipborne intelligent terminal provided by the scheme of the invention is a ship navigation intelligent terminal which is developed based on a single-Beidou technology and is used for a Yangtze river navigation section. The system has various functions of the ship terminal such as electronic river diagram, automatic ship identification, gate crossing declaration, remote security check, navigation announcement, ship management, anti-pollution management and the like. Meanwhile, the terminal also has abundant software and hardware expansion capability, and related functions can be expanded according to navigation management requirements of different regions. The navigation of inland ships can be assisted through information such as navigation channels, water levels, navigation marks and the like provided by the electronic river map function. The automatic identification function of the ship can provide the function of preventing the ship from colliding. The cross-lock reporting function can provide a remote reporting function for a ship to pass through a three gorge ship lock, a gezhou dam ship lock and a three gorge ship lift. The remote security check function can provide various personnel verification modes based on face identification, fingerprint identification, identity card identification and the like. The navigation announcement function can provide navigation warning and service notification information issued by management departments such as navigation, maritime affairs and the like for the ship party. The ship management function can provide functions of ship engineering monitoring data access display, ship material management, crew management, navigation log management and the like. The anti-pollution management function can provide the functions of accessing, storing and displaying the data collected by the ship sewage and tail gas monitoring equipment.

The terminal hardware comprises core components such as single big dipper dual-band intelligence high accuracy positioning chip, industrial grade multiple spot touch-control large-size screen, two mesh live body identification subassembly, ID card fingerprint identification subassembly, AIS main control board. The terminal also has abundant software and hardware expansion capability, and related functions can be expanded according to the management navigation requirements of different navigation sections.

In an alternative embodiment, a specific implementation process of the scheme of the present invention can be exemplarily described with reference to the examples shown in fig. 2 to 5.

In an optional specific example, as shown in fig. 2, in the scheme of the present invention, data fusion between the AIS radio frequency board and the main substrate is implemented, and the AIS radio frequency board adopts a single-mode dual-frequency beidou positioning chip as a positioning mode; the single-mode and double-frequency Beidou positioning chip is like the big dipper 8040. The scheme of the invention also realizes multi-terminal fusion and multi-functional integration.

In fig. 2, multi-functional big dipper shipborne intelligent terminal can include: the device comprises a main substrate, a display screen, an AIS radio frequency board, an external interface board, a loudspeaker, an identity verification module, a fingerprint verification module, double cameras and the like. A main substrate, may include: the device comprises a CPU module, a WIFI module, a 4G module, a FLASH module and a DRAM module. On the key sheet, keys, indicator lights, etc. may be provided. A display screen, such as a 15 inch display screen and/or a touch screen. On the external interface board, a power interface, a data interface, an antenna interface and the like can be arranged, and the number of the interfaces can be set according to actual requirements.

Specifically, the main substrate can be used for providing a system running hardware environment by adopting an RK3399 industrial grade main board. The loudspeaker can be used for playing prompt tones, such as navigation messages, warning messages and voice messages. The keypad can provide 5 physical keys, which are a switch key, an SOS key, a river map key, a declaration key and a security check key. The AIS radio frequency board can provide AIS data acquisition and transmission functions. The display and touch are carried out for 15 inches, the function page of the shipborne terminal system can be displayed, and interaction is provided in a touch screen mode. The interface board can provide a data interface between the main substrate and the AIS radio frequency board, provides an external data interface of the main substrate, and provides an external data interface of the AIS radio frequency board. The identity card verification module can be used for verifying the identity of a crew in a mode of swiping the identity card. The fingerprint verification module can be used for verifying the identity of a crew in a fingerprint scanning mode. The binocular camera can be used for realizing the identity verification of the crew in a face recognition mode and providing a video communication function.

From the perspective of safety supervision, accurate and rapid verification of the identity of a crew is also necessary. Therefore, the remote verification function of the crew is designed. And in the verification, the following are simultaneously applied: the second-generation identity card, the fingerprint acquisition and the face recognition are three new technical means, so that the accuracy is improved, the workload of personnel is reduced, and the management and service efficiency is improved.

Wherein, binocular camera face image acquisition and memory function require to include: the terminal is provided with a binocular camera, a visible light color camera and an infrared camera; the terminal can automatically shoot the front photos of the people, and the front photos comprise automatic face positioning, face photo quality judgment, face template extraction, automatic multi-person trailing photo separation and preceding people photo priority processing; storing the face image to a local terminal or a platform server; the collected photos are respectively a visible light color photo and an infrared black and white photo.

The fingerprint image acquisition function requirements include: the terminal can acquire a left-hand or right-hand thumb fingerprint plane image of a person through a fingerprint acquisition instrument and compare the left-hand or right-hand thumb fingerprint plane image with the characteristics of the guidance prints in the identity card; the fingerprint image quality evaluation function is supported, the area of a fingerprint effective area is not less than 40% of the area of an image, the left-right deviation between the center position of the fingerprint effective area and the center of the image is not more than 14 pixels, and the up-down deviation between the center position of the fingerprint effective area and the center of the image is not more than 20 pixels; the fingerprint lines should be clear and continuous; the fingerprint reading speed is less than 1S.

The information reading function requirements of the second generation identity card comprise: the terminal can read the information in the second generation resident identification card chip through the second generation resident identification card reader; the reading speed of the identity card is less than 1S.

In an alternative specific example, as shown in fig. 3, the service flow of the terminal remote declaration and security check function may include: based on the business requirements in the aspects of electronic river diagrams, remote verification of crews, ship engineering management, ship lockage declaration and the like. The multifunctional single-Beidou shipborne intelligent terminal provided by the scheme of the invention is a multifunctional, intelligent and comprehensive extensible shipborne terminal developed based on a single Beidou positioning technology, and not only can provide rich ship navigation practical functions, but also can integrate the characteristic functions of three gorges gate declaration, remote security inspection, ship management, ship emission monitoring and the like simultaneously on the basis of a reliable single Beidou positioning function.

Optionally, the main module part of the onboard intelligent terminal may include: the device comprises a main control module, a satellite positioning unit, a wireless communication module, a power supply module, an alarm module and a working state indicating module.

Specifically, the main control module may be a central processing module for performing control of each function of the shipborne terminal, and the central processing module includes a central processing unit and an application program.

Specifically, the satellite positioning unit may be configured to provide positioning information including position information, velocity information, and time information for a module having a satellite positioning function, where the module includes a satellite positioning receiver and an internal interface and protocol. Like single big dipper chip, big dipper antenna and internal interface and agreement, AIS integrated circuit board, AIS antenna and internal interface and agreement.

Specifically, the wireless communication module may be a functional module for implementing data communication between the shipborne terminal and the system center, and the module includes a wireless communication transceiver, a communication network interface and a protocol. Such as a 4G communication module.

Specifically, the power supply module may be a module that supplies a required power supply to each component.

Specifically, the alarm module may be provided with a manual alarm switch or an automatic alarm sensor for sending alarm information to the system center.

Specifically, the operation status indication module may have status indications such as power-on indication, communication network connection indication, and availability of positioning data.

In addition, the terminal functions can be expanded according to the needs, such as a human-computer interface module, an I/O module, a voice communication module, a crew management module or other functional modules customized according to the needs.

Optionally, the main module part of the single beidou ship-borne intelligent terminal may include: the intelligent control system comprises a main control module, a single Beidou positioning unit, a wireless communication module, an alarm module, a working state indication module, a power supply module, a man-machine interface module, a data input/output (I/O) interface module, a voice communication module and a shipborne terminal self-defining module.

Specifically, the master control module: and the central processing module is used for finishing the control of each function of the shipborne terminal and comprises a central processing unit and an application program.

Specifically, single big dipper positioning unit: the module with the single Beidou positioning function gives positioning information comprising position information, speed information and time information, and comprises a satellite positioning receiver and an internal interface protocol.

The Beidou positioning unit is used for providing real-time, longitude and latitude, elevation and speed information; the global positioning system adopts radio signals transmitted by satellites for positioning, has omnipotence, globality, all weather, continuity and real-time performance, and can provide position and time information for a receiver. The position information mainly adopts the expression modes of longitude, latitude and elevation. The Beidou positioning system is used as a global positioning system and can also provide position and time information for a receiver.

The Beidou positioning unit can obtain real-time position and time information in work and outputs the information through a serial port. Some use and store data externally based on different application requirements. However, the Beidou positioning module also needs to support positioning information to be stored internally, and the Beidou positioning module is not lost when power failure occurs. The internally stored data can be output at any time through the interface. The Beidou positioning unit has a position storage function after the external power supply is disconnected, and when the external power supply is powered on, the storage information is automatically printed and output.

The Beidou positioning unit supports single-frequency and double-frequency positioning (B1I + B2 a). Beidou III comprises three signals B1C, B1I and B2 a. B1i is the civil signal most used by Beidou at present. The B2a is a second civil signal of the third Beidou, is a composite signal with orthogonal data and pilot frequency, is similar to GPS L5 and Galileo E5a and is used for replacing the B2I signal of the second Beidou, mainly provides service for a double-frequency or triple-frequency receiver, can be used for high-performance services such as life safety service and high-precision measurement, and can also be used for consumer services with higher performance requirements.

The Beidou positioning unit supports a custom protocol. The NMEA-0183 protocol is a standard protocol for the output data of the global positioning receiver and is the most widely used protocol on the receiver at present. However, there are also a few manufacturers that use self-agreed protocols to meet the specific needs of different fields or industries. The single Beidou positioning unit has the capability of modifying a data output protocol by a software end according to actual requirements.

The Beidou positioning unit supports antenna detection and short-circuit protection. The positioning unit has the capability of supplying power to the external active antenna, and after the antenna is connected, the module has the function of identifying the external antenna and supplying current required by the operation of the active antenna. After the external antenna is short-circuited, the positioning unit has self-protection capability.

Specifically, the wireless communication module can be a functional module for realizing data communication between a shipborne terminal and an onshore system, and comprises a wireless communication transceiver, a communication network interface and a protocol.

Specifically, the alarm module may be provided with a manual alarm switch or an automatic alarm sensor in order to send alarm information to the shore system.

Specifically, the man-machine interface module can provide man-machine interface modules such as a display module and a keyboard control module, provide information for ship operators through texts, graphic images, voice and the like, and issue instructions to ship-mounted terminals through a keyboard, a touch switch, voice and the like.

Specifically, the data input/output I/O interface module may provide an I/O interface with an extended function, collect propagation information and information output, access encryption and unlocking that ensure information security, and the like.

Particularly, the voice communication module enables the shipborne terminal to provide a voice communication function with an onshore system and other shipborne terminals of ships.

Specifically, the shipborne terminal self-defining module can expand the function module defined by the user according to the requirements of the user, and preferably comprises functions of electronic river diagrams, remote verification of crews, ship engineering management, ship lockage declaration and the like.

In the scheme of the invention, the ship lockage declaration function mainly integrates the WeChat remote declaration function of the three gorges bureau enterprise, is used for realizing the services of ship crew setting, declaration filling, declaration modification, declaration cancellation and the like, and specifically comprises the following steps: the system has the functions of registration and modification of crew information; the function of changing the belonged unit of the crew is provided; the device has the functions of filling and modifying the lockage declaration; the device has the functions of gate-passing declaration cancellation; the device has the functions of gate-passing safety inspection planning; the ship state visualization function (the state record of each link of the main process) is provided.

In the scheme of the invention, the requirements of the lockage security check function comprise: the function of reading the identity card (reading characters, fingerprints and face information in the identity card) is provided; the fingerprint acquisition function (acquiring fingerprint information of personnel) is provided; the identification card comparison function (the correct recognition rate reaches 99 percent) of the identification card photo and the photo acquired by the camera is realized; the camera is used for acquiring photos and comparing the photos with the photos in the equipment base (the correct recognition rate reaches 99%); the response time of security check is shortened, when the second-generation identity card swipes the identity reading success card and the human face image certificate succeeds in the same security check, the security check speed is less than 2 seconds per person; the safety inspection result real-time display function of each crew is achieved; the function of checking the safety inspection result of the whole ship is achieved.

In an alternative embodiment, the software module mainly comprises an overload declaration system, a remote security check system and the like.

Optionally, in the over-lock declaration system, a crew may perform ship over-lock declaration through an intelligent terminal, and realize declaration of ship crew, the crew declaration is a link of the over-lock declaration, and the crew needs to report all crew information of the ship in the course of the current flight, including the total crew number of the crew, crew certificate information of the crew, identity card information of the crew, face comparison information of the crew, and the like. The submitted declaration information is stored in the three gorges security inspection system and is used for the subsequent security inspection business link application.

Optionally, in the remote security inspection system, the system provides a remote security inspection function, so that the remote security inspection work of passing ships within the jurisdiction range can be completed without the manual intervention of law enforcement personnel, the investment of manpower and physics is effectively reduced, and the risk of the crew can be effectively prevented by means of a reliable real person authentication technology.

For example: the case that the terminal interacts with the external system may include: the terminal Beidou coordinate is connected with the comprehensive supervision system in a butt joint mode, and the terminal Beidou coordinate is pushed to the comprehensive supervision platform in real time through a network, so that the Beidou to anchor confirmation function can be realized; the system is butted with a three gorges navigation scheduling system, the butting with the three gorges navigation scheduling system is completed, and the declaration submission, the issuing of security inspection tasks, the receiving of scheduling notices and the like are realized; the terminal is in butt joint with the enterprise WeChat declaration function, and the terminal is in butt joint with the remote declaration function; the terminal is in butt joint with a security check system, the terminal realizes the butt joint of the synchronous security check system, and the check result is synchronized to the security check system in real time and is synchronized to the security check handheld terminal; and the ship is in butt joint with the anchor ground management system to complete the butt joint with the anchor ground management system, so that the ship anti-leaving application function is realized.

Finally, the terminal applications can interact and merge with the functions of the existing service systems, so that more efficient ship-shore intelligent interaction is realized, for example, a three gorges bureau comprehensive supervision system, a navigation scheduling system, a WeChat reporting system, a security inspection system, an anchor ground management system and the like, the message transmission quantity of the server and the client is reduced, the load on the server is reduced, and the throughput of the server is improved.

According to the scheme, through the application of the multifunctional single Beidou shipborne intelligent terminal, papery files needing to be regularly filled by crews are converted into paperless information to be reported, so that the labor cost is greatly reduced, the information interaction efficiency is improved, and errors caused by manual reading of equipment information are reduced. Through intelligent terminal's intelligent early warning function, reduced because boats and ships crewman risk is prevented the potential safety hazard that the consciousness is relatively poor to bring, reduced life, property, environmental pollution loss that the boats and ships occurence of failure brought to a certain extent.

The safety inspection of the ship is beneficial to navigation safety, and the main purpose of the safety inspection is to standardize the safety inspection activity of the ship, ensure the safety of persons and properties on water and prevent the ship from causing water pollution. The proposal of the multifunctional single-Beidou shipborne intelligent terminal standard fills the blank of the single-Beidou shipborne terminal standard in China, is favorable for promoting the popularization and application of the single Beidou in the industry, and has important guiding significance for the standardized production of the single-Beidou shipborne intelligent terminal. Meanwhile, with the diversified development of shipping services and the increasing of the intensity of industrial safety supervision, the application of new technologies such as ship tail gas and sewage discharge track monitoring, face recognition, fingerprint recognition, second-generation identity card reading and the like greatly improves the personnel verification accuracy, reduces the personnel verification time and cost, integrates safety management information through communication technical means, greatly eliminates the potential safety hazard of ships, improves the law enforcement intensity and accuracy, and ensures the stable and orderly development of water transportation.

The terminal provided by the scheme of the invention meets the requirements of current shipping management and maritime management, and is a multifunctional shipborne terminal based on a single Beidou satellite navigation and positioning system, so that the condition that a satellite system such as a GPS (global positioning system) is restricted by people when the satellite system fails in the future can be avoided; meanwhile, the use of technical equipment with independent research and development is also a necessary technical reserve for leading the development of shipping technology; not only has important practical significance, but also has long-term strategic significance.

Through verification, inland river ships in China are mostly equipped with terminals such as GPS positioning, automatic ship identification systems (AIS) and electronic river map navigation management, with the continuous progress of technological development, artificial intelligence, Internet of things, big data, cloud computing, intelligent decision analysis and other means are applied to shipborne terminals in sequence, so that the requirements of each navigation administrative department on the terminals are diversified, the functions of each terminal are also diversified, a data interface lacks a unified standard, the system is not beneficial to expansion and connection of other external functions, and the data sharing and interaction are also not beneficial. The scheme of the invention is applied by taking the three gorges navigation section of the Yangtze river as a test point, explores and researches the technical standard of the single-Beidou multifunctional shipborne intelligent terminal suitable for the main line of the Yangtze river, and conducts early exploration for realizing the standardized research of the intelligent terminal of the river lock in China; through the research of the technical standard of the multifunctional single Beidou shipborne intelligent terminal, the comprehensive application of the Beidou technology application, the Internet of things technology application, the cloud computing application, the mobile internet +, the unified service access management and other technologies is realized, reliable basis and guidance are provided for the development, production and test of the single Beidou shipborne intelligent terminal, the accurate positioning and lockage remote declaration of ships based on the Beidou application can be realized, and the good ship lockage order is ensured by increasing the technical support capacity; the remote check of the ship-side personnel is realized, the coverage of the lockage security check is expanded, and the working efficiency of the security check is improved; the digital supervision of ship pollution is realized, and the technical capability of supervision is improved; dynamic interaction of ship data is realized, and a safe, quick and stable ship-shore data transmission channel is established; an extensible terminal service platform is created, market-oriented open service application is accessed to an extension function, and personalized services are provided for shipyards and transport companies better; software and hardware of the shipborne terminal need to have the functions of system opening, flexible interface and convenience for expansion.

Fig. 6 is a schematic view illustrating a ship lockage control flow according to an embodiment of the terminal of the present invention. As shown in fig. 6, in the scheme of the present invention, a ship lockage control process of the terminal, that is, a process of the anti-disassembly detection method of the beidou positioning unit, may include:

step 1, cutting off the signal access of the main power supply.

For example: the Beidou chip has an ADC detection function, and compares the voltage difference between the main power supply and the standby battery to judge whether the main power supply is connected or not.

The main power supply was run for 24 hours during the operation of the vessel. The main power supply is cut off in two situations, namely, the ship stops sailing or finishes one transportation task (belonging to normal operation). Secondly, the machine is disassembled manually (violation).

And 2, starting the standby power supply of the positioning unit.

And 3, detecting the state of the antenna. The detection antenna aims at: whether the ship breaks rules or not can not be judged only by whether the main power supply is powered down or not, and an antenna state signal needs to be detected. For example, the positioning antenna cannot be pulled out during normal operation, and the antenna only needs to be pulled out when the equipment is disassembled, because the antenna is fixed on a ship and cannot be carried with the terminal. The antenna is a long wire extending from the cabin up to the top of the cabin. It can be understood that the former TV needs an antenna outside to be used normally.

The Beidou positioning module can receive the Beidou satellite signals only by accessing the antenna, and then positioning analysis is carried out. There is antenna signal data transmission interface in the big dipper location module, if this data transmission interface can not receive the information, then explains that the antenna has been dismantled. If the interface receives data from the antenna normally, it indicates that the antenna is accessed.

The effect of stand-by power supply is when the main power source cuts off, need to guarantee that big dipper dismantles detection module's normal operating (like continuous recording, save big dipper location data, the terminal of being convenient for is gone up the electric networking operation back, with data passback to supervisory department). The standby power supply is a rechargeable battery, can work independently when fully charged and can continuously run for 2 months, and the equipment is charged after being electrified.

As shown in fig. 12, the terminal offline information obtaining manner may include: the power supply system comprises a shipboard power supply mode, a module battery power supply mode and an onshore power supply mode, wherein the three power supply modes can be selected for use.

Alternatively, in the on-board power supply mode, timing such as recording UTC (i.e., universal time) time, latitude and longitude, speed, and antenna status every 3 minutes may be set. And recording the positioning result and the antenna state whether the antenna is connected or not.

Optionally, in a module battery power supply mode, it is necessary to determine whether the antenna is connected; if the antenna is connected, keeping UTC time, position, speed, antenna state and other information, entering a sleep mode at regular time, for example, every 3 minutes, and storing data after awakening; if the antenna is not connected, the timing enters a low power consumption mode, for example, every 5 minutes.

Alternatively, in the on-shore power supply mode, LOG information (i.e., running time information) needs to be read, and then data needs to be erased. And then judging whether the client violates rules or not according to the read information, the position reported by the client, the time and the antenna state. Whether the antenna is connected or not needs to be judged; if the antenna is connected, the NMEA information (namely the standard format information established by the marine electronic equipment) needs to be uploaded after positioning, and the information which is not positioned is not uploaded; if the antenna is not connected, uploading NMEA information without the positioning identification, and after the NMEA information is analyzed by the server, giving an alarm and not connecting the antenna.

Step 4, judging whether the Beidou antenna is dismounted? If yes, executing step 5; otherwise, the anti-disassembly detection process is ended.

And 5, storing the last Beidou positioning data.

Step 6, judging whether the main power supply is turned on? If yes, executing step 7; otherwise, step 8 is performed.

And 7, detecting the antenna state.

Step 8, judging whether the Beidou antenna is accessed? If yes, executing step 9; otherwise, the anti-disassembly detection process is ended.

And 9, acquiring the latest Beidou positioning data.

Step 10, judging whether the change of the ship position is abnormal? If yes, executing step 11; otherwise, the anti-disassembly detection process is ended.

For example: the sea line of a ship>Yichang->In Chongqing, when the ship runs to Yichang, the brake passing needs to be declared. The violation flow is that before the ship starts from Shanghai, the equipment is powered off and taken out, the last Beidou position (the last Beidou positioning data L1 and the power-off time T1) is recorded and stored by the module after power-off, at the moment, other personnel sit on a high-speed rail to transport the equipment to Yichang to begin reporting (the equipment and the ship are in one-to-one correspondence, a plurality of equipment of one ship do not exist), the reporting needs to be powered on, and at the moment, the position is recorded (the latest Beidou positioning data L2 and the power-on time T2). The straight-line distances s of L1 and L2, and the time difference T of T1 and T2 can be calculated. Normally, the ship is driven at a relatively slow speed of 20-30km/h, and the time from the sea to the pleasure of a ship is relatively fixed, including intermediate loading and unloading, transportation and the likeThe time is more than 10 days. However, if the high-speed rail is made, the time difference t is obviously reduced after 1 day. The smaller the time difference, the more obvious the sign of violation is, by integrating the offset distances in the power-off and power-on processes. Calculation formula of ship violation probability

Wherein, a represents: the distance between the starting point of the ship ascending route and the reporting point, b represents: the unit of s is kilometer km, and the unit of t is h. The violation probability is mainly used for analyzing and judging the violation declaration of the ship, and a certain threshold value needs to be referred to.

And 11, pushing terminal disassembly warning information, and then finishing the disassembly prevention detection process.

In summary, the scheme of the invention can at least achieve the following beneficial effects:

(1) the terminal provided by the scheme of the invention is manufactured based on the concept of 'multi-terminal integration', has all functions of terminals such as inland river AIS terminals, ECS terminals, GPS gate reporting terminals and the like, can reduce the number of related terminals in the inland river ship cockpit, reduce the use modes of back-and-forth switching of various terminals, and reduce the use pressure and the use cost of equipment for a ship.

(2) The terminal provided by the scheme of the invention can realize sub-meter positioning in a non-differential state based on a domestic independently researched and developed single-mode Beidou dual-frequency-band high-precision positioning module, and the positioning precision meets the requirement of inland river shipping.

(3) The terminal provided by the scheme of the invention has the complete identity recognition suite, supports the related functions of identity card and certificate integrated verification, certificate and finger integrated verification, face recognition verification, living body recognition authentication, voiceprint recognition authentication and the like, and can be used for related application scenes such as inland river security inspection, crew identity recognition and the like.

(4) The terminal provided by the scheme of the invention has the functions of reporting and self-help safety inspection, deeply fuses three gorges related services at the initial stage of the terminal design, has the functions of reporting and safety inspection, has a hardware touch operation mode of the terminal, and can realize the functions of quickly completing remote reporting, automatically and quickly verifying the identity of a crew and the like. The self-service security check function of the identity of the crew can be completed on the premise that security check law enforcement personnel do not board the ship, the lockage efficiency of the ship is improved, and the lockage security check pressure is relieved for the shipside and relevant management units.

(5) The ship card punching method has the advantages that the ship card punching method is connected with the integrity system in a butt joint mode, a rich and flexible card punching incentive mechanism is provided, the terminal provided by the scheme of the invention has a rich and flexible security check card punching mechanism, is connected with the three gorges integrity system in a butt joint mode, combines the requirements of the three gorges on the related integrity management of navigation, can obtain the corresponding integrity reward when the ship punches the card on time, and can improve the management efficiency of the three gorges navigation and guarantee the navigation safety through the flexible incentive mode.

(6) The terminal provided by the scheme of the invention has the on-line electronic river map service function of the Yangtze river channel bureau, and can enjoy the real-time on-line services of the electronic river map of the whole Yangtze river basin as long as the related services are activated, wherein the real-time on-line services comprise a channel related layer, a real-time dynamic water depth layer, a real-time dynamic navigation mark layer and the like, specialized electronic river map data are provided, and ship traffic is better served.

(7) The ship side can acquire related monitoring data in real time through the terminal, know the current pollution discharge condition of the ship and perform related self-checking work.

(8) The terminal provided by the scheme of the invention also has rich navigation management functions, provides related management functions which can be selected for ship companies and management units, can realize real-time monitoring of ship positions and checking of ship card-punching logs, and can realize issuing of random card-punching instructions according to related management requirements.

Since the processes and functions implemented by the terminal of this embodiment substantially correspond to the embodiments, principles, and examples of the apparatus shown in fig. 1, reference may be made to the related descriptions in the foregoing embodiments for details which are not described in detail in the description of this embodiment, and no further description is given here.

Through a large number of tests, the technical scheme of the invention is adopted, a single-mode dual-frequency Beidou positioning mode is adopted, a binocular camera identification mode, a fingerprint identification mode and an identity card identification verification mode are comprehensively applied, the number of ship crew members and information of the ship crew members are checked, the security check efficiency is improved, the Beidou positioning precision can be greatly improved, and the ship passing efficiency is improved.

According to an embodiment of the present invention, a ship lockage control method corresponding to a terminal of the terminal is also provided, as shown in fig. 7, which is a schematic flow chart of an embodiment of the method of the present invention. The ship lockage control method of the terminal can comprise the following steps: step S110 to step S130.

In step S110, the positioning unit collects position information of itself, and sends the collected position information to the main control unit, so as to realize positioning of the ship position when the ship pass gate declaration is performed.

At step S120, the identity information of the crew is collected and verified by the verification unit.

In step S130, it is determined, through the main control unit, whether the positioning unit is removed in the current driving route of the ship, so that in the case that the positioning unit is not removed in the current driving route of the ship, the identity of the crew is verified based on the collected identity information of the crew, after the verification is passed, a verification pass instruction is generated, and the ship is controlled to pass through the lock based on the verification pass instruction, the ship position at the time of passing through the lock, and the control information input by the user. And generating a reminding message that the positioning unit is detached in the current driving route of the ship under the condition that the positioning unit is detached in the current driving route of the ship. The reported position of the ship is the positioning position of the positioning unit, and the ship position during the lockage is the actual position of the ship at the same time of determining the reported position of the ship.

Optionally, with reference to a flowchart of an embodiment of determining, by the main control unit, whether the positioning unit is removed in the current driving route of the ship in the method shown in fig. 8, a specific process of determining, by the main control unit, whether the positioning unit is removed in the current driving route of the ship in step S130 may include: step S210 to step S230.

Step S210, when the antenna of the positioning unit is removed, obtaining the last piece of positioning information, i.e. the first positioning information, stored by the positioning unit when the antenna is removed.

More optionally, with reference to a flowchart of an embodiment of the method shown in fig. 9, in which the main control unit obtains the last piece of positioning information stored by the positioning unit under the condition of antenna removal, further describing a specific process of obtaining the last piece of positioning information stored by the positioning unit under the condition of antenna removal in step S210, the specific process may include: step S310 to step S340.

Step S310, determining whether the main power supply of the positioning unit cuts off the signal access, namely determining whether the main power supply of the positioning unit is powered down.

And step S320, controlling the standby power supply of the positioning unit to start under the condition that the main power supply cut-off signal of the positioning unit is switched on.

In step S330, it is determined whether the antenna signal of the positioning unit can be received.

Step S340, if the antenna signal of the positioning unit cannot be received, it is determined that the antenna is removed, and the last piece of positioning information of the positioning unit is saved. For example: and under the condition that the Beidou antenna is detached, the last Beidou positioning data is saved. Of course, if the antenna signal of the positioning unit can be received, the acquisition of the first positioning information is finished.

And step S220, in case that the antenna of the positioning unit is re-accessed, obtaining the latest piece of positioning information, i.e. the second positioning information, collected by the positioning unit in case that the antenna is re-accessed.

More optionally, with reference to a flowchart of an embodiment of the method shown in fig. 10, where the main control unit acquires the latest piece of positioning information acquired by the positioning unit under the condition of antenna re-access, a specific process of acquiring the latest piece of positioning information acquired by the positioning unit under the condition of antenna re-access in step S220 by the main control unit may include: step S410 and step S420.

Step S410 determines whether the antenna signal of the positioning unit can be received.

In step S420, if the antenna signal of the positioning unit can be received, it is determined that the antenna has been re-accessed, and the latest piece of positioning information of the positioning unit is obtained.

And step S230, determining whether the positioning unit is dismantled in the current driving route of the ship according to the first positioning information and the second positioning information.

More optionally, referring to a flowchart of an embodiment of determining, by the main control unit according to the first positioning information and the second positioning information, whether the positioning unit is removed in the current driving route of the ship in step S230 according to the first positioning information and the second positioning information, in the method of the present invention shown in fig. 11, a specific process of determining, by the main control unit according to the first positioning information and the second positioning information, whether the positioning unit is removed in the current driving route of the ship may include: step S510 to step S540.

Step S510, determining a driving time required for the ship to drive from the first positioning information to the second positioning information according to the driving speed of the ship on the current driving route. And determining a time difference between the second time information and the first time information.

Step S520, determining whether the travel time is greater than the time difference, and determining whether a difference between the travel time and the time difference is greater than a set threshold.

Step S530, if the travel time is greater than the time difference and the difference between the travel time and the time difference is greater than a set threshold, it is determined that the positioning unit is removed in the current travel route of the ship.

Step S540, if the travel time is less than the time difference, or the travel time is greater than the time difference, but the difference between the travel time and the time difference is less than or equal to a set threshold, it is determined that the positioning unit has not been removed in the current travel route of the ship.

For example: calculation formula of ship violation probability

Wherein, a is generationTable: the distance between the starting point of the ship ascending route and the reporting point, b represents: the unit of s is kilometer km, and the unit of t is h.

Since the processing and functions implemented by the method of this embodiment substantially correspond to the embodiments, principles and examples of the terminal described above, reference may be made to the related descriptions in the foregoing embodiments for details that are not described in the present embodiment.

Through a large amount of experimental verifications, adopt the technical scheme of this embodiment, through utilizing each item function of on-board automatic identification system, improve the ability of seaman in the aspect of using AIS navigational aids to carry out boats and ships navigation, boats and ships avoid bumping etc., can be according to the basic function of on-board AIS and combine modern communication navigational facilities, carried out the analysis to AIS in the aspect of maritime affairs management, harbour navigation and boats and ships avoid bumping etc. and applied to improve boats and ships marine navigation safety.

In summary, it is readily understood by those skilled in the art that the advantageous modes described above can be freely combined and superimposed without conflict.

The above description is only an example of the present invention, and is not intended to limit the present invention, and it is obvious to those skilled in the art that various modifications and variations can be made in the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the claims of the present invention.

Claims

1. A ship lock control device, comprising: the system comprises a main control unit, a positioning unit and a verification unit; wherein,

the positioning unit is used for acquiring position information of the positioning unit and sending the acquired position information to the main control unit so as to realize positioning of the ship position when the ship is in lockage declaration;

the verification unit is used for acquiring and verifying the identity information of the crew;

the main control unit is used for determining whether the positioning unit is detached in the current driving route of the ship or not, verifying the identity of a crew on the basis of the acquired identity information of the crew under the condition that the positioning unit is not detached in the current driving route of the ship, generating a verification passing instruction after the verification passes, and controlling the ship to pass through a lock on the basis of the verification passing instruction, the position of the ship during the lock passing and control information input by a user; and generating a reminding message that the positioning unit is detached in the current driving route of the ship under the condition that the positioning unit is detached in the current driving route of the ship.

2. The ship lockage control device of claim 1, wherein the main control unit determines whether the positioning unit is removed in the current driving route of the ship, comprising:

acquiring the last piece of positioning information, namely first positioning information, stored by a positioning unit under the condition of antenna removal; and the number of the first and second groups,

acquiring a latest piece of positioning information, namely second positioning information, acquired by a positioning unit under the condition that an antenna is accessed again;

and determining whether the positioning unit is dismantled in the current driving route of the ship according to the first positioning information and the second positioning information.

3. The ship passing brake control device according to claim 2, wherein,

the main control unit obtains the last piece of positioning information stored by the positioning unit under the condition of antenna removal, and the method comprises the following steps:

determining whether a main power supply of the positioning unit cuts off signal access;

under the condition that a main power supply of the positioning unit is cut off and a signal is switched on, controlling a standby power supply of the positioning unit to start;

determining whether an antenna signal of a positioning unit can be received;

if the antenna signal of the positioning unit cannot be received, determining that the antenna is removed, and storing the last piece of positioning information of the positioning unit;

and/or the presence of a gas in the gas,

the main control unit obtains the latest piece of positioning information acquired by the positioning unit under the condition that the antenna is accessed again, and the method comprises the following steps:

determining whether an antenna signal of a positioning unit can be received;

and if the antenna signal of the positioning unit can be received, acquiring the latest piece of positioning information of the positioning unit.

4. The ship passing brake control device according to claim 2 or 3, wherein the first positioning information includes: first location information and first time information; second positioning information comprising: second location information and second time information;

the main control unit determines whether the positioning unit is detached in the current driving route of the ship according to the first positioning information and the second positioning information, and the method comprises the following steps:

determining the driving time required by the ship to drive from the first positioning information to the second positioning information according to the driving speed of the ship on the current driving route; and determining a time difference between the second time information and the first time information;

determining whether the travel time is greater than the time difference and determining whether a difference between the travel time and the time difference is greater than a set threshold;

if the running time is greater than the time difference and the difference between the running time and the time difference is greater than a set threshold value, determining that the positioning unit is detached in the current running route of the ship;

and if the running time is less than the time difference, or the running time is greater than the time difference, but the difference value between the running time and the time difference is less than or equal to a set threshold value, determining that the positioning unit is not dismantled in the current running route of the ship.

5. The ship passing brake control device according to any one of claims 1 to 3, wherein,

a master control unit comprising: the device comprises a CPU module, a communication module and a storage module; the communication module and the storage module are respectively connected to the CPU module;

and/or the presence of a gas in the gas,

an authentication unit comprising: the system comprises an identity verification module, a fingerprint verification module and/or a double-camera acquisition module; wherein,

the identity authentication module is used for acquiring identity information input by a crew;

the fingerprint verification module is used for collecting fingerprint information of the crew;

the double-camera acquisition module is used for acquiring the face information and/or the iris information of the crew;

and/or the presence of a gas in the gas,

a positioning unit comprising: a satellite positioning unit; a satellite positioning unit comprising: AIS radio frequency board.

6. The ship lock-off control device according to any one of claims 1 to 3, further comprising: the device comprises a voice unit, a key unit, an interface unit and/or a display unit; wherein,

the positioning unit is also used for receiving navigation information and/or alarm information;

the voice unit is used for playing the verification passing information under the condition that the main control unit generates the verification passing instruction, or playing the reminding message under the condition that the main control unit generates the reminding message; and/or playing the navigation information and/or the alarm information under the condition that the main control unit receives the navigation information and/or the alarm information; wherein, speech unit includes: a double horn;

and/or the presence of a gas in the gas,

the key unit is used for providing a plurality of keys to realize the function selection of ship control; wherein, the button unit includes: the key module comprises a plurality of key modules and an indicator light module matched with each key module; a plurality of key modules comprising: a switch key, an SOS key, a river map key, a declaration key and/or a security check key;

and/or the presence of a gas in the gas,

the interface unit is used for providing an external connection interface, a power supply interface and/or a data transmission interface for the main control unit; the positioning unit is connected with the main control unit through the interface unit;

and/or the presence of a gas in the gas,

the display unit is used for displaying the ship position obtained by positioning of the positioning unit, the identity information of the crew collected by the verification unit, a verification passing instruction generated by the main control unit or a reminding message initiated by the main control unit, and/or receiving and displaying control information input by a user; a display unit comprising: a display screen and/or a touch screen of a set size.

7. A terminal, comprising: the ship lock control device of any one of claims 1 to 6.

8. A ship lockage control method of a terminal is characterized by comprising the following steps:

the positioning unit is used for acquiring the position information of the positioning unit and sending the acquired position information to the main control unit so as to realize the positioning of the ship position when the ship is in lockage declaration;

through the verification unit, acquiring and verifying identity information of a crew;

determining whether the positioning unit is detached in the current driving route of the ship or not through the main control unit, verifying the identity of a crew on the basis of the acquired identity information of the crew under the condition that the positioning unit is not detached in the current driving route of the ship, generating a verification passing instruction after the verification passes, and controlling the ship to pass through a lock on the basis of the verification passing instruction, the ship position during the lock passing and control information input by a user; and generating a reminding message that the positioning unit is detached in the current driving route of the ship under the condition that the positioning unit is detached in the current driving route of the ship.

9. The ship lockage control method of the terminal according to claim 8, wherein determining whether the positioning unit is removed in the current driving route of the ship through the main control unit comprises:

10. The ship lock-off control method of a terminal according to claim 9, wherein,

the last piece of positioning information saved by the positioning unit under the condition of antenna removal is obtained through the main control unit, and the method comprises the following steps:

determining whether an antenna signal of a positioning unit can be received;

and/or the presence of a gas in the gas,

the method for acquiring the latest piece of positioning information acquired by the positioning unit under the condition that the antenna is reconnected through the main control unit comprises the following steps:

determining whether an antenna signal of a positioning unit can be received;

11. The ship lock-off control method of the terminal according to claim 9 or 10, wherein the first positioning information includes: first location information and first time information; second positioning information comprising: second location information and second time information;

determining whether the positioning unit is detached in the current driving route of the ship or not through the main control unit according to the first positioning information and the second positioning information, wherein the determining step comprises the following steps: