CN114875877A - Ship lockage safety detection method - Google Patents
Ship lockage safety detection method Download PDFInfo
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02C—SHIP-LIFTING DEVICES OR MECHANISMS
- E02C1/00—Locks or dry-docks; Shaft locks, i.e. locks of which one front side is formed by a solid wall with an opening in the lower part through which the ships pass
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02C—SHIP-LIFTING DEVICES OR MECHANISMS
- E02C1/00—Locks or dry-docks; Shaft locks, i.e. locks of which one front side is formed by a solid wall with an opening in the lower part through which the ships pass
- E02C1/06—Devices for filling or emptying locks
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- H—ELECTRICITY
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- H04N—PICTORIAL COMMUNICATION, e.g. TELEVISION
- H04N23/00—Cameras or camera modules comprising electronic image sensors; Control thereof
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- H—ELECTRICITY
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Abstract
The embodiment of the invention discloses a safety detection method for ship lockage, relates to the technical field of information, and can improve the digitization degree of ship lockage, so that the safety and the efficiency of the ship lockage are improved. The invention comprises the following steps: acquiring image information of a ship entering a gate through an information acquisition equipment set; detecting whether the identity of the ship is normal or not by using the acquired image information and AI S information of the ship entering the gate, and entering a link to be gated if the identity of the ship is normal; in the waiting brake link, at least comprising: detecting draft overrun of the ship and waiting for other brake, and entering a brake passing link if the draft of the ship is not overrun and passes the other brake; in the passing brake link, include: lock chamber radar discernment, mooring line safety inspection and gate top pedestrian detect, if boats and ships have passed through mooring line safety inspection, gate top pedestrian and have detected and other lockings, then judge boats and ships safety lockings.
Description
Technical Field
The invention relates to the technical field of information, in particular to a ship lockage safety detection method.
Background
At present, the problems of low digitalization, large manual operation error and the like still exist in a ship lockage mode applied to inland navigation of canals, reservoirs and the like, so that some potential safety hazards exist in actual production and operation. For example: aiming at the operation links that hidden installation troubles may exist such as the emptying of a lock chamber, the over-limit of a ship due to over-height, the over-speed of an entering lock, the stopping without gears, the un-tying of a mooring rope and the like, an informationized monitoring means is lacked, so that the processes of the ship lock lockage scheduling and the control operation of a lock valve device usually need manual participation.
And every link all sets up 1 at least personnel post and carries out full-time monitoring usually, and the human cost is big, operating efficiency is low and still can not avoid the error problem in manual operation, the control. Therefore, in order to take the safety of ship lockage into consideration, the overall speed of the ship lockage process needs to be limited, thereby seriously affecting shipping efficiency.
Disclosure of Invention
The embodiment of the invention provides a lockage safety detection method for a ship lock safety supervision system and a canal shipping method, which can improve the digitization degree of ship lockage, thereby improving the safety and efficiency of ship lockage.
In order to achieve the above purpose, the embodiment of the invention adopts the following technical scheme:
s1, acquiring image information of the ship entering the gate through the information acquisition equipment group;
s2, detecting whether the identity of the ship is normal or not by using the acquired image information and AIS information of the ship entering the gate, and entering a link to be gated if the identity of the ship is normal;
s3, in the waiting brake link, at least comprising: if the draught of the ship is not over-limit and passes through the other sub-links, the ship enters a gate passing link;
s4, in the passing link, including: the system comprises a lock chamber radar identification sub-link, a mooring line safety detection sub-link and a pedestrian detection sub-link above a gate, wherein if the ship passes through the mooring line safety detection sub-link, the pedestrian detection sub-link above the gate and other lockage sub-links, the safety lockage of the ship is judged.
During the current ship lock passing-lock scheduling and the corresponding control operation process of the lock valve equipment, safety behaviors of all links such as the condition that a lock chamber is empty, a ship is over-high and over-limit, a lock is over-speed, the ship is not parked according to gears, and a mooring rope is not tied are temporarily identified without an informatization means. And the safety early warning signal is docked into the control system for comprehensive judgment. At present, the manual judgment is mainly carried out by the staff at the head and the tail of the gate. Particularly, on one hand, the current ship lockage cannot be automatically registered, and on the other hand, visual digital navigation guidance software is lacked, so that the two aspects need a large amount of manual participation, the efficiency is low, and the safety is difficult to promote.
According to the cross-lock safety detection method for canal shipping, provided by the embodiment of the invention, the intelligent collection, analysis and processing of the green canal shipping cross-lock safety information are carried out by utilizing computer data processing and computer network transmission technologies and are intensively reflected to the platform real-time monitoring interface and the dispatching control system, so that ship lock management personnel can timely and accurately obtain various safety risks in the ship cross-lock process, and timely and effective daily real-time problem management and processing of the ship lock are adopted, thereby carrying out closed-loop processing on hidden danger faults in cross-lock dispatching. Therefore, the safety of ship lockage is considered, the overall speed of the ship lockage process can be increased, the digitization degree of the ship lockage is increased, and the safety and the efficiency of the ship lockage are further improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic flow chart of a method provided by an embodiment of the present invention;
fig. 2 and 3 are schematic diagrams of possible ship lock site scenarios provided by an embodiment of the present invention;
fig. 4 and 5 are schematic diagrams of possible camera deployment manners provided by the embodiment of the present invention;
FIGS. 6 and 7 are schematic diagrams of embodiments provided by embodiments of the present invention;
FIG. 8 is a flowchart of alarm closed-loop processing provided by an embodiment of the present invention;
fig. 9 and 10 are schematic diagrams of radar deployment manners provided by the embodiments of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the present invention will be described in further detail with reference to the accompanying drawings and specific embodiments. Reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention. As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Further, "connected" or "coupled" as used herein may include wirelessly connected or coupled. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
The embodiment of the invention provides a safety detection method for ship lockage, which comprises the following steps of:
and S1, acquiring the image information of the ship entering the gate through the information acquisition equipment group.
S2, detecting whether the identity of the ship is normal or not by using the acquired image information and AIS information of the ship entering the gate, and entering a link to be gated if the identity of the ship is normal.
S3, in the waiting brake link, at least comprising: the method comprises a ship draught overrun detection sub-link and other to-be-braked sub-links, wherein if the draught of a ship is not overrun and passes through the other sub-links, the ship enters a brake passing link.
S4, in the passing link, including: the system comprises a lock chamber radar identification sub-link, a mooring line safety detection sub-link and a pedestrian detection sub-link above a gate, wherein if the ship passes through the mooring line safety detection sub-link, the pedestrian detection sub-link above the gate and other lockage sub-links, the safety lockage of the ship is judged.
During the current ship lock passing-lock scheduling and the corresponding control operation process of the lock valve equipment, safety behaviors of all links such as the condition that a lock chamber is empty, a ship is over-high and over-limit, a lock is over-speed, the ship is not parked according to gears, and a mooring rope is not tied are temporarily identified without an informatization means. And the safety early warning signal is docked into the control system for comprehensive judgment. At present, the manual judgment is mainly carried out by the staff at the head and the tail of the gate. Specifically, on one hand, the existing ship lockage cannot be automatically registered, and on the other hand, intuitive and digital navigation software is lacked, so that the two aspects currently need a large amount of manual participation, the efficiency is low, and the safety is difficult to promote.
The design idea of this embodiment lies in: the intelligent collection, analysis and processing of the safety information of the green navigation lockage of the canal are carried out by utilizing the computer data processing and computer network transmission technology and are intensively reflected to the platform real-time monitoring interface and the dispatching control system, so that ship lock management personnel can timely and accurately obtain various safety risks in the ship lockage process, and timely and effective daily real-time problem management and processing of the ship lock are adopted, thereby carrying out closed-loop processing on hidden trouble faults of lockage dispatching. Specifically, when the ship passes through the lock, the video monitoring is carried out above the lock chambers, and the lock chambers are integrated and converged into a lock chamber image, so that the interference of the angles of the pedestrian bridge and the camera can be effectively avoided, the real-time control of the behavior of the ship in the lock chambers is facilitated, and the ship stop condition in the lock chambers can be more visually displayed.
In this embodiment, information acquisition equipment group includes that at least 2 sets of ship locks shoot equipment, arranges respectively in the lock low reaches lock head and the lock upstream lock head of ship lock. For example, as shown in fig. 2, at least 2 sets of ship lock photographing devices are respectively arranged at the downstream lock bow of the ship lock and the upstream lock bow of the ship lock. As shown in figure 3, a rod can be erected on each of the two sides of the downstream remote station (dead zones caused by too close distance are avoided), and the snapshot cameras are mounted on the rods, so that no dead angle is ensured to snapshot the ship. In order to guarantee the night snapshot effect, an infrared flashing light is adopted for light supplement. The infrared light is invisible to the eyes, so that the clear snapshot effect at night is enhanced while the driving of a crew is not influenced. In addition, a panoramic camera is installed on the upright rod on one side and used for shooting the overall appearance of the ship.
In this embodiment, each set of ship lock shooting device at least includes: detection cameras (which may also be referred to as ship detection cameras), detail capture cameras, and panoramic capture cameras, wherein the field of view of the panoramic capture cameras includes a lock room. The specific number and model of the three cameras can be as shown in table 1.
TABLE 1
| Serial number | Content providing method and apparatus | Unit | Number of | Model number |
| 1 | Ship detection camera | Table (Ref. Table) | 6 | WH_5M0FGSNDS_G |
| 2 | Panoramic camera | Table (Ref. Table) | 6 | WH _5M0FGSNDS _ BSS (Unicom, Mobile, telecom 4G, Unicom Mobile 3G 2G) |
| 3 | Detail snapshot camera | Table (Ref. Table) | 6 | WH_HDFGVN_HSD_C |
The information acquisition equipment group still includes at least 1 set of boats and ships identity and checks the subsystem, the boats and ships identity is checked the subsystem and is included: the automatic monitoring system comprises a main control device, a light supplementing lamp, camera devices (a detection camera, a detail snapshot camera and a panoramic snapshot camera) and an AIS receiver, wherein the light supplementing lamp and the camera devices are arranged outside a gate, and shooting visual fields of the camera devices respectively cover a part of an entering channel of the gate. As shown in fig. 4, the master control device includes a dedicated master control device, and may be specifically arranged in a central machine room of the ship lock, where an existing video network link of the ship lock is used between the central machine room and the external field device. The specific model of the dedicated master device may employ IMX 220. In practical application, 1 set of video capturing equipment can be respectively arranged at the XX ship lock downstream lock head (three-wire lock downstream lock head) and the XX ship lock upstream lock head (three-wire lock upstream lock head), 6 sets of video capturing equipment are provided in total, the video capturing equipment comprises a detection camera, a detail capturing camera, a panoramic capturing camera, relevant auxiliary materials and the like, and the outfield equipment is installed through a vertical rod customizing bracket; the main control equipment is placed in a central machine room of the ship lock, and the existing video network link of the ship lock is utilized between the central machine room and the outfield equipment. A rod (avoiding the dead zone generated by too close distance) is respectively erected on the east and west sides of the gate, and the snapshot cameras are all installed on the rods, so that no dead angle is ensured to snapshot the ship. In order to guarantee the night snapshot effect, an infrared flashing light is adopted for light supplement. The infrared light is invisible to the eyes, so that the clear snapshot effect at night is enhanced while the driving of a crew is not influenced. In addition, a panoramic camera is installed on the upright rod on one side and used for detecting whether ships exist near the gate or not.
Through the snapshot image of different angles, different positions, discernment boats and ships identity, including ship name, ship number, boats and ships size etc. carry out automatic comparison with the boats and ships information in the AIS system storehouse, check the boats and ships identity. The detection result is saved for the ship inconsistent with the recorded information in the AIS system, and early warning and information inquiry are performed, so that the verification of the ship identity is completed, namely, ship information input can be performed in the embodiment, and automatic verification of the ship information can be performed. Specifically, a hardware architecture of the ship identity verification system is shown in fig. 5, and the hardware device mainly includes: the system comprises main control equipment, a light supplement lamp, a detection camera, a detail snapshot camera, a panoramic snapshot camera, an AIS receiver and the like, wherein outfield equipment is installed through a vertical rod customizing bracket; the main control equipment is placed in a central machine room, and the existing video network link of the ship lock is utilized between the central machine room and the outfield equipment.
The operation flow of the ship identity checking system is shown in fig. 6, when a ship passes through a gate, the ship photos are intelligently sensed and automatically captured through front-end outfield equipment, then the photos and videos are intelligently identified, the identification content comprises ship identity, ship size, AIS information and the like, the identified information is compared with the information in an AIS system library, the ship with abnormal size, inconsistent identity and the like is automatically alarmed and a worker is informed to recheck, and finally the system can count and analyze ships passing through the gate every day, abnormal ships and the like. Specifically, a high-definition snapshot process as shown in fig. 7 can be adopted in practical application, the high-definition snapshot of the ship depends on a snapshot camera installed at a gate head, and based on video analysis technologies such as background modeling and edge detection, the video stream of the ship detection camera is automatically analyzed, and whether the ship passes through and the accurate position of the ship is accurately detected. The video stream signal is input by a stationary camera. And then background modeling is carried out on the video stream, during modeling, a model is initialized, then whether pixel points are foreground points or not is judged, and a certain updating mechanism is set to update the background model. And obtaining foreground points after background modeling, analyzing the foreground points by using a connected domain analysis method, and taking the obtained connected domain as a target candidate area. And removing the non-ship target in the target candidate area according to the priori knowledge to finally obtain the ship target. And 7 x 24 hours of high-definition snapshot is realized by a multi-camera linkage technology. The multi-camera linkage adopts an image recognition and processing technology, and when the gate is monitored, the moving target detection algorithm is matched to sequentially perform single and continuous close-up tracking and capture target detail characteristic information on any moving target in the monitoring range. According to the multi-camera linkage technology, a target ship is detected through a ship detection camera, tracking is locked, after the target ship is confirmed, a detail snapshot camera and a panoramic snapshot camera are triggered to take a picture, and the snapshot panoramic photos and the snapshot detail photos are sequentially presented in a picture according to a time sequence. The snapshot ship photo not only contains the overall appearance of the ship, but also contains the ship details, and is a ship with multiple photos, and the information such as the ship number, the ship type, the ship draught, the cargo type and the like of the ship can be clearly seen on the ship detail photo.
In this embodiment, S2 includes: and capturing a ship which is outside the gate and enters the channel through the camera equipment in the ship identity checking subsystem to obtain image information of the ship, and obtaining the ship identity information according to the image information. And acquiring the AIS information of the ship through the AIS receiver. Wherein the vessel identity information comprises at least: ship name, ship number, and ship type. The detecting whether the identity of the ship is normal comprises: and inquiring the ship record information in the AIS system library by using the AIS information, comparing the inquired ship record information with the ship identity information, and judging that the identity of the ship is normal if the inquired ship record information is consistent with the ship identity information.
The current technical means for ship identity recognition mainly comprise: AIS, RFID, video images, and the like. The RFID needs to be additionally provided with terminal equipment on a ship, a large number of base stations need to be built, the popularization difficulty is high, the cost is high, and the RFID cannot be applied on a large scale. Although the AIS is an international standard ship automatic identification system, the opening rate of the inland ship AIS is low, and even if the AIS is opened, identity information is often tampered with, so that the confidence is low.
In the embodiment, the AIS and the image recognition are integrated to identify the ship. The initial accuracy of the ship identity is not lower than 85%, and with the perfection and deep learning of a database, the theoretical accuracy can reach 95%. And carrying out data fusion on the target position data and the ship name information data obtained by the positioning camera and the ship position information in the AIS information to obtain the currently shot ship target position and the AIS ship name of the ship. Based on the high-definition snapshot, technologies such as image analysis, deep learning and the like are adopted, and information such as ship identity, draught, ship type and the like is further analyzed. The method comprises the steps of training a fine positioning model of a ship name through learning and training big data, accurately positioning a ship name area of the ship by adopting a target detection algorithm, segmenting characters of the ship name by utilizing an image segmentation technology, recognizing each character by utilizing machine learning, recognizing the character, and performing matching error correction according to a ship name library to obtain a final recognition result. The automatic rechecking process of the ship information specifically comprises the step of automatically comparing and rechecking the ship identity information with the AIS system and the scheduling information data. The automatic alarm mode of abnormal ships is characterized in that the system can record the quantity of ships entering/exiting each gate and the identity of the ships entering/exiting each gate. Comparing the ship identity and the related information obtained by the system with an AIS registration system, and if the identity of the actually passed ship is not consistent with the identity of the registered ship, giving out early warning. The report statistical analysis mode can specifically carry out screening statistics on daily/monthly ship information rechecking conditions and flow conditions according to parameters such as time period/location/course/gate order. The alarm linkage closed-loop processing mode can be as follows: the ship identity checking system is mainly constructed for checking and verifying the identity of a ship passing through a lock, a high-definition image of the ship is captured by the system through an artificial intelligence technology, ship name characters are automatically identified based on the ship image, the ship name characters and AIS registration information are automatically rechecked, ship alarm with inconsistent identity is given and workers are pushed to handle the ship name characters, and therefore an alarm linkage closed loop is formed.
The ship identity rechecking alarm linkage process is shown in fig. 8: the ship lockage adopts AIS information to conduct self-service lockage registration, after the system confirms the AIS information of the ship, the ship is scheduled, the AIS information and scheduling information of the ship are stored in a database, meanwhile, the ship waits for lockage, and the ship passes through a ship identity checking system when entering the lock, the system firstly senses the appearance of the ship, triggers a snapshot camera to conduct high-definition snapshot of the ship, utilizes an artificial intelligence technology to automatically recognize the name of the ship, automatically compares the recognized name of the ship with the database, automatically judges whether the lockage ship is consistent with the registered identity, normally passes the lock if the lockage ship is consistent with the registered identity, triggers an alarm if the lockage ship is inconsistent with the registered identity, pushes alarm data to a worker for disposal, the worker confirms through checking, disposes the ship, such as re-registration, credit deduction, forbidding of the lockage or normally passing the lock, and forms flow closed-loop processing.
In S3 of this embodiment, the ship draught overrun detection sub-link includes: and after the identity of the ship is identified, acquiring the size information corresponding to the ship. And acquiring the image information of the ship draught position through the information acquisition equipment group. And determining the topsides position and the bottom-to-water boundary position of the ship according to the dimension information and the image information of the draught position of the ship, and then calculating the distance between the mooring post and the water boundary to judge whether the ship is overloaded.
Wherein the image information of the ship draught position comprises: image information of a mooring bollard, image information of a ship freeboard position and image information of a water surface boundary position. In practical application, a ship mooring post positioning model can be researched based on massive ship snapshot images by utilizing a deep learning and target detection technology, then a ship topsides position and a ship bottom and water surface boundary position are analyzed by researching an edge detection technology, and finally whether a ship is overloaded or not is judged by calculating the distance between the ship mooring post and the water surface boundary. For example: the embodiment provides a possible ship draught transfinite detection mode, lays 1 set of video snapshot device at execute bridge ship lock low reaches teletron station, including detection camera, detail snapshot camera, panorama snapshot camera and relevant supplementary material etc. and outfield's equipment passes through pole setting customization support installation. A ship draught overrun detection system is additionally arranged at a remote station at the downstream of a bridge ship lock, and the actual draught depth of a ship is identified through high-definition snapshot. Meanwhile, aiming at the identified ship with the over-limit draught, the detection result is pushed to the dispatching system and is processed by the dispatching system, and early warning and information inquiry are provided.
Hardware equipment of the ship draught overrun detection system mainly comprises: the system comprises special main control equipment, a flashing light, a detection camera, a detail snapshot camera, a panoramic snapshot camera, an AIS receiver and the like, wherein outfield equipment is installed through a vertical rod customizing bracket; the main control equipment is placed in a central machine room, and the existing video network link of the ship lock is utilized between the central machine room and the outfield equipment. The process of detecting the over-limit draft of the ship comprises the following steps: when boats and ships pass through the video snapshot point, at first through front end outfield equipment intelligent sensing and automatic snapshot boats and ships photo, carry out intelligent recognition to photo and video afterwards, the discernment content includes, boats and ships identity, load information and AIS information etc. to the boats and ships automatic alarm that the draft is transfinite and propelling movement to dispatch system and deal with, the system can be to pass through boats and ships every day, warning boats and ships etc. statistics and inquiry. The process of determining the overload of the ship may include: firstly, researching a mooring post positioning model based on massive ship snapshot images by utilizing a deep learning and target detection technology, then researching an edge detection technology to analyze the positions of a ship topsides and ship bottoms and water surface boundary lines, and finally judging whether the ship is overloaded or not by calculating the distance between the mooring post and the water surface boundary lines. The system records the ship photos, identity and load information of the ships passing through the section. The system compares the ship overload and automatically alarms, and the information is pushed to a dispatching system to be processed to form a closed loop.
In this embodiment, the mooring line safety detection sub-link includes: and acquiring a lock chamber panoramic image through the information acquisition equipment group, identifying images around the floating mooring columns at the head and the tail of the lock in the lock chamber panoramic image, and detecting whether the ship passes through the mooring line safety detection sub-link or not by using the acquired images around the floating mooring columns. In the process of mooring safety detection, the method comprises the following steps: the method comprises the steps that a panoramic view of a lock chamber is utilized to identify floating mooring columns at the head and the tail of a lock, and whether a ship mooring rope is tied well is firstly identified; and secondly, identifying whether the ship has a ship citizen at the head and the tail of the ship and whether the ship has the action of throwing the mooring rope, and if so, defaulting to fasten the mooring rope of the ship. Meanwhile, the identification result is pushed to the subarea broadcast, and the subarea broadcast automatically calls for ships without mooring cables to remind ship passengers to mooring the mooring cables. The function identification accuracy rate is required to be more than 80%, and for the ships without identifying the mooring line, the notice information is sent to the safety management personnel for manual confirmation, and the confirmation result is stored in the database for next model learning and correction. The mooring cable identification function is realized, the positions of a ship mooring column and a ship mooring hook can be subjected to image analysis by using a video camera on a lock chamber portal frame, and the state of the ship mooring cable is identified, wherein the image analysis comprises a data acquisition link, a data calibration link, a model training link, a model deployment link and a mooring cable state identification link. Specifically, data acquisition: acquiring an image video of ship berthing in a lock chamber in an image mode, and acquiring a cable video at a fixed video angle; data calibration: manually calibrating the collected picture to determine whether the mooring cable is safe or not; model training: training a model by a deep learning algorithm by using the marked pictures; model deployment: deploying the model to a ship lock video analysis server, and analyzing the real-time video; and (3) identifying the mooring state: detecting the position of a mooring post through a real-time image, and analyzing the mooring state of the ending ship to obtain the mooring state of the ship; transmitting the state of the mooring rope to a control system and a large-screen display system for state judgment; and regularly collecting picture materials identified by the cable for model training and strengthening.
In this embodiment, gate top pedestrian detects sub-link, includes: and acquiring image information above the gate through the information acquisition equipment group, determining according to the image information above the gate, and detecting whether the ship passes through the pedestrian detection sub-link above the gate. In practical application, pedestrian identification above the gate is realized based on the intrusion detection function of a Haikang surveillance camera, the camera adopts deep learning hardware and algorithm, and supports border crossing detection, regional intrusion detection, entering region detection and leaving region detection, and supports linkage flashing alarm lamps and linkage sound alarm. Specifically, the monitoring camera adopted for automatically detecting pedestrians above the gate is realized by multiplexing a black light camera above the portal frame. Among them, the object recognition can be classified into two methods, i.e., a motion-based recognition and a shape-based recognition, according to the difference of the utilized information. The motion-based recognition method refers to recognizing a pedestrian by analyzing Gait (Gait) characteristics of the person while moving. The gait of the human body has a specific periodicity, and the pedestrian can be identified by analyzing the periodicity of the image sequence and then comparing with the periodic pattern of the gait of the pedestrian. The shape-based recognition method refers to recognizing an object by analyzing gray, edge, and texture information of the object. The shape-based method includes: a method based on a definite human body model, a method based on template matching and a method based on statistical classification. The method based on the definite human body model is that a definite 2D or 3D parameter model is constructed according to the knowledge of the human body structure, and the model is solved by extracting the bottom layer characteristics of the image, so that the pedestrian is identified.
The template matching based method represents the pedestrian by storing some gray scale or outline templates, and the pedestrian can be identified only by measuring the distance between the template and the input window. The statistical classification-based method learns a classifier from a series of training data through machine learning, represents a pedestrian with the classifier, and then identifies an input window with the classifier. The method based on the statistical model mainly comprises two steps: the purpose of feature extraction is to reduce the dimensionality of data, obtain features which can reflect the essential attributes of the mode, and facilitate subsequent classification; for the problem of pedestrian recognition, the existing statistical classification-based method can be divided into a Neural Network (NN) -based method according to the design method of the classifier, and pedestrian detection based on a Support Vector Machine (SVM) method and an Adaboost-based method is divided into the following steps: in the preprocessing stage, image information above the gate is obtained through video monitoring, and the information is preprocessed (such as noise reduction, enhancement and the like); in the classification detection stage, some interested areas (ROIs), namely pedestrian candidate areas, are selected from the image by using some image processing technologies such as image segmentation, model extraction and the like, then the ROIs are further verified, and whether the candidate areas contain pedestrians is judged by using technical methods such as classification and the like; and a decision-making alarm stage, namely tracking the area containing the pedestrian.
In a pedestrian detection system, the classification detection stage is one of the most important stages. Because the pedestrian detection system is a real-time system, the detection algorithm in the system has high real-time performance, and the algorithm using complex image processing is not applicable any more; in an open detection scene, such as continuous change of road conditions, random change of weather and illumination, variable clothing and posture of pedestrians and the like, the template matching method cannot be well applied to the pedestrian detection problem. Due to the limitation of the premise hypothesis, the performance and speed of the method for scene 3D modeling cannot meet practical requirements. At present, various classifiers are introduced into the pedestrian detection in the main research method, mainly because the classification algorithm has better robustness, training samples and characteristics are reasonably selected, and the influence of many adverse conditions, such as pedestrian diversity, scene diversity, illumination environment diversity and the like, can be better overcome by combining the classification algorithm with a reasonable structure. Therefore, in the present case, classification detection is a mainstream method in the research of pedestrian detection technology. Classifiers commonly used for pedestrian detection are: support Vector Machines (SVMs), various types of Neural Networks (NNs), and other statistical-based learning classifiers (e.g., Adaboost, tandem classifiers), among others.
In this embodiment, the information acquisition equipment set further includes an ultrahigh detection device, and the ultrahigh detection device is composed of at least one pair of alignment vertical rods provided with the laser correlation device. The other ring section to be switched also comprises: a ship superelevation detection sub-link; and detecting whether the height of the ship exceeds the height limit height of a ship lock or not through the ultrahigh detection equipment, and if not, judging that the ship passes the ultrahigh detection sub-link. Wherein, install a counterpoint pole setting respectively on the both sides of superelevation detection area, the light beam level that the laser correlation device on every counterpoint pole setting sent aligns. In practical application, alignment vertical rods are installed on two banks of an ultrahigh detection area, ultrahigh detection equipment (laser correlation) is installed on the vertical rods to keep two ends of a light beam to be horizontally aligned, specific installation height is selected according to the field requirement of a ship lock, and the installation height is guaranteed to be higher than the top of the ultrahigh detection specified height in principle so that a vertical laser beam array can cover a specified height line conveniently. Hardware equipment needing deployment comprises ultrahigh detection equipment, a background server, a high-pitch loudspeaker and a high-definition video monitor used for linkage snapshot evidence collection. The ultrahigh detection equipment is divided into a laser correlation emission unit and a receiving unit which are respectively arranged on two banks of an ultrahigh detection area, so that end points on two sides of a correlation beam array are horizontally aligned, and a normal working condition power supply state is kept; the receiving unit is bridged with the background server through a signal network and is used for ultrahigh signal communication; the background server is used for deploying ultrahigh signal processing and pushing service and is responsible for capturing ultrahigh signals and linking a basic video monitoring network and a high pitch loudspeaker for alarming; the high pitch loudspeaker is responsible for receiving and broadcasting warning audio; the basic video monitoring network is responsible for capturing and returning ultrahigh video data.
The implementation of the ultrahigh detection function and the ultrahigh detection system (laser correlation ultrahigh detection) needs to consider the following aspects: firstly, height detection: the method has the following basic functions of quickly and accurately judging the height of the ship and returning an ultrahigh signal, namely sunlight interference resistance: the working environment of the ultra-high detection system is mostly open-air work, the interference of sunlight on the system is not negligible, and the system can not work normally, so that overcoming the interference of sunlight is an important prerequisite for ensuring the normal work of the system. Laser is used as a light source with highly concentrated energy, and is early applied to aerospace and military facilities. The laser correlation in the construction scheme belongs to the category of active intrusion detectors, also called laser intrusion detectors, and consists of a laser transmitter and a laser receiver, wherein the laser transmitter consists of a laser transmitter, a modulation excitation power supply and a corresponding direction adjusting mechanism; the laser receiver consists of a laser receiver, a photoelectric signal processor and a corresponding supporting mechanism. The laser emitter adopts military laser emitting and receiving devices as main parts of equipment, and the unique advantages of the product in the aspects of detection distance, interference resistance and stability are improved. The laser intrusion detector adopts 808nm invisible laser as a light source, works in a mode of single-side emission and single-side reception, is widely applied to various complex environments, and is important detection equipment in the fields of modern security and intelligence. The laser transmitter emits directional strong laser beams with good directivity, single frequency and consistent phase, forms warning lines by invisible modulation laser beams, and adopts a laser intrusion scheme system for closed defense arrangement of perimeter, plane and three-dimensional space in a shielding alarm mode. The active laser intrusion detector has the advantages of long detection distance, high sensitivity, low false alarm rate, high safety and reliability, good concealment, convenient maintenance and debugging, suitability for various severe natural weather conditions and the like.
The ultrahigh detection based on laser in the embodiment has the advantages that: the detection distance is long, the directivity of the laser beam of the equipment is extremely good, the light energy is concentrated and is not easy to attenuate, and the transmission efficiency is high; the positioning is accurate. The laser beam has high emission power density, small divergence angle and good directivity; the receiver has high sensitivity and strong anti-interference capability, and the power density of the laser beam at the target receiving position is hundreds to thousands of times of that of the infrared light-emitting diode under the condition of using the same power device; the environmental adaptability is strong. Under the same weather conditions, the transmission attenuation of the laser beam of the equipment is far smaller than that of other similar detectors, the rain and fog penetration capability is strong, the normal operation in a long distance can be ensured when the detection distance reaches hundreds of meters to several kilometers, and the false alarm rate in severe weather is reduced.
In this embodiment, the information acquisition equipment group further includes a millimeter wave radar subsystem, and the millimeter wave radar subsystem is composed of at least 1 air brake detection radar and at least 1 speed detection radar. The air lock detection radar is used for detecting whether objects such as ships exist in the range of 150-200 m in length and 20-30 m in width, and when the ship lock is empty, no ship is in the lock; the speed detection radar is used for detecting the speed of the ship in the lock, the minimum detection value is not more than 0.5Km/H, and the maximum detection value is not less than 10 Km/H; the speed measurement precision is required to be more than 0.3 Km/H. In this embodiment, a total of 7 millimeter-wave radars are required, and the layout position of each radar is shown in fig. 9.
And executing the lock chamber radar identification sub-link in the lock passing link. In the lock chamber radar identification sub-link, the method comprises the following steps: judging whether a ship stays in the brake or not through the air brake detection radar; and if no ship stays in the lock, the lock is opened, the speed of the ship entering the lock is detected by the speed detection radar, and if the speed of the ship entering the lock exceeds the speed limit, an alarm is triggered. For example: the requirements of the 'air lock detection radar' and the 'speed detection radar' can detect whether objects such as ships exist in the range of '150-200 m length and 20-30 m width', and ensure that no ship exists in the lock when the ship lock is empty; the speed of the ship in the lock can be detected, the minimum detection value is not more than 0.5Km/H, and the maximum detection value is not less than 10 Km/H; the speed measurement precision is required to be more than 0.3 Km/H; the warning line detection radar is required to be capable of detecting whether targets such as ships exist within the range of 15m in length and 20m-30m in width. The near area outside the lock requires a distance of 20m from the lock gate to detect the presence of a ship.
Compared with other sensors, the millimeter wave radar has the characteristics of all weather, long distance measurement, accurate speed measurement and the like, and can normally work in various severe weathers (in haze days, snow days, medium and small rain, under various scenes such as night). As shown in fig. 10, in this embodiment, the existence and speed information of a ship in the gate are detected through linkage of a plurality of millimeter wave radars, and after linkage with the panoramic vision system, information after verification of the dual system is output to the gate control system, so as to realize automatic control of the gate.
Further, this embodiment further includes:
after a ship drives into a lock chamber through a gate, acquiring image information inside and outside a ship lock through at least one set of ship lock shooting equipment; and judging whether a ship in the ship lock stays in a region beyond a first virtual warning line according to image information in the ship lock, wherein the first virtual warning line is arranged in the ship lock, and the region beyond the first virtual warning line comprises a region from the first virtual warning line to a gate in the ship lock. In practical application, the image information and the air lock detection radar can be simultaneously utilized to detect whether the ship in the ship lock stays in the area outside the first virtual warning line or not.
Judging whether a ship in the ship lock stays in a region outside a second virtual warning line according to image information outside the ship lock, wherein the second virtual warning line is arranged outside the ship lock, and the region outside the second virtual warning line comprises a region from the second virtual warning line to a gate outside the ship lock; and if no ship stays in the area except the first virtual warning line and the area except the second virtual warning line, closing the gate.
In this embodiment, ship identity verification may be performed. Specifically, the AIS and the video are fused, the identity of a ship entering a monitoring area can be automatically checked, all information registered in the AIS by the ship entering the video monitoring area can be seen in a system background, and whether the actual information of the ship such as the name, the number and the size of the ship is consistent with the information registered in the system is unknown. In the traditional means, the name and the number of a ship can be confirmed only manually, and in order to solve the problem of difficult ship identity verification, high-definition snapshot cameras are additionally installed on the outer sides of splayed walls at the downstream of a Huaian lock and the upstream of a Shabby lock, so that on one hand, blind compensation is performed on video monitoring on the outer sides of splayed walls at the head and the tail of the lock; and on the other hand, the name, the number and the size of the ship are identified through the captured ship picture, the suspected ship certificate mismatch condition and the relevant evidence are pushed to a maritime law enforcement department through comparison and analysis with the size of the ship in the AIS system, and the situation and the relevant evidence are processed by the maritime law enforcement department.
Simultaneously, this embodiment can also carry out boats and ships draught and overrun and detect. The detection of the draught overrun of the ship is an important judgment basis for the navigation safety of the ship, the condition of ship grounding is frequent due to the water level change, the manual measurement of the ship through a water gauge in the traditional mode is troublesome and labor-consuming, and the efficiency is low. The embodiment adds a set of boats and ships draught transfinites detection device at bridge lock low reaches teletram station, adopts machine vision's mode discernment boats and ships draught to fuse with the AIS, be used for the recognition of suspected draught transfinites boats and ships, and the cooperation pontoon formula is the sonar, carries out the measure recheck to suspected draught transfinites boats and ships. Further, in this embodiment, a radar technology is used to realize the ship detection in the gate area, the detection of the gate chamber leaving the air, the ship overspeed detection and the virtual secondary warning line early warning. The radar technology has the advantage of high accuracy.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the apparatus embodiment, since it is substantially similar to the method embodiment, it is relatively simple to describe, and reference may be made to some descriptions of the method embodiment for relevant points. The above description is only for the specific embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A safety detection method for ship lockage is characterized by comprising the following steps:
s1, acquiring image information of the ship entering the gate through the information acquisition equipment group;
s2, detecting whether the identity of the ship is normal or not by using the acquired image information and AIS information of the ship entering the gate, and entering a link to be gated if the identity of the ship is normal;
s3, in the waiting brake link, at least comprising: if the draught of the ship is not over-limit and passes through the other sub-links, the ship enters a gate passing link;
s4, in the passing link, including: the system comprises a lock chamber radar identification sub-link, a mooring line safety detection sub-link and a pedestrian detection sub-link above a gate, wherein if the ship passes through the mooring line safety detection sub-link, the pedestrian detection sub-link above the gate and other lockage sub-links, the safety lockage of the ship is judged.
2. The method of claim 1, wherein the set of information acquisition devices comprises at least 2 sets of ship lock capturing devices respectively disposed at a ship lock downstream head and a ship lock upstream head, and wherein the camera device of each set of ship lock capturing devices comprises at least: the system comprises a detection camera, a detail snapshot camera and a panoramic snapshot camera, wherein the shooting view of the panoramic snapshot camera comprises a lock chamber;
the information acquisition equipment group still includes at least 1 set of boats and ships identity and checks the subsystem, the boats and ships identity is checked the subsystem and is included: the main control device, the light supplement lamp, the camera device and the AIS receiver, the light supplement lamp and the camera device are arranged outside the gate, and the shooting visual fields of the camera device respectively cover a part of the entrance channel of the gate.
3. The method according to claim 2, wherein in S2, comprising:
capturing a ship which is outside the gate and enters a channel through camera equipment in the ship identity verification subsystem, acquiring image information of the ship, and acquiring ship identity information according to the image information, wherein the ship identity information at least comprises: ship name, ship number and ship type;
acquiring AIS information of the ship through the AIS receiver;
the detecting whether the identity of the ship is normal comprises: and inquiring the ship record information in the AIS system library by using the AIS information, comparing the inquired ship record information with the ship identity information, and judging that the identity of the ship is normal if the inquired ship record information is consistent with the ship identity information.
4. The method according to claim 1, wherein in S3, the ship draft overrun detection sub-link comprises:
after the identity of the ship is recognized, size information corresponding to the ship is obtained;
through information acquisition equipment group obtains the image information of boats and ships draught position, the image information of boats and ships draught position has included: image information of a mooring bollard, image information of a ship freeboard position and image information of a water surface boundary position;
and determining the topsides position and the bottom-to-water boundary position of the ship according to the dimension information and the image information of the draught position of the ship, and then calculating the distance between the mooring post and the water boundary to judge whether the ship is overloaded.
5. The method of claim 1 or 2, wherein the tether safety detection sub-segment comprises: acquiring a lock chamber panoramic image through the information acquisition equipment group, identifying images around floating mooring posts at the head and the tail of the lock in the lock chamber panoramic image, and detecting whether the ship passes through the mooring line safety detection sub-link or not by using the acquired images around the floating mooring posts;
gate top pedestrian detects sub-link, includes: and acquiring image information above the gate through the information acquisition equipment group, determining according to the image information above the gate, and detecting whether the ship passes through the pedestrian detection sub-link above the gate.
6. The method according to claim 1, wherein the information acquisition equipment group further comprises an ultrahigh detection device, the ultrahigh detection device is composed of at least one pair of alignment vertical rods for installing the laser correlation devices, wherein one alignment vertical rod is respectively installed on two banks of the ultrahigh detection area, and light beams emitted by the laser correlation devices on each pair of alignment vertical rods are horizontally aligned;
the other ring section to be switched also comprises: a ship superelevation detection sub-link;
and detecting whether the height of the ship exceeds the height limit height of a ship lock or not through the ultrahigh detection equipment, and if not, judging that the ship passes the ultrahigh detection sub-link.
7. The method of claim 2, wherein the information collection suite further comprises a millimeter wave radar subsystem consisting of at least 1 air brake detection radar and at least 1 speed detection radar.
8. The method according to claim 7, wherein the lock room radar identification sub-link is performed in the lockage link;
in the lock chamber radar identification sub-link, the method comprises the following steps:
judging whether a ship stays in the brake or not through the air brake detection radar;
and if no ship stays in the lock, the lock is opened, the speed of the ship entering the lock is detected by the speed detection radar, and if the speed of the ship entering the lock exceeds the speed limit, an alarm is triggered.
9. The method of claim 8, further comprising:
after a ship drives into a lock chamber through a gate, acquiring image information inside and outside a ship lock through at least one set of ship lock shooting equipment;
and judging whether a ship in the ship lock stays in a region beyond a first virtual warning line according to image information in the ship lock, wherein the first virtual warning line is arranged in the ship lock, and the region beyond the first virtual warning line comprises a region from the first virtual warning line to a gate in the ship lock.
10. The method of claim 9, further comprising:
after determining that the ship in the ship lock does not stay in the area outside the first virtual warning line, determining whether the ship in the ship lock stays in the area outside a second virtual warning line according to the image information outside the ship lock, wherein the second virtual warning line is arranged outside the ship lock, and the area outside the second virtual warning line comprises the area from the second virtual warning line to the gate outside the ship lock;
and if no ship stays in the area except the first virtual warning line and the area except the second virtual warning line, closing the gate.
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| PCT/CN2022/131860 WO2023221425A1 (en) | 2022-05-18 | 2022-11-15 | Ship lockage safety detection method |
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| WO2023221425A1 (en) * | 2022-05-18 | 2023-11-23 | 苏交科集团股份有限公司 | Ship lockage safety detection method |
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| CN117058599B (en) * | 2023-10-12 | 2023-12-15 | 南京苏润科技发展有限公司 | Ship lock operation data processing method and system |
| CN117593703A (en) * | 2024-01-19 | 2024-02-23 | 深圳市创达电子有限公司 | Control management method and system for parking lot barrier gate |
| CN117593703B (en) * | 2024-01-19 | 2024-04-16 | 深圳市创达电子有限公司 | Control management method and system for parking lot barrier gate |
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