CN112037581B - Ship collision risk quantification method and system and storage medium - Google Patents
Ship collision risk quantification method and system and storage medium Download PDFInfo
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Abstract
The invention discloses a ship collision risk quantification method, a system and a storage medium, wherein the method comprises the following steps: acquiring first AIS data, wherein the first AIS data comprises first ship information, first navigation information, first channel information and first AIS data acquisition time; determining the ship field of a first ship according to the first AIS data; acquiring second AIS data, wherein the second AIS data comprises second ship information, second navigation information, second channel information and second AIS data acquisition time; and calculating a collision risk value of the ship according to the ship field and the second AIS data. The invention can enable the driver to timely master the meeting situation of the current ship by checking the displayed collision risk value obtained by real-time calculation. The method can be widely applied to the technical field of ship collision risk assessment.
Description
Technical Field
The invention relates to the technical field of ship collision risk assessment, in particular to a ship collision risk quantification method, a ship collision risk quantification system and a storage medium.
Background
The field of ships refers to a blank water area around, and the significance of the field is to provide a water area, and if the water area is invaded by other ships or targets, the collision risk exists. At present, the building method of the ship field model mainly comprises ship traffic data statistics, expert judgment and theoretical analysis, namely the navigation experience ship field, the expert knowledge ship field and the analysis expression ship field. The field of ships is the rule developed in long-term marine practice, i.e. the distance a crew keeps from other ships or obstacles in order to avoid a collision. Therefore, ship collision avoidance is the most suitable application direction in the field of ships. However, in the prior art, the safe distance is more likely to be used to replace the ship field, or a simple and fixed ship field model is used to replace the ship field, so that a timely and effective collision risk quantification method cannot be provided for the ship in the actual use process, and a ship driver cannot timely master the meeting situation of the current ship.
Disclosure of Invention
To solve the above technical problems, the present invention aims to: provided are a ship collision risk quantification method, system and storage medium, which enable a ship pilot to timely master the current ship encounter situation.
In a first aspect, an embodiment of the present invention provides:
a ship collision risk quantification method comprises the following steps:
acquiring first AIS data, wherein the first AIS data comprises first ship information, first navigation information, first channel information and first AIS data acquisition time;
determining the ship field of a first ship according to the first AIS data;
acquiring second AIS data, wherein the second AIS data comprises second ship information, second navigation information, second channel information and second AIS data acquisition time;
calculating a collision risk value of the ship according to the ship field and the second AIS data;
the first AIS data are AIS data corresponding to the sailing states of the first ship and the second ship in a relatively stable state; the second AIS data is real-time data; the ship information comprises ship length and width information and ship relative distance; the navigation information includes a navigation speed and a navigation direction.
Further, the determining the ship domain of the first ship according to the first AIS data includes:
calculating a safe distance of the first ship according to the first AIS data;
establishing a ship domain model of the first ship model according to the safe distance;
and determining the ship field of the first ship model according to the ship field model.
Further, the calculating the safe distance of the first ship according to the first AIS data includes:
calculating the front safe distance and the starboard safe distance of the first ship according to the first AIS data;
calculating the rear safe distance of the first ship according to the front safe distance;
and calculating the port safe distance of the first ship according to the starboard safe distance.
Further, the building of the ship domain model of the first ship model according to the safe distance includes:
acquiring position information of the first ship;
constructing a coordinate system according to the position information;
and establishing a ship field model of the first ship model on the coordinate system according to the safe distance.
Further, the acquiring the first AIS data includes:
acquiring historical AIS data;
screening data in a relatively stable state from the historical AIS data to serve as first AIS data;
further, the screening the historical AIS data for relatively steady state data includes:
when the second ship is positioned in front of the first ship and the historical AIS data meet a first preset condition, taking the historical AIS data as first AIS data;
and when the second ship is positioned on the starboard of the first ship and the historical AIS data meets a second preset condition, taking the historical AIS data as first AIS data.
Further, the calculating of the collision risk value of the ship according to the ship field and the second AIS data specifically includes:
and when the second ship enters the ship field, calculating a collision risk value of the ship according to the second AIS data.
In a second aspect, an embodiment of the present invention provides:
a vessel collision risk quantification system comprising:
the first acquiring module is used for acquiring first AIS data, wherein the first AIS data comprises first ship information, first navigation information, first channel information and first AIS data first acquiring time;
the determining module is used for determining the ship field of the first ship according to the first AIS data;
the second acquiring module is used for acquiring second AIS data, and the second AIS data comprises second ship information, second navigation information, second channel information and second AIS data second acquiring time;
the calculation module is used for calculating a collision risk value of the ship according to the ship field and the second AIS data;
the first AIS data are AIS data corresponding to the sailing states of the first ship and the second ship in a relatively stable state; the second AIS data is real-time data; the ship information comprises ship length and width information and ship relative distance; the navigation information includes a navigation speed and a navigation direction.
In a third aspect, an embodiment of the present invention provides:
a vessel collision risk quantification system comprising:
at least one memory for storing a program;
at least one processor for loading the program to perform the vessel collision risk quantification method.
In a fourth aspect, an embodiment of the present invention provides:
a computer readable storage medium having stored therein processor executable instructions for implementing said vessel collision risk quantification method when executed by a processor.
The invention has the beneficial effects that: according to the method and the device, the ship field of the first ship is determined according to the acquired first AIS data, then the second AIS data is acquired, and the collision risk value of the ship is calculated according to the ship field and the second AIS data, so that a driver can timely master the meeting situation of the current ship by checking the displayed collision risk value.
Drawings
FIG. 1 is a flow chart of a method for quantifying risk of ship collision according to an embodiment of the present invention;
FIG. 2 is a schematic view of a relatively steady state vessel in accordance with an exemplary embodiment;
FIG. 3 is a schematic illustration of the boundary of a ship domain according to an embodiment;
FIG. 4 is a schematic diagram of a location risk calculation according to one embodiment;
FIG. 5 is a schematic view of a course risk calculation according to an embodiment;
FIG. 6 is a schematic illustration of a cargo ship and passenger ship positional relationship in accordance with an exemplary embodiment;
fig. 7 is a diagram illustrating a process of changing a collision risk value between a ship and a passenger ship according to an embodiment.
Detailed Description
The invention is described in further detail below with reference to the figures and the specific embodiments. The step numbers in the following embodiments are provided only for convenience of illustration, the order between the steps is not limited at all, and the execution order of each step in the embodiments can be adapted according to the understanding of those skilled in the art.
In the following description, reference is made to "some embodiments" which describe a subset of all possible embodiments, but it is understood that "some embodiments" may be the same subset or different subsets of all possible embodiments, and may be combined with each other without conflict.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of the present application only and is not intended to be limiting of the application.
Referring to fig. 1, an embodiment of the present invention provides a ship collision risk quantification method, which is applicable to a server, where the server may communicate with a plurality of terminal devices. The terminal equipment can be a control end of ship navigation, data detection equipment, display equipment and the like.
The embodiment comprises the following steps:
s11, acquiring first AIS data, wherein the first AIS data comprise first ship information, first navigation information, first channel information and first AIS data acquisition time; the first AIS data is corresponding AIS data when the ship is in a relatively stable state. The relative stable state means that the relative motion relationship between the two ships does not change significantly. The first ship information comprises ship length and width information and ship relative distance; the first navigation information comprises channel information, ship navigation speed and ship navigation direction. The speed of travel may also be replaced by an average speed of travel.
In some embodiments, the obtaining the first AIS data may be implemented by:
acquiring historical AIS data; the historical AIS data is all AIS data before the current moment.
Screening data in a relatively stable state from the historical AIS data to serve as first AIS data;
specifically, the screening of the historical AIS data for data in a relatively stable state includes:
when the second ship is positioned in front of the first ship and the historical AIS data meet a first preset condition, taking the historical AIS data as first AIS data;
and when the second ship is positioned on the starboard of the first ship and the historical AIS data meets a second preset condition, taking the historical AIS data as first AIS data.
In this embodiment, the first preset condition includes a value range of a difference between the speeds of the two ships, a value range of a difference between the heading angles of the two ships, and a value range of a difference between the relative azimuths of the two ships. The second preset condition comprises a value range of the course angle difference of the two ships and a value range of the relative azimuth angle difference of the two ships.
For example, if the first ship model is the own ship and the second ship model is the target ship, whether the traveling state between the target ship and the own ship is relatively stable can be determined by the conditions in table 1:
TABLE 1
When the target ship and the own ship satisfy the conditions shown in table 1, it can be determined that the target ship and the own ship are in a relatively stable sailing state. For example, when the target vessel 221 is located directly in front of the own vessel 210 or the target vessel 222 is located on the starboard side of the own vessel 210, its relatively stable running state is as shown in fig. 2.
S12, determining the ship field of the first ship according to the first AIS data;
in some embodiments, the determining the ship domain of the first ship according to the first AIS data may specifically be implemented by:
s121, calculating the safe distance of the first ship according to the first AIS data;
specifically, the calculating the safe distance of the first ship according to the first AIS data includes:
calculating the front safe distance and the starboard safe distance of the first ship according to the first AIS data;
in this step, as shown in fig. 2, when the ships are in a relatively stable state, the distance between the ships is taken as a safe distance. Specifically, the first AIS data may be utilized to determine a functional relationship between the safe distance and the ship's captain, the ship's speed, and the channel width via linear regression. The relation between the front safe distance of the ship, the ship length and the ship speed is shown as a formula 1:
d1＝a1×v2+b1×l+c1equation 1
Wherein d is1Is a front safety distance; v is the ship speed; l is the ship length (the larger value of the ship length between the ship and the target ship); a is1、b1And c1Is constant and is determined by linear regression.
The safe starboard distance of the ship is shown in formula 2:
d2＝a2×v2+b2×l+c2×w+h2equation 2
Wherein d is2A starboard safety distance; w is the channel width; a is2、b2、c2And h2Is constant and is determined by linear regression.
After the front safe distance is obtained through calculation, calculating the rear safe distance of the first ship according to the front safe distance; the rear safety distance can be calculated by formula 3:
wherein d is3Is the rear safety distance.
After the starboard safe distance is obtained through calculation, calculating a port safe distance of the first ship according to the starboard safe distance, wherein the port safe distance can be obtained through calculation according to a formula 4:
wherein d is4A port safe distance.
S122, establishing a ship domain model of the first ship model according to the safe distance;
specifically, in this step, position information of the first ship may be obtained, a coordinate system may be constructed according to the position information, and a ship domain model of the first ship model may be established on the coordinate system according to the safe distance. Drawing ellipses by taking the front safe distance, the rear safe distance, the port safe distance and the starboard safe distance as the major axis and the minor axis of the ellipses respectively, taking 1/4 parts of 4 ellipses to form a ship domain model in the constructed coordinate system respectively, and determining the ship domain of the first ship model according to the ship domain model. Specifically, the ship domain as shown in fig. 3 can be determined according to the ship domain model, and the size of the ship domain is determined by the front safety distance d as known from the ship domain as shown in fig. 31Starboard safe distance d2Rear safety distance d3And a safe distance d from the port4And (4) determining. The boundary of the ship domain shown in fig. 3 can be determined by equation 5:
where L represents the boundary of the ship domain.
S13, acquiring second AIS data, wherein the second AIS data are acquired in real time and comprise second ship information, second navigation information, second channel information and second acquisition time of the second AIS data. The ship information comprises ship length and width information and ship relative distance; the navigation information includes a navigation speed and a navigation direction. The relative distance, the sailing speed and the sailing direction of the ship can be acquired through AIS and ARPA.
S14, calculating a collision risk value CRI of the ship according to the ship field and the second AIS data; and when the second ship enters the ship field, calculating the collision risk value of the ship according to the second AIS data. When the target ship is on the boundary of the ship field of the ship, the CRI is 0; when a target ship enters the boundary of the ship field of the ship, the CRI is larger than 0; when two ships collide, the CRI is 1. specifically, the CRI can be calculated by equation 6:
CRI＝CRIL×CRIAequation 6
Wherein the CRILAs a location risk value, CRIAIs the course risk value.
In particular, the location risk value CRILDepending on the position of the target vessel in the vessel domain of the own vessel, it can be calculated by equation 7:
wherein d and dhD is the distance between the target vessel 420 and the own vessel 410, d is shown in FIG. 4hThe distance of the target vessel 420 from the boundary of the vessel domain in the direction of the own vessel 410.
Course risk value CRIAThe course of the target ship and the course of the ship relative to the target ship are determined, and the course can be obtained by calculation according to a formula 8:
CRIAcos (α - β) × k +1 formula 8
Where, as shown in FIG. 5, α is the relative azimuth of the target vessel 520 with respect to the host vessel 510; beta is the course of the target ship; and k is an angle coefficient and is used for describing the influence degree of the heading on the collision threat.
In some embodiments, ship models are built from actual AIS data for a river segment and risk variations are analyzed when a cargo ship meets a passenger ship. Wherein, the cargo ship is used as the ship, the length of the ship is 78 meters, and the sailing speed is about 5 sections; the passenger ship is a target ship, and the navigational speed is about 7 knots. The track and position relationship between the cargo ship and the passenger ship shown in fig. 6 and the change of the collision risk value during the meeting of the two ships shown in fig. 7 can be obtained by analyzing according to the actual AIS data. As can be seen from fig. 6 and 7, the risk of collision increases and then decreases when the passenger ship drives over from the bow of the cargo ship. Before passing the bow of the cargo ship, the CRI will change rapidly because the passenger ship is driving towards the cargo ship. After passing through the bow of the cargo ship, the passenger ship leaves the course of the cargo ship, and the CRI change speed becomes slow.
The embodiment of the invention provides a ship collision risk quantification system corresponding to the method shown in FIG. 1, which comprises the following steps:
the first acquiring module is used for acquiring first AIS data, wherein the first AIS data comprises first ship information, first navigation information, first channel information and first AIS data first acquiring time;
the determining module is used for determining the ship field of the first ship according to the first AIS data;
the second acquiring module is used for acquiring second AIS data, and the second AIS data comprises second ship information, second navigation information, second channel information and second AIS data second acquiring time;
the calculation module is used for calculating a collision risk value of the ship according to the ship field and the second AIS data;
the first AIS data are AIS data corresponding to the sailing states of the first ship and the second ship in a relatively stable state; the second AIS data is real-time data; the ship information comprises ship length and width information and ship relative distance; the navigation information includes a navigation speed and a navigation direction.
The content of the embodiment of the method of the invention is all applicable to the embodiment of the system, the function of the embodiment of the system is the same as the embodiment of the method, and the beneficial effect achieved by the embodiment of the system is the same as the beneficial effect achieved by the method.
The embodiment of the invention provides a ship collision risk quantification system, which comprises:
at least one memory for storing a program;
at least one processor for loading the program to perform the vessel collision risk quantification method.
The content of the embodiment of the method of the invention is all applicable to the embodiment of the system, the function of the embodiment of the system is the same as the embodiment of the method, and the beneficial effect achieved by the embodiment of the system is the same as the beneficial effect achieved by the method.
Furthermore, an embodiment of the present invention further provides a computer-readable storage medium, in which processor-executable instructions are stored, and when the processor-executable instructions are executed by a processor, the method for quantifying a ship collision risk is implemented.
While the preferred embodiments of the present invention have been illustrated and described, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (8)
1. A ship collision risk quantification method is characterized by comprising the following steps:
acquiring first AIS data, wherein the first AIS data comprises first ship information, first navigation information, first channel information and first AIS data acquisition time;
determining the ship field of a first ship according to the first AIS data;
acquiring second AIS data, wherein the second AIS data comprises second ship information, second navigation information, second channel information and second AIS data acquisition time;
calculating a collision risk value of the ship according to the ship field and the second AIS data;
the first AIS data are AIS data corresponding to the sailing states of the first ship and the second ship in a relatively stable state; the second AIS data is real-time data; the ship information comprises ship length and width information and ship relative distance; the navigation information comprises navigation speed and navigation direction;
wherein, the determining the ship domain of the first ship according to the first AIS data comprises:
calculating a safe distance of the first ship according to the first AIS data; the safe distance is determined according to the ship length, the ship speed and the channel width of the ship; the safe distance comprises a front safe distance, a rear safe distance, a starboard safe distance and a port safe distance;
establishing a ship domain model of the first ship according to the safe distance;
determining a ship domain of the first ship according to the ship domain model;
wherein said calculating a safe distance for said first vessel from said first AIS data comprises:
calculating a front safe distance and a starboard safe distance of the first ship according to the first AIS data; wherein the front safety distance d1＝a1×v2+b1×l+c1Said starboard safety distance d2＝a2×v2+b2×l+c2×w+h2(ii) a v is the ship speed; l is the ship's captain, a1、b1And c1Is a constant determined by linear regression, w is the channel width; a is2、b2、c2And h2Is a constant determined by linear regression;
calculating the rear safe distance of the first ship according to the front safe distance; wherein the rear safety distance
d1Is a front safety distance;
calculating a port safe distance of the first ship according to the starboard safe distance; wherein the port safe distance
d2Is a starboard safety distance.
2. The method for quantifying ship collision risk according to claim 1, wherein the establishing a ship domain model of the first ship according to the safe distance comprises:
acquiring position information of the first ship;
constructing a coordinate system according to the position information;
and establishing a ship domain model of the first ship on the coordinate system according to the safe distance.
3. The method for quantifying ship collision risk according to claim 1, wherein the acquiring the first AIS data comprises:
acquiring historical AIS data;
and screening data in a relatively stable state from the historical AIS data to serve as first AIS data.
4. The method for quantifying ship collision risk according to claim 3, wherein the screening the historical AIS data for relatively steady state data comprises:
when the second ship is positioned in front of the first ship and the historical AIS data meet a first preset condition, taking the historical AIS data as first AIS data;
and when the second ship is positioned on the starboard of the first ship and the historical AIS data meets a second preset condition, taking the historical AIS data as first AIS data.
5. The method according to claim 1, wherein the calculating of the collision risk value of the ship according to the ship domain and the second AIS data specifically comprises:
and when the second ship enters the ship field, calculating a collision risk value of the ship according to the second AIS data.
6. A system for quantifying risk of collision of a ship, comprising:
the first acquiring module is used for acquiring first AIS data, wherein the first AIS data comprises first ship information, first navigation information, first channel information and first AIS data first acquiring time;
the determining module is used for determining the ship field of the first ship according to the first AIS data;
the second acquiring module is used for acquiring second AIS data, and the second AIS data comprises second ship information, second navigation information, second channel information and second AIS data second acquiring time;
the calculation module is used for calculating a collision risk value of the ship according to the ship field and the second AIS data;
the first AIS data are AIS data corresponding to the sailing states of the first ship and the second ship in a relatively stable state; the second AIS data is real-time data; the ship information comprises ship length and width information and ship relative distance; the navigation information comprises navigation speed and navigation direction;
wherein, the determining the ship domain of the first ship according to the first AIS data comprises:
calculating a safe distance of the first ship according to the first AIS data; the safe distance is determined according to the ship length, the ship speed and the channel width of the ship; the safe distance comprises a front safe distance, a rear safe distance, a starboard safe distance and a port safe distance;
establishing a ship domain model of the first ship according to the safe distance;
determining a ship domain of the first ship according to the ship domain model;
wherein said calculating a safe distance for said first vessel from said first AIS data comprises:
calculating a front safe distance and a starboard safe distance of the first ship according to the first AIS data; wherein the front safety distance d1＝a1×v2+b1×l+c1Said starboard safety distance d2＝a2×v2+b2×l+c2×w+h2(ii) a v is the ship speed; l is the ship's captain, a1、b1And c1Is a constant determined by linear regression, w is the channel width; a is2、b2、c2And h2To pass through a lineConstants determined by sexual regression;
calculating the rear safe distance of the first ship according to the front safe distance; wherein the rear safety distance
d1Is a front safety distance;
calculating a port safe distance of the first ship according to the starboard safe distance; wherein the port safe distance
d2Is a starboard safety distance.
7. A system for quantifying risk of collision of a ship, comprising:
at least one memory for storing a program;
at least one processor configured to load the program to perform the method of quantifying risk of collision for a vessel according to any of claims 1-5.
8. A computer readable storage medium having stored therein processor executable instructions, wherein the processor executable instructions, when executed by a processor, are for implementing a vessel collision risk quantification method as claimed in any one of claims 1 to 5.
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