CN107886775B - Bridge area ship active anti-collision early warning method and system - Google Patents
Bridge area ship active anti-collision early warning method and system Download PDFInfo
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Abstract
The invention relates to an active anti-collision early warning method and system for ships in a bridge area, wherein the method comprises the following steps: s1: dividing a navigation area of a bridge area based on the electronic chart; s2: setting a converse judgment virtual navigation mark on the boundary of each virtual navigation mark navigation area close to the adjacent navigation hole; s3: collecting AIS information of navigation ships in a bridge area in real time; s4: acquiring a collision risk level for evaluating the running state of the ship according to the real-time coordinate of the ship and the bow direction based on the navigation area of the bridge area; s5: broadcasting the broadcast information corresponding to the collision risk level acquired in step S4 to the ship. Compared with the prior art, the method and the device can evaluate the risk of the ship colliding with the bridge based on the AIS data, and provide navigation aid service and broadcasting of early warning information for the ship according to different risk grades.
Description
Technical Field
The invention relates to the technical field of radio navigation marks and communication, in particular to an active anti-collision early warning method and system for ships in a bridge area.
Background
The bridge is a link and infrastructure for communicating road traffic between river, sea, land and island and river banks. With the rapid development of the transportation industry of China, the infrastructure is accelerated in recent years, and the number of navigable bridges is increased rapidly. A large number of bridges are convenient for people to go out, facilitate road traffic and promote regional economic development. Because the bridge and the bridge occupy and limit the navigable water area and the safety requirements of the bridge, the trouble is brought to the water activities, particularly the ship navigation safety and the water traffic management. Bridge collision avoidance has been one of the risk cores of bridge design and construction management. The ship bridge collision accidents which occur over the years cause great economic and life property loss and serious social influence.
At present, the traditional bridge collision avoidance mainly comprises two collision avoidance methods, namely a passive collision avoidance method and an active collision avoidance method. The passive bridge collision avoidance mainly comprises the steps that collision avoidance devices are built at bridge piers, collision avoidance piers are built on the sides of the bridge piers through reinforcing a bridge structure, and therefore the collision avoidance capacity of the bridge is improved; or an intercepting device is arranged near the bridge pier, and an intercepting net is arranged on the periphery of a waterway in the upstream and downstream water areas of the bridge pier to intercept the ship about to impact the bridge pier or in advance so as to obstruct or reduce the impact force generated by the ship impact on the bridge pier. The passive anti-collision means are used more and more generally at present. The second type is an active anti-collision means, which mainly implements route-setting System traffic flow evacuation and guidance in a bridge area by reinforcing bridge navigation mark distribution, reinforcing crew skill and quality training, regularly developing maritime cruising, and constructing and using modern navigation facilities and systems such as VTS (vessel traffic service), AIS (Automatic Identification System) and the like, and reinforcing the intervention of supervision means, and from the perspective of perfecting management elements, changing passivity into initiative, reducing the probability of collision of ships on bridges, thereby achieving the anti-collision purpose.
In practical application, the existing several bridge anti-collision technical means have different defects.
Firstly, the traditional passive anti-collision means has the defects of high construction and maintenance management cost, limited anti-collision capacity and the like, and particularly has poor anti-collision effect on large ships. In addition, the anti-collision means can only passively protect the bridge, the accident probability of the ship colliding with the bridge cannot be reduced, in the accident occurrence process, only limited anti-collision protection is provided for the bridge, the ship cannot be protected, and once the accident occurs, serious consequences are inevitably caused.
Secondly, the traditional active several types of anti-collision means, bridge navigation mark information management research, just start at home, are still immature; by constructing systems such as VTS, CCTV and the like and carrying out main supervision means such as marine vessel cruising and the like, the system needs to be attended, the input manpower, material resources and financial resources are large, and the workload of personnel is large; and the collision risk is judged manually, certain misjudgment also exists, and the manual alarm has larger delay, which inevitably increases the management risk. In addition, through the education training, the quality of crewman is promoted, and human factors are reduced, and the method is a long-term and systematic project.
Therefore, the technical problem to be solved by the invention is to provide an unattended and intelligent system for evaluating collision risks and automatically broadcasting early warning information.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, and provides an active anti-collision early warning method and system for ships in a bridge area, which can evaluate the risk of ship collision with a bridge based on AIS data and provide navigation aid service and early warning information for the ships according to different risk grades.
The purpose of the invention can be realized by the following technical scheme:
an active anti-collision early warning method for ships in a bridge area comprises the following steps:
s1: dividing a bridge area navigation area based on an electronic chart, wherein the bridge area navigation area is marked with a bridge, navigation holes, bridge piers, virtual navigation marks, early warning areas, standard navigation channels and standard courses, each navigation hole is correspondingly provided with a standard course pointing to the navigation hole, one side of a ship which does not pass through the navigation hole is provided with the early warning area, the warning area and the virtual navigation mark area corresponding to the standard course, the early warning area is positioned at the periphery of the warning area, and the virtual navigation mark area guides the ship to pass through the navigation holes through the warning areas and the early warning areas in sequence along the standard courses;
s2: setting a converse judgment virtual navigation mark on the boundary of each virtual navigation mark navigation area close to the adjacent navigation hole;
s3: collecting AIS information of a navigation ship in a bridge area in real time, wherein the AIS information comprises a ship name, an MMSI code, a real-time coordinate of the ship, a navigation speed and a bow direction;
s4: acquiring a collision risk level for evaluating the running state of the ship according to the real-time coordinate of the ship and the bow direction based on the navigation area of the bridge area;
s5: broadcasting the broadcast information corresponding to the collision risk level acquired in step S4 to the ship.
The reverse determination of step S2 is to determine the distance between the virtual navigation mark and the bridge, which is related to the current bridge area hydrometeorological information and the distance between adjacent navigation holes.
The step S4 specifically includes: dividing the collision risk level into a no-risk navigation level, a low-risk early warning level and a high-risk warning level;
before the ship passes through the navigation hole, if the coordinate of the ship is positioned in an early warning area, or the coordinate of the ship is positioned in a virtual navigation mark navigation area corresponding to the navigation hole to be passed, and the heading direction of the ship is the same as the standard heading, the ship is in a risk-free navigation grade;
before the ship passes through the navigation hole, if the coordinates of the ship are located in an area except a virtual navigation mark navigation area corresponding to the navigation hole to be passed in a warning area, and the distance from a position point, which is close to the side boundary of the ship, of the virtual navigation mark navigation area corresponding to the navigation hole to be passed to the bridge in the ship bow direction is larger than the distance from a converse judgment virtual navigation mark to the bridge corresponding to the navigation hole to be passed, the ship is in a low-risk early warning grade;
and if the ship has the conditions of deviation from the channel, retrograde motion or collision, the ship is in a high risk alarm level.
The high risk alert levels include a deviation from channel alert level, a reverse travel alert level, and a collision alert level;
before the ship passes through the navigation hole, if the coordinates of the ship are positioned at the boundary of a virtual navigation mark navigation area corresponding to the navigation hole to be passed in the warning area and the bow direction points to a front bridge close to one side of the ship, the warning level of the deviation of the navigation channel is determined;
before the ship passes through the navigation hole, if the coordinate of the ship is positioned in an area except a virtual navigation mark navigation area corresponding to the to-be-passed navigation hole in a warning area, and the distance from a position point pointed in front of the ship bow direction to the bridge is less than or equal to the distance from a retroactive judgment virtual navigation mark corresponding to the to-be-passed navigation hole to the bridge, and meanwhile, the position point area pointed in front of the ship bow direction is positioned in a warning area at one side of a standard navigation channel where the ship is positioned, or after the ship passes through the navigation hole, if the distance from a position point pointed in front of the ship bow direction to a virtual navigation mark navigation area corresponding to an adjacent navigation hole, which is close to the boundary at one side of the ship, to the bridge is less than or equal to the distance from the retroactive judgment virtual navigation mark to the bridge, the retroactive alarm level is obtained;
before the ship passes through the navigation hole, if the coordinate of the ship is located in an area except a virtual navigation mark navigation area corresponding to the navigation hole to be passed in the warning area, the distance from the coordinate of the ship to the bridge is smaller than or equal to a preset early warning distance, and the bow direction points to the bridge pier, the collision warning level is determined.
The early warning distance is 2-3 times of the ship length.
In the collision alarm level, the heading direction of the ship bow to the bridge pier is specifically as follows: the extension line of the pier in the bow direction is +/-2 degrees.
In the step S5, if the driving state of the ship belongs to the risk-free navigation aid level of the ship, the AIS bridge base station is used to broadcast navigation aid information including the hydrological weather information of the bridge area to the ship;
if the running state of the ship belongs to a low-risk early warning level, broadcasting early warning information to the ship by using a radio station;
and if the driving state of the ship belongs to the high risk alarm level, utilizing the DSC system to make a safety call and utilizing the radio station to broadcast warning information to the ship.
A system adopting the active anti-collision early warning method for ships in bridge areas comprises the following steps:
the electronic chart display and operation module is used for displaying the electronic chart and the bridge area navigation area and setting a reverse judgment virtual navigation mark;
the AIS ship target dynamic monitoring module is used for acquiring AIS information of navigation ships in a bridge area in real time;
the navigation environment information monitoring module is used for acquiring the hydrological and meteorological information of the bridge area;
and the bridge area navigation aid information management and publishing module is used for acquiring a collision risk grade for evaluating the running state of the ship according to the real-time coordinate of the ship and the bow direction based on the bridge area navigation area, and broadcasting corresponding broadcast information to the ship according to the acquired collision risk grade.
Compared with the prior technical schemes such as VTS, CCTV and the like, the active bridge anti-collision technology has the following advantages:
1. the system automatically collects ship AIS data, intelligently analyzes, judges and alarms, and unattended operation can be achieved. By effectively dividing the bridge area channel and the warning area, the system can intelligently identify the ships entering the water area of the bridge area, judge the sailing trend, carry out an evaluation algorithm of the ship collision risk according to AIS data and AIS (automatic identification system) data and send radio warning or warning to the ships which sail illegally to draw the attention of ship drivers so as to take corrective measures as soon as possible to prevent the occurrence of bridge collision events.
2. Because the collision risk does not need to be judged manually, the system automatically broadcasts early warning information, the response efficiency to the risk condition is high, and the bridge collision of the ship can be timely and effectively avoided.
3. Through AIS discernment ship name and voice conversion, can be accurate notice to the risk boats and ships.
4. The system can provide classified navigation aid service and early warning broadcasting for navigation ships in the bridge area according to the collision risk level of the ships, and the navigation aid service and navigation guarantee capability of the bridge area are improved.
Drawings
FIG. 1 is a flow chart of an active anti-collision early warning method for ships in a bridge area according to the invention;
FIG. 2 is a schematic illustration of a navigation area of a bridge area;
FIG. 3 is a schematic diagram illustrating a determination of a risk-free navigational aid rating;
FIG. 4 is a schematic diagram illustrating the determination of low risk early warning level;
FIG. 5 is a schematic diagram illustrating the determination of an off-course alert level;
FIG. 6 is a schematic diagram of a determination of a retrograde alert level;
FIG. 7 is a schematic diagram of another determination of a retrograde alert level;
FIG. 8 is a schematic diagram illustrating the determination of collision warning level;
FIG. 9 is a schematic diagram of a system in practical application of the present invention;
FIG. 10 is a schematic diagram of an active collision avoidance process for a ship in accordance with an exemplary embodiment of the present invention;
fig. 11 is a schematic diagram of a bridge area early warning area setting and monitoring interface.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
As shown in fig. 1, an active anti-collision early warning method for ships in a bridge area comprises the following steps:
s1: the navigation area of the bridge area is divided based on the electronic chart, the navigation area of the bridge area is marked with bridges, navigation holes, piers, virtual navigation marks, early warning areas, standard navigation channels and standard courses, wherein each navigation hole is correspondingly provided with a standard course pointing to the navigation hole, one side of a ship which does not pass through the navigation hole is provided with the early warning area, the warning area and the virtual navigation mark navigation area corresponding to the standard course, the early warning area is positioned at the periphery of the warning area, the virtual navigation mark navigation area guides the ship to sequentially pass through the navigation holes through the warning areas and the early warning areas along the standard course, as shown in figure 2, a certain bridge is provided with an uplink navigation hole and a downlink navigation hole, and the piers are arranged between the uplink navigation hole and the downlink navigation hole.
S2: and a converse judgment virtual navigation mark is arranged on the boundary of each virtual navigation mark navigation area close to the adjacent navigation hole.
The reverse travel determination of step S2 determines that the distance between the virtual navigation mark and the bridge is related to the current bridge area hydrometeorological information and the distance between adjacent navigation holes.
S3: AIS information of navigation ships in a bridge area is collected in real time, and the AIS information comprises data such as ship names, MMSI codes, ship real-time coordinates, navigational speed and ship bow direction.
S4: and acquiring a collision risk grade for evaluating the running state of the ship according to the real-time coordinate of the ship and the bow direction based on the navigation area of the bridge area. Wherein, the collision risk grade is divided into a no-risk navigation grade, a low-risk early warning grade and a high-risk warning grade.
S5: broadcasting the broadcast information corresponding to the collision risk level acquired in step S4 to the ship.
The different collision risk levels are specifically exemplified below.
Before the ship passes through the navigation hole, if the coordinates of the ship are located in an early warning area or the coordinates of the ship are located in a virtual navigation mark navigation area corresponding to the navigation hole to be passed and the heading direction of the ship is the same as the standard heading, the ship is in a risk-free navigation grade, and the AIS bridge base station is used for broadcasting navigation information including bridge area hydrological meteorological information and the like to the ship. As shown in fig. 3, when the ship drives into the early warning area, the AIS broadcasts navigation assistance information such as hydrometeorological data in the bridge area, and if the ship normally runs according to the standard channel, the system does not broadcast early warning.
Before the ship passes through the navigation hole, if the coordinates of the ship are located in an area except a virtual navigation mark navigation area corresponding to the navigation hole to be passed in a warning area, and the distance from a position point, which is close to the ship side boundary, of the virtual navigation mark navigation area corresponding to the navigation hole to be passed to the bridge in the ship bow direction is larger than the distance from the virtual navigation mark to the bridge to be determined in a reverse running mode corresponding to the navigation hole to be passed, the ship is in a low-risk early warning level, and early warning information is broadcasted to the ship by using a radio station. As shown in fig. 4, when the ship is in the warning area, the bow of the ship points to the channel but does not point to the channel entrance, and the ship may be inserted into the channel laterally when going to the channel, there is a certain risk of collision, the risk degree is low, the system reminds the ship to switch channels by a DSC (Digital Selective call) ship Calling system, and broadcasts warning information by a radio station: "please drive carefully to keep navigating in the channel".
And if the ship deviates from the channel, runs backwards or collides, the high-risk alarm level is achieved, the DSC system is used for making a safety call, and the radio station is used for broadcasting warning information to the ship. The high risk alert levels include a departure lane alert level, a reverse travel alert level, and a collision alert level.
Before the ship passes through the navigation hole, if the coordinates of the ship are located at the boundary of the virtual navigation mark navigation area corresponding to the navigation hole to be passed in the warning area and the bow direction points to a front bridge close to one side of the ship, the warning level of the deviation of the navigation channel is determined. As shown in fig. 5, the ship drives out from the side line of the channel, and the bow of the ship points to the bridge ahead, at this time, the risk of collision of the ship to the bridge is high, and the system broadcasts an off-channel alarm through the radio station: "off course! Please keep navigating within the channel.
Before the ship passes through the navigation hole, if the coordinate of the ship is positioned in an area except a virtual navigation mark navigation area corresponding to the to-be-passed navigation hole in a warning area, and the distance from a position point pointed in front of the ship bow direction to the bridge is less than or equal to the distance from a retroactive judgment virtual navigation mark corresponding to the to-be-passed navigation hole to the bridge, and meanwhile, the position point area pointed in front of the ship bow direction is positioned in a warning area at one side of a standard navigation channel where the ship is positioned, or after the ship passes through the navigation hole, if the distance from a position point pointed in front of the ship bow direction to a virtual navigation mark navigation area corresponding to an opposite direction and close to a boundary at one side of the ship to the bridge is less than or equal to the distance from the retroactive judgment virtual navigation mark corresponding to an adjacent navigation hole to the bridge, the retroactive alarm level is obtained; in the former case, as shown in fig. 6, when the ship is not in the bridge-crossing channel and the heading of the ship points to the virtual navigation mark for determining the retrograde motion of the channel close to the bridge (the position of the navigation mark can also be set by self-definition) to the area between the bridges (corresponding to the grid area in fig. 6), and in the latter case, as shown in fig. 7, when the ship passes through the bridge and the heading of the ship points to the area outside the channel line between the virtual navigation mark and the bridge for determining the retrograde motion of the opposite channel (corresponding to the grid area in fig. 7), the radio station broadcasts a retrograde motion alarm: "course is wrong, please follow the navigation rules".
Before the ship passes through the navigation hole, if the coordinate of the ship is located in an area except a virtual navigation mark navigation area corresponding to the navigation hole to be passed in the warning area, the distance from the coordinate of the ship to the bridge is smaller than or equal to a preset early warning distance, and the bow direction points to the bridge pier, the collision warning level is determined. As shown in fig. 8, the user defines the following parameters: coordinates of four corners of the bridge pier; divergence angle (+/-2 degree) of ship heading extension line; early warning distance (2 ~3 times captain), the pier is in the prow is to extension line + -2, and boats and ships are in the early warning distance, triggers the radio station warning: please correct the course, precaution against collision and keep a safe distance from the bridge.
A system adopting the active anti-collision early warning method for ships in bridge areas comprises the following steps:
the electronic chart display and operation module is used for displaying an electronic chart containing the dynamic information of the specific navigation environment of the bridge area site and the navigation area of the bridge area, and setting a retrograde decision virtual navigation mark;
the AIS ship target dynamic monitoring module is used for acquiring AIS information of navigation ships in a bridge area in real time, so that the AIS information of the ships in the bridge area can be displayed on an electronic sea (river) map conveniently, and the field dynamics can be known;
the navigation environment information monitoring module is used for acquiring the hydrological meteorological information of the bridge area, and can monitor real-time information such as wind speed, wind direction, water flow speed, water flow direction, water level, tide and bridge real-time navigation clearance height in real time by carrying various sensors on the front-end navigation mark and accessing other hydrological meteorological information;
and the bridge area navigation aid information management and publishing module is used for acquiring a collision risk grade for evaluating the running state of the ship according to the real-time coordinate of the ship and the bow direction based on the bridge area navigation area, and broadcasting corresponding broadcast information to the ship according to the acquired collision risk grade.
The system also comprises a navigation aid facility monitoring control module such as a bridge base station, a bridge culvert mark, a buoy and the like, and is used for monitoring and controlling the running conditions of various navigation aid equipment at the front end; the comprehensive information query module can realize comprehensive query of various information; the statistical form module outputs a statistical form according to the historical data; a system management module, and the like.
As shown in fig. 9, a bridge area ship integrated navigation information software system is established in the monitoring center, a virtual AIS beacon is arranged on the software system, bridge base stations which are respectively communicated with the ship and the monitoring center are established on the bridge, and matching hardware devices such as bridge area beacons (identification plates and buoys) are arranged at the same time.
As shown in fig. 10, the process of realizing active collision avoidance of the ship is as follows:
1. a bridge base station is arranged and deployed on a bridge accessory, and AIS information of navigation ships in a bridge area is collected, wherein the AIS information comprises data such as ship names, MMSI codes, ship real-time coordinates, navigational speed, ship heading and the like.
2. And the bridge base station transmits the acquired data to a software system for analysis and evaluation through a 4G communication module.
3. And the software system analyzes the AIS information of the ship, and simultaneously evaluates the risk of the ship colliding with the bridge by comparing the electronic chart with an alarm area preset on the chart.
4. And the software system sends an instruction to the bridge base station according to the risk assessment result (no risk, low risk and high risk), and the bridge base station broadcasts different types of navigation aid information and early warning.
5. The bridge base station identifies the ship name according to the AIS data, and calls the ship name in the station early warning information through the voice conversion module.
The background functions realized by the software system are as follows:
when the ship enters a bridge area, the upper computer informs a bridge base station and sends a prompt short message through the AIS; sending every 3 minutes in the area, and stopping after leaving the area;
when warning alarm appears on the ship: the upper computer informs the bridge base station and sends a warning short message through the AIS; the hair is continuously taken for 3 times at an interval of 3 minutes;
when warning alarm occurs to the ship: the upper computer informs the bridge base station to send warning information through the VHF radio station and the radio station simultaneously. The hair is continuously taken for 3 times at an interval of 3 minutes;
and (3) virtual navigation mark position modification: the upper computer informs the bridge base station, and the system modifies the position of the navigation mark;
the virtual navigation mark regularly broadcasts the position: the bridge base station independently broadcasts the set virtual navigation mark information outwards at regular time without depending on an upper computer.
The comprehensive navigation information software system for the ships in the bridge area aims to solve the problems of low informatization degree, low active alarm type navigation aid degree and the like existing in the current bridge area navigation aid service, and has strong practicability and application value. The main functions of the system are:
(1) and establishing a bridge area range navigation basic information database system. Through the construction of the multifunctional navigation mark, the acquisition, transmission and storage of important information such as hydrology, weather, channel, traffic flow and the like of a channel in a bridge area are realized on a shore base.
(2) And centralized control management of the navigation mark in the bridge area is realized. The novel bridge and culvert mark with the monitoring function is being popularized, but the remote measuring function of the novel bridge and culvert mark in a bridge area needs to be further realized, and the remote measuring and remote controlling system which is used at the present stage and aims at the common navigation mark is complementary to each other, so that all navigation marks in the area under jurisdiction can be effectively managed.
(3) An active safe navigation method for a bridge area water area is explored. The passive supervision of the safety of the marine vessel has certain limitations, and an active safety navigation aid method taking navigation guarantee equipment as an important carrier needs to be further explored and realized in a bridge area channel.
(4) And establishing a new mode of the navigation support service in the bridge area. By the aid of an informatization technology, the Internet environment is combined, comprehensive navigation information is provided for users in a multi-method multi-path mode, and navigation safety in bridge areas is promoted to realize conversion from passive management to active service of navigation guarantee, so that management and evacuation combination is realized, the service is a novel working mechanism of government departments, and the government functions of the navigation guarantee are practically fulfilled.
In practical application, a system matched bridge base station is installed on a building near a bridge, and the comprehensive navigation information system of the ship in the bridge area is installed in a Fuzhou navigation mark position monitoring center of an east-China sea navigation support center, so that comprehensive navigation information service is performed on the ship in a quan channel gorge bridge water area in the district of the Fuzhou navigation mark position. The system automatically monitors AIS dynamic of ships entering a bridge area, broadcasts AIS messages such as real-time weather, water flow, bridge clearance height, navigation mark dynamic and the like of the bridge area to the ships, keeps silent for the ships meeting the navigation rules of a warning or warning area, starts point-to-point VHF voice prompt for the navigation ships violating the rules of the set area, prompts the ships to correct the ship movement as early as possible, and prevents collision accidents caused by operation delay. The setting and monitoring interface of the bridge area early warning area is shown in fig. 11.
In conclusion, the bridge area ship comprehensive navigation information software system explores a new bridge area navigation information service mode, clearly marks a channel by using a virtual navigation mark technology, marks a no-navigation area, collects hydrological meteorological data of bridge area navigation to ships entering the bridge area, broadcasts and other measures, so that after the ships enter the bridge area channel, necessary navigation and navigation environment information can be obtained in real time, a part of high-risk ships can timely obtain dangerous situation information, and the navigation environment of the bridge area channel can be really improved through active navigation information service under severe sea conditions (such as poor visibility).
Claims (6)
1. An active anti-collision early warning method for ships in a bridge area is characterized by comprising the following steps:
s1: dividing a bridge area navigation area based on an electronic chart, wherein the bridge area navigation area is marked with a bridge, navigation holes, bridge piers, virtual navigation marks, early warning areas, standard navigation channels and standard courses, each navigation hole is correspondingly provided with a standard course pointing to the navigation hole, one side of a ship which does not pass through the navigation hole is provided with the early warning area, the warning area and the virtual navigation mark area corresponding to the standard course, the early warning area is positioned at the periphery of the warning area, and the virtual navigation mark area guides the ship to pass through the navigation holes along the standard courses sequentially through the early warning area and the warning area;
s2: setting a converse judgment virtual navigation mark on the boundary of each virtual navigation mark navigation area close to the adjacent navigation hole;
s3: collecting AIS information of a navigation ship in a bridge area in real time, wherein the AIS information comprises a ship name, an MMSI code, a real-time coordinate of the ship, a navigation speed and a bow direction;
s4: acquiring a collision risk level for evaluating the running state of the ship according to the real-time coordinate of the ship and the bow direction based on the navigation area of the bridge area;
s5: broadcasting broadcast information corresponding to the collision risk level acquired in step S4 to the ship;
the step S4 specifically includes: dividing the collision risk level into a no-risk navigation level, a low-risk early warning level and a high-risk warning level;
before the ship passes through the navigation hole, if the coordinate of the ship is positioned in an early warning area, or the coordinate of the ship is positioned in a virtual navigation mark navigation area corresponding to the navigation hole to be passed, and the heading direction of the ship is the same as the standard heading, the ship is in a risk-free navigation grade;
before the ship passes through the navigation hole, if the coordinates of the ship are located in an area except a virtual navigation mark navigation area corresponding to the navigation hole to be passed in a warning area, and the distance from a position point, which is close to the side boundary of the ship, of the virtual navigation mark navigation area corresponding to the navigation hole to be passed to the bridge in the ship bow direction is larger than the distance from a converse judgment virtual navigation mark to the bridge corresponding to the navigation hole to be passed, the ship is in a low-risk early warning grade;
if the ship has the conditions of deviation from a channel, retrograde motion or collision, the ship is in a high risk alarm level;
the high risk alert levels include a deviation from channel alert level, a reverse travel alert level, and a collision alert level;
before the ship passes through the navigation hole, if the coordinates of the ship are positioned at the boundary of a virtual navigation mark navigation area corresponding to the navigation hole to be passed in the warning area and the bow direction points to a front bridge close to one side of the ship, the warning level of the deviation of the navigation channel is determined;
before the ship passes through the navigation hole, if the coordinate of the ship is positioned in an area except a virtual navigation mark navigation area corresponding to the to-be-passed navigation hole in a warning area, and the distance from a position point pointed in front of the ship bow direction to the bridge is less than or equal to the distance from a retroactive judgment virtual navigation mark corresponding to the to-be-passed navigation hole to the bridge, and meanwhile, the position point area pointed in front of the ship bow direction is positioned in a warning area at one side of a standard navigation channel where the ship is positioned, or after the ship passes through the navigation hole, if the distance from a position point pointed in front of the ship bow direction to a virtual navigation mark navigation area corresponding to an adjacent navigation hole, which is close to the boundary at one side of the ship, to the bridge is less than or equal to the distance from the retroactive judgment virtual navigation mark to the bridge, the retroactive alarm level is obtained;
before the ship passes through the navigation hole, if the coordinate of the ship is located in an area except a virtual navigation mark navigation area corresponding to the navigation hole to be passed in the warning area, the distance from the coordinate of the ship to the bridge is smaller than or equal to a preset early warning distance, and the bow direction points to the bridge pier, the collision warning level is determined.
2. The active anti-collision early warning method for ships in bridge area according to claim 1, wherein the reverse determination of the distance between the virtual navigation mark and the bridge in step S2 is related to the current hydrometeorology information of the bridge area and the distance between adjacent navigation holes.
3. The active anti-collision early warning method for the ships in the bridge area according to claim 1, wherein the early warning distance is 2-3 times of the length of the ship.
4. The active anti-collision early warning method for the ships in the bridge area according to claim 1, wherein in the collision warning level, the specific steps of pointing the ship bow direction to the bridge pier are as follows: the extension line of the pier in the bow direction is +/-2 degrees.
5. The active anti-collision early warning method for ships in bridge areas according to claim 1, wherein in step S5, if the driving state of the ship belongs to a ship risk-free navigation aid level, the AIS bridge base station is used to broadcast navigation aid information including hydrometeorology information of the bridge areas to the ship;
if the running state of the ship belongs to a low-risk early warning level, broadcasting early warning information to the ship by using a radio station;
and if the driving state of the ship belongs to the high risk alarm level, utilizing the DSC system to make a safety call and utilizing the radio station to broadcast warning information to the ship.
6. A system for using the active anti-collision early warning method for ships in bridge area according to claim 1, comprising:
the electronic chart display and operation module is used for displaying the electronic chart and the bridge area navigation area and setting a reverse judgment virtual navigation mark;
the AIS ship target dynamic monitoring module is used for acquiring AIS information of navigation ships in a bridge area in real time;
the navigation environment information monitoring module is used for acquiring the hydrological and meteorological information of the bridge area;
and the bridge area navigation aid information management and publishing module is used for acquiring a collision risk grade for evaluating the running state of the ship according to the real-time coordinate of the ship and the bow direction based on the bridge area navigation area, and broadcasting corresponding broadcast information to the ship according to the acquired collision risk grade.
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