CN119620121B - Search and rescue beacon false alarm detection method and device based on north three ship positioning - Google Patents
Search and rescue beacon false alarm detection method and device based on north three ship positioning Download PDFInfo
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- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
- G01S19/01—Satellite radio beacon positioning systems transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
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Abstract
The application provides a search and rescue beacon false alarm detection method and device based on north three ship positioning. The method comprises the steps of determining a first position of a search and rescue beacon under a geographic coordinate system based on an alarm signal triggered by the search and rescue beacon, determining a second position of the ship under the geographic coordinate system based on historical motion data information of the ship, building a dynamic range model of the ship based on the position of a Beidou antenna in a North three system and the length and width of the ship, converting the geographic coordinate system into the ship coordinate system based on the first position and the second position to obtain the relative position of the search and rescue beacon under the ship coordinate system, and determining a search and rescue beacon false alarm detection result based on the relative position and the dynamic range model of the ship. The method and the device provided by the application combine the ship position information to carry out false alarm detection on the alarm signal sent by the search and rescue beacon, effectively filter false alarm caused by environmental interference and misoperation, reduce the false alarm rate and improve the efficiency and reliability of offshore rescue.
Description
Technical Field
The application relates to the technical field of marine rescue, in particular to a search and rescue beacon false alarm detection method and device based on north-third ship positioning.
Background
With the increase of maritime traffic and fishery activities, the risk of water fall accidents is rising. In order to secure life safety of crews and passengers, a water man search and rescue beacon (MOB) device is widely used. MOB devices are typically carried on personnel, and once a water fall event occurs, the device can send location information via satellite navigation systems (e.g., GPS, beidou, etc.), helping boats and rescue workers to quickly locate the person falling into the water. In terms of vessel positioning, global Navigation Satellite Systems (GNSS) have become an important means for vessels to acquire their own position. The Beidou III satellite navigation system (Beidou III) is a satellite navigation system independently researched and developed in China, has the characteristics of high positioning accuracy, wide coverage range and the like, and provides powerful support for ship navigation and positioning.
Current MOB alarm systems rely primarily on the sensor and positioning functions of the MOB equipment itself. When the MOB device detects falling water or manual triggering, an alarm signal and position information are sent. However, these MOB alarm systems have some drawbacks in practical applications:
1) And false alarm caused by environmental interference, namely, under severe sea conditions, environmental factors such as splashing of sea waves, wind and rain and the like can trigger a sensor of MOB equipment to generate false alarm.
2) False alarm caused by misoperation, namely, a shipman can unintentionally trigger MOB equipment in daily operation or the MOB equipment is automatically triggered due to faults, so that false alarm is caused.
3) In the prior art, a determination method based on the size and the position of a ship is lacking, and whether MOB equipment is in the ship range cannot be effectively determined.
4) The system cannot adapt to the dynamic motion of the ship, namely the speed and the direction of the ship change in the sailing process, and the existing system lacks real-time analysis on the dynamic motion of the ship, so that the false alarm is not filtered accurately.
Because frequent false alarms can cause great influence on the search and rescue center, the waste of manpower, material resources and time is caused, and the search and rescue cost is increased. Therefore, a method is needed for carrying out false alarm detection on alarm signals sent by search and rescue beacons by combining ship position information, so that false alarms caused by environmental interference and misoperation are effectively filtered, the false alarm rate is reduced, and the efficiency and reliability of offshore rescue are improved.
Disclosure of Invention
In view of the above, the application provides a search and rescue beacon false alarm detection method and device based on north-third ship positioning, which are used for carrying out false alarm detection on alarm signals sent by a search and rescue beacon by combining ship position information, effectively filtering false alarms caused by environmental interference and misoperation, reducing false alarm rate and improving the efficiency and reliability of marine rescue.
Specifically, the application is realized by the following technical scheme:
the first aspect of the application provides a search and rescue beacon false alarm detection method based on north-third ship positioning, which comprises the following steps:
Based on an alarm signal triggered by a search and rescue beacon, determining a first position of the search and rescue beacon under a geographic coordinate system corresponding to an alarm moment;
Determining a second position of the ship under a geographic coordinate system corresponding to the alarming time based on historical motion data information of the ship;
Establishing a dynamic range model of the ship based on the position of the Beidou antenna, the length and the width of the ship in the north three system, wherein the dynamic range model comprises a longitudinal coordinate range and a transverse coordinate range of the ship, and the dynamic range model characterizes the position distribution of the ship in different coordinate directions under a ship coordinate system;
Converting the geographic coordinate system into the ship coordinate system based on the first position and the second position to obtain the relative position of the search and rescue beacon under the ship coordinate system;
And determining the relation between the search and rescue beacon and the range of the ship based on the relative position and the dynamic range model of the ship, and determining a search and rescue beacon false alarm detection result based on the relation.
The second aspect of the application provides a search and rescue beacon false alarm detection device based on north-third ship positioning, which comprises a determination module, an establishment module and a conversion module, wherein,
The determining module is used for determining a first position of the search and rescue beacon under a geographic coordinate system corresponding to the alarm moment based on an alarm signal triggered by the search and rescue beacon;
The determining module is further used for determining a second position of the ship under the geographic coordinate system corresponding to the alarming moment based on the historical motion data information of the ship;
The building module is used for building a dynamic range model of the ship based on the position of the Beidou antenna in the north three system, the length and the width of the ship, wherein the dynamic range model comprises a longitudinal coordinate range and a transverse coordinate range of the ship, and the dynamic range model characterizes the position distribution of the ship in different coordinate directions under a ship coordinate system;
the conversion module is used for converting the geographic coordinate system into the ship coordinate system based on the first position and the second position to obtain the relative position of the search and rescue beacon under the ship coordinate system;
The determining module is further used for determining the relation between the search and rescue beacon and the range of the ship based on the relative position and the dynamic range model of the ship, and determining a search and rescue beacon false alarm detection result based on the relation.
According to the search and rescue beacon false alarm detection method and device based on north three ship positioning, according to the first aspect, the position of the Beidou antenna and the length and width of the ship are comprehensively considered when the dynamic range model of the ship is established, and the actual position range of the ship and the possible movement range of the ship under different time and environmental conditions can be more accurately determined. When an alarm signal occurs, the dynamic range model of the vessel may help verify whether the alarm signal is within the dynamic range of the vessel. If the alarm signal is within the preset dynamic range, the alarm signal can be judged to be possibly false alarm, and false alarm caused by sea waves or other factors can be avoided, so that unnecessary response and resource waste are avoided. According to the application, the first position of the search and rescue beacon under the geographic coordinate system corresponding to the alarm moment is determined based on the alarm signal triggered by the search and rescue beacon, the second position of the ship under the geographic coordinate system corresponding to the alarm moment is determined, the relative position of the search and rescue beacon under the ship coordinate system is obtained by converting the first position and the second position, and the position judgment is carried out based on the dynamic range model of the ship, so that the obtained search and rescue beacon false alarm detection result is more accurate, false alarms caused by environmental interference and misoperation can be effectively filtered, the false alarm rate is reduced, the efficiency and reliability of offshore rescue are improved, and the resource waste caused by false alarms is reduced. Moreover, as the receiving of the alarm signal and the positioning of the ship are realized based on the Beidou system, the whole maritime search and rescue process is real-time related from the receiving of the alarm signal, the real-time performance is high, the search and rescue reaction speed can be ensured, and the safety of people falling into water is ensured.
Drawings
FIG. 1 is a flowchart of a first embodiment of a search and rescue beacon false alarm detection method based on North three ship positioning provided by the application;
Fig. 2 is a schematic structural diagram of a first embodiment of a search and rescue beacon false alarm detection device based on north-third ship positioning.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the application.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this disclosure, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.
It should be understood that although the terms first, second, third, etc. may be used herein to describe various information, these information should not be limited by these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope of the application. The term "if" as used herein may be interpreted as "at..once" or "when..once" or "in response to a determination", depending on the context.
Specific examples are given below to describe the technical solution of the present application in detail.
FIG. 1 is a flowchart of a first embodiment of a search and rescue beacon false alarm detection method based on North three ship positioning. Referring to fig. 1, the method provided in this embodiment may include:
s101, determining a first position of a search and rescue beacon under a geographic coordinate system corresponding to an alarm moment based on an alarm signal triggered by the search and rescue beacon.
Specifically, the search and rescue beacon is specially designed for the water falling accident of the offshore personnel and is mainly used for emergency positioning when the shipmen, tourists or shipmen fall into water accidentally. The search and rescue beacon can be activated manually or automatically to trigger an alarm signal. For example, the manual activation may be a self-pressing of the start button by the crew upon awareness of the fall into water or an inadvertent pressing of the start button by the crew. The automatic activation can be the automatic start of the search and rescue beacon when the search and rescue beacon senses the water falling (such as the search and rescue beacon contacting water), or the splashing of sea waves, bad weather, the bumping of the ship and the like.
It should be noted that, since the alarm signal triggered by the search and rescue beacon is not all effective and there is a false alarm, the false alarm detection needs to be performed on the alarm signal triggered by the search and rescue beacon, and only the true alarm signal is processed.
When the monitoring system is specifically realized, a shipman wears the search and rescue beacon to carry out daily operation, and when the search and rescue beacon triggers an alarm, the search and rescue beacon sends an alarm signal, and the alarm signal carries a time stamp and position information of the alarm moment. The alarm signal is sent to a ground receiving station through a satellite navigation system (for example, beidou III), the ground receiving station calculates the accurate position of the search and rescue beacon at the moment of triggering the alarm by using the alarm signal sent by the satellite navigation system according to the received alarm signal, and the first position of the search and rescue beacon at the moment of the alarm is obtained according to longitude, latitude and altitude data contained in the carried position information.
S102, determining a second position of the ship under the geographic coordinate system corresponding to the alarming time based on the historical motion data information of the ship.
Specifically, the historical motion data information of the ship records the position, speed, etc. of the ship at the past moment.
In a specific implementation, the determining, based on the historical motion data information of the ship, the second position of the ship under the geographic coordinate system corresponding to the alarm time includes:
(1) And determining the position and the speed of the ship at the target moment based on the historical motion data information of the ship.
Specifically, the target time refers to a time that is before and closest to the alarm time. Since the historical motion data information of the ship is dynamically updated (updated at each time), the position of the ship at the alarm time is determined, and preferably calculated based on the updated time closest to the alarm time, so that the calculated position more accords with the actual position of the ship at the alarm time.
The method comprises the steps of traversing historical motion data information of a ship at all times before the alarm time based on the historical motion data information of the ship, determining the time with the smallest difference value with the alarm time in all times as the target time, and determining the position and the speed of the ship at the target time according to the historical motion data information of the ship at the target time.
Specifically, historical motion data information of the ship is obtained by reading a plurality of sensors on the ship, wherein the historical motion data information comprises position coordinates, speed, time stamps and the like at a plurality of moments. Traversing all the historical motion data information of the ship before the alarm time, calculating the time difference between the time stamp and the alarm time for each historical motion data information, and taking the data point with the smallest time difference as the historical motion data information of the target time. By reading the historical motion data information of the ship at the target moment, the position and the speed of the ship at the target moment can be directly obtained.
(2) And determining the moving distance of the ship based on the difference value between the alarm time and the target time and the speed of the ship at the target time.
Specifically, the movement distance of the ship characterizes the sailing distance of the ship between the target time and the alarm time.
In specific implementation, the product of the difference between the alarm time and the target time and the speed of the ship at the target time is determined as the moving distance of the ship, and the moving distance of the ship can be calculated according to the following formula:
;
Wherein the said Is the moving distance of the ship, theIs the speed of the ship at the target momentThe alarm time is the alarm timeAnd the target moment.
(3) And determining a second position of the ship at the alarming moment through linear fitting based on the moving distance and the position of the ship at the target moment.
Specifically, in combination with the above description, since the historical motion data information of the ship is dynamically updated (updated at each time), the position of the ship at the alarm time is to be determined, and preferably, the position is calculated based on the updated time closest to the alarm time, so that the calculated position more accords with the actual position of the ship at the alarm time. In the step, the position of the ship at the alarming moment is calculated in a linear fitting mode according to the position and the speed of the ship at the target moment.
In specific implementation, the sum of the position of the ship at the target moment and the moving distance of the ship is determined as the second position of the ship at the alarm moment, and the second position of the ship at the alarm moment can be determined according to the following formula:
;
Wherein the said The second position of the ship at the alarming moment; the saidIs the position of the ship at the target momentIs the moving distance of the ship.
S103, establishing a dynamic range model of the ship based on the position of the Beidou antenna in the North three system, the length and the width of the ship, wherein the dynamic range model comprises a longitudinal coordinate range and a transverse coordinate range of the ship, and the dynamic range model represents the position distribution of the ship in different coordinate directions under a ship coordinate system.
Specifically, in this step, based on the north three system, the position of the ship is determined, the Beidou antenna calculates the absolute position of the ship in the geographic coordinate system by receiving signals from satellites, and the position information of the Beidou antenna helps to determine the position of the ship in the geographic coordinate system through the process of communication with the satellites, so that the position can be converted into the ship coordinate system, the establishment of the ship coordinate system is influenced, and the establishment of the dynamic range model is further influenced.
Further, the dynamic range model of the vessel describes a possible distribution area of the vessel's position at the target moment, which comprises a longitudinal coordinate range representing the position distribution of the vessel in the longitudinal direction and a transverse coordinate range representing the position distribution of the vessel in the transverse direction. A certain target may be considered to be on a vessel when its coordinates in the vessel coordinate system satisfy the dynamic range model of the vessel. When the coordinates of a certain target in the ship coordinate system cannot meet the longitudinal coordinate range and the transverse coordinate range at the same time, the target is considered not to be on the ship.
In specific implementation, based on the position of big dipper antenna, the length and the width of boats and ships in north three system, establish the dynamic range model of boats and ships, include:
(1) And determining the absolute position of the ship in the geographic coordinate system based on the position of the Beidou antenna, and determining the ship coordinate system based on the absolute position.
In particular, the vessel coordinate system refers to a local reference system established with respect to the vessel body (typically the vessel center or some fixed reference point). The longitudinal coordinate axis of the ship coordinate system is arranged along the advancing direction of the ship, the transverse coordinate axis of the ship coordinate system is arranged along the width direction of the ship, and the vertical coordinate axis of the ship coordinate system points to the upper side of the ship and is perpendicular to the water surface. The position of the Beidou antenna is set according to actual needs, and in the embodiment, the position is not limited. For example, the Beidou antenna is located in the front third of the vessel.
In particular, when the Beidou antenna is installed at a certain fixed position of the ship (for example, the center or the bow of the ship), the Beidou antenna receives positioning signals from the north three satellites, and the positioning signals are resolved through a triangulation method or other satellite positioning technologies to determine the absolute position of the ship in a geographic coordinate system (generally including parameters such as longitude, latitude, altitude and the like of the ship). Further, a reference point (such as the position of the Beidou antenna or the center of the ship, the bow or the stern) on the ship is selected as an origin of a ship coordinate system according to the actual demand of the ship, a longitudinal coordinate axis is determined along the advancing direction of the ship from the reference point of the ship, a transverse coordinate axis is determined along the width direction of the ship from the reference point of the ship, and a vertical coordinate axis is determined along the direction perpendicular to the water surface and above the ship.
(2) And respectively establishing a longitudinal coordinate range and a transverse coordinate range of the ship under the ship coordinate system based on the speed, the length and the width of the ship.
In a specific implementation, the determining, based on the speed, the length and the width of the ship, a longitudinal coordinate range and a transverse coordinate range of the ship in the ship coordinate system respectively includes:
(1) And calculating the longitudinal tolerance and the transverse tolerance of the ship based on the speed of the ship and the tolerance coefficient, wherein the longitudinal tolerance represents the allowable deviation range of the ship in the longitudinal direction, the transverse tolerance represents the allowable deviation range of the ship in the transverse direction, and the tolerance coefficient corresponding to the longitudinal tolerance is different from the tolerance coefficient corresponding to the transverse tolerance.
In particular, the longitudinal tolerance of the vessel characterizes the allowable range of deflection of the vessel in the longitudinal direction, and the lateral tolerance of the vessel characterizes the allowable range of deflection of the vessel in the lateral direction. The longitudinal and lateral tolerances of the vessel are calculated based on different tolerance coefficients, and the tolerance coefficient corresponding to the longitudinal tolerance of the vessel is generally greater than the tolerance coefficient corresponding to the lateral tolerance of the vessel. For example, the longitudinal tolerance corresponds to a tolerance factor of 0.05 and the lateral tolerance corresponds to a tolerance factor of 0.03.
Further, the tolerance coefficients of the vessel characterize the possible offset of the vessel in the longitudinal and transverse coordinate ranges, from which the possible offset range of the vessel during navigation can be predicted due to the randomness and unpredictability of the vessel's dynamic behavior (e.g., wind speed, sea wave, tide, etc.). Since the longitudinal coordinate range is used to calculate the allowable offset range of the vessel in the longitudinal direction (i.e. the bow-to-stern direction). The corresponding tolerance coefficient of the longitudinal tolerance is generally dependent on factors such as the forward speed of the vessel, hull design, wave influence, etc. Generally, the faster the vessel speed, the greater the longitudinal tolerance. The lateral coordinate range is used to calculate the allowable offset range of the ship in the lateral direction (i.e., the ship width direction). The lateral tolerance coefficient generally takes into account the width of the vessel, lateral wind forces, ocean currents, etc. When the lateral tolerance is large, the influence of external storms or insufficient lateral control of the ship can be caused.
In specific implementation, the longitudinal tolerance of the ship is calculated based on the speed of the ship and the tolerance coefficient corresponding to the longitudinal tolerance, and the product of the speed of the ship and the tolerance coefficient corresponding to the longitudinal tolerance is determined as the longitudinal tolerance of the ship, namely the longitudinal tolerance of the ship can be determined according to the following formula:
;
Wherein the said Is the longitudinal tolerance of the ship, theCorresponding tolerance coefficient to longitudinal tolerance, the saidIs the speed of the ship.
Further, the lateral tolerance of the ship is calculated based on the speed of the ship and the tolerance coefficient corresponding to the lateral tolerance, and the product of the speed of the ship and the tolerance coefficient corresponding to the lateral tolerance is determined as the lateral tolerance of the ship, namely the lateral tolerance of the ship can be determined according to the following formula:
;
Wherein the said Is the transverse tolerance of the ship, theCorresponding tolerance coefficient to transverse tolerance, the saidIs the speed of the ship.
(2) And determining the longitudinal coordinate range of the ship based on the longitudinal tolerance of the ship and the length of the ship under the ship coordinate system.
In particular, the product of the length of the ship and a first preset value is determined as a first length, the difference between the first length and the longitudinal tolerance of the ship is determined as a first longitudinal coordinate of the ship, the product of the length of the ship and a second preset value is determined as a second length, the sum of the second length and the longitudinal tolerance of the ship is determined as a second longitudinal coordinate of the ship, and the longitudinal coordinate range of the ship is between the first longitudinal coordinate and the second longitudinal coordinate, namely, the longitudinal coordinate range of the ship can be determined according to the following formula:
;
Wherein the said Is the length of the ship, theIs the longitudinal tolerance of the ship, theIs the longitudinal coordinate of the ship.
(3) And determining the transverse coordinate range of the ship based on the transverse tolerance of the ship and the width of the ship under the ship coordinate system.
In particular, the product of the width of the ship and the third preset value is determined as a first width, the difference value of the first width and the transverse tolerance of the ship is determined as a first transverse coordinate of the ship, the product of the width of the ship and the fourth preset value is determined as a second width, the sum value of the second width and the transverse tolerance of the ship is determined as a second transverse coordinate of the ship, and the transverse coordinate range of the ship is between the first transverse coordinate and the second transverse coordinate, namely the transverse coordinate range of the ship can be determined according to the following formula:
;
Wherein the said Is the width of the ship, theIs the transverse tolerance of the ship, theIs the transverse coordinates of the ship.
And S104, converting the geographic coordinate system into the ship coordinate system based on the first position and the second position to obtain the relative position of the search and rescue beacon under the ship coordinate system.
Specifically, since the first position refers to the position of the alarm signal triggered by the search and rescue beacon under the geographic coordinate system, whether the alarm signal is valid or not is to be determined, that is, whether the search and rescue beacon is on the ship is determined, and therefore the first position needs to be converted into the position of the alarm signal triggered by the search and rescue beacon under the ship coordinate system.
The method comprises the steps of determining a difference vector between a search and rescue beacon and a ship based on a difference value between the first position and the second position, converting the first position of the search and rescue beacon under the geographic coordinate system into the relative position of the search and rescue beacon under the ship coordinate system based on a rotation matrix, and converting the geographic coordinate system into the ship coordinate system.
Specifically, the rotation matrix is used for converting the geographic coordinate system into the ship coordinate system, and the first position of the search and rescue beacon under the geographic coordinate system can be converted into the relative position of the search and rescue beacon under the ship coordinate system through the rotation matrix.
In specific implementation, the product of the difference vector (i.e. the difference between the first position and the second position) between the search and rescue beacon and the ship and the rotation matrix is determined as the relative position of the search and rescue beacon under the ship coordinate system, and the relative position of the search and rescue beacon under the ship coordinate system can be calculated according to the following formula:
;
Wherein the said The relative position of the search and rescue beacon under the ship coordinate system isIs a rotation matrix, theThe first position of the search and rescue beacon is in the geographic coordinate systemIs a second location of the vessel in the geographic coordinate system.
Optionally, the converting the first position of the search and rescue beacon under the geographic coordinate system into the relative position of the search and rescue beacon under the ship coordinate system based on the rotation matrix and the difference vector between the search and rescue beacon and the ship comprises determining the rotation angle of the rotation matrix based on the course angle of the ship at the alarming moment, constructing the rotation matrix based on the rotation angle, and multiplying the rotation matrix by the difference vector to obtain the relative position of the search and rescue beacon under the ship coordinate system.
Specifically, the course angle of the ship represents the direction of the ship, and the course angle is the included angle between the ship coordinate system and the geographic coordinate system. The course angle of the ship is usually obtained according to the actual running direction of the ship, and can be obtained through a Beidou satellite system or other positioning modes. The construction of the rotation matrix is as follows:
;
Wherein the said Is a rotation matrix, theIs the rotation angle of the rotation matrix, i.e. the heading angle of the ship.
In the specific implementation, the course angle of the ship at the alarming moment is acquired through a Beidou satellite system or other positioning modes, a rotation matrix is constructed based on the acquired course angle, and the rotation angle of the rotation matrix obtained by construction is the course angle of the ship. The relative position of the search and rescue beacon under the ship coordinate system can be obtained by multiplying the difference vector between the search and rescue beacon and the ship by the rotation matrix.
S105, determining a relation between the search and rescue beacon and the ship range based on the relative position and the dynamic range model of the ship, and determining a search and rescue beacon false alarm detection result based on the relation.
Specifically, in combination with the above description, the dynamic range model of the ship characterizes the position distribution of the ship in different coordinate directions under the ship coordinate system, in this step, the relative position of the search and rescue beacon under the ship coordinate system is compared with the dynamic range model of the ship, and when the relative position is within the dynamic range model of the ship, the search and rescue beacon is considered to be on the ship, and the alarm signal is a false alarm. When the relative position is not in the dynamic range model of the ship, the search and rescue beacon is considered not to be on the ship, and the alarm signal is an effective alarm.
The method comprises the steps of determining the relation between a search and rescue beacon and a ship range based on the relative position and a dynamic range model of the ship, determining whether the transverse coordinate meets the transverse coordinate range or not based on transverse coordinates of the relative position and the transverse coordinate range of the ship in the dynamic range model, determining whether the longitudinal coordinate meets the longitudinal coordinate range or not based on longitudinal coordinates of the relative position and the longitudinal coordinate range of the ship in the dynamic range model, determining that the search and rescue beacon is in the ship range when the transverse coordinate meets the transverse coordinate range and the longitudinal coordinate meets the longitudinal coordinate range, and determining that the search and rescue beacon is not in the ship range when the transverse coordinate does not meet the transverse coordinate range and/or the longitudinal coordinate does not meet the longitudinal coordinate range.
Specifically, since the dynamic range model of the ship includes the longitudinal coordinate range and the transverse coordinate range of the ship, when comparing the relative position of the search and rescue beacon in the ship coordinate system with the dynamic range model of the ship, it is necessary to compare the relationship between the ordinate of the relative position and the longitudinal coordinate range of the ship and the relationship between the abscissa of the relative position and the transverse coordinate range of the ship, respectively. And determining that the search and rescue beacon is in the ship range when the ordinate of the relative position meets the longitudinal coordinate range of the ship and the abscissa of the relative position meets the transverse coordinate range of the ship. And when the ordinate of the relative position does not meet the longitudinal coordinate range of the ship or the abscissa of the relative position does not meet the transverse coordinate range of the ship or both, determining that the search and rescue beacon is not in the ship range.
Optionally, determining the search and rescue beacon false alarm detection result based on the relation comprises determining whether the alarm signal is true to the ship when the search and rescue beacon is determined to be in the range of the ship, determining that the alarm signal is the search and rescue beacon false alarm after the determination, determining whether the search and rescue beacon falls into water to the ship when the search and rescue beacon is determined to be not in the range of the ship, determining that the alarm signal is the search and rescue beacon alarm after the determination, and starting search and rescue actions for a person falling into water carrying the search and rescue beacon.
Specifically, when determining that the search and rescue beacon is in the ship range, the characterization search and rescue beacon is on the ship, namely, the alarm signal sent by the search and rescue beacon is false alarm, a worker on the ship can confirm with a shipman carrying the search and rescue beacon, and when confirming that the shipman does not fall into water, the alarm signal sent by the search and rescue beacon is determined to be the search and rescue beacon false alarm. When the search and rescue beacon is determined not to be in the range of the ship, the search and rescue beacon is characterized to be not on the ship, namely, the search and rescue beacon can be in water, and a shipman carrying the search and rescue beacon can fall into water. The personnel on the ship can confirm whether the personnel falls into water, and search and rescue actions are started after the personnel determine that the personnel falls into water.
According to the search and rescue beacon false alarm detection method based on north three ship positioning, according to the first aspect, the position of the Beidou antenna and the length and width of the ship are comprehensively considered when the dynamic range model of the ship is established, and the actual position range of the ship and the possible movement range of the ship under different time and environmental conditions can be accurately determined. When an alarm signal occurs, the dynamic range model of the vessel may help verify whether the alarm signal is within the dynamic range of the vessel. If the alarm signal is within the preset dynamic range, the alarm signal can be judged to be possibly false alarm, and false alarm caused by sea waves or other factors can be avoided, so that unnecessary response and resource waste are avoided. According to the application, the first position of the search and rescue beacon under the geographic coordinate system corresponding to the alarm moment is determined based on the alarm signal triggered by the search and rescue beacon, the second position of the ship under the geographic coordinate system corresponding to the alarm moment is determined, the relative position of the search and rescue beacon under the ship coordinate system is obtained by converting the first position and the second position, and the position judgment is carried out based on the dynamic range model of the ship, so that the obtained search and rescue beacon false alarm detection result is more accurate, false alarms caused by environmental interference and misoperation can be effectively filtered, the false alarm rate is reduced, the efficiency and reliability of offshore rescue are improved, and the resource waste caused by false alarms is reduced. Moreover, as the receiving of the alarm signal and the positioning of the ship are realized based on the Beidou system, the whole maritime search and rescue process is real-time related from the receiving of the alarm signal, the real-time performance is high, the search and rescue reaction speed can be ensured, and the safety of people falling into water is ensured. In the third aspect, when determining the second position of the ship at the alarming time, the ship may encounter signal loss, sensor error or positioning accuracy problems, and the like, so that the alarming signal is not matched with the actual position. By performing linear fitting on historical motion data of the ship, a second position of the ship at the alarming time is calculated based on the position and the speed of the ship at the moment closest to the alarming time. Especially when certain speed and course change exist in the ship, the linear fitting can provide more reliable position estimation than the position estimation which is simply dependent on real-time position data, the real-time positioning errors can be effectively compensated, more accurate positions can be calculated, and the possibility of false alarm is reduced. In addition, as the data used for linear fitting are the position and the speed which are closest to the alarming moment, the second position of the finally obtained ship at the alarming moment also accords with the actual position of the ship, and the accuracy of position estimation is improved. In a fourth aspect, since the position of the search and rescue beacon and the vessel are both relative to the geographic coordinate system and the dynamic range model of the vessel is relative to the vessel coordinate system, false alarm detection of the search and rescue beacon is detected in the vessel coordinate system. Since the geographic coordinate system (e.g., longitude and latitude) is a different reference system than the vessel coordinate system, directly using the geographic coordinate system information to determine the relationship between the vessel and the search and rescue beacon may be inaccurate. The first position of the search and rescue beacon under the geographic coordinate system is converted into the relative position of the search and rescue beacon under the ship coordinate system through the rotation matrix, whether the search and rescue beacon is in the ship range is determined based on the relative position, and the position of the search and rescue beacon can be more in line with the actual coordinate system of the ship. Therefore, whether the search and rescue beacon is located in the effective search range of the ship or in the dangerous area of the ship can be intuitively judged, whether the search and rescue beacon is in the false alarm or not is further helped, the accuracy of the detection result of the search and rescue beacon false alarm is improved, the false alarm rate is reduced, the efficiency and reliability of marine rescue are improved, and the resource waste caused by the false alarm is reduced.
Corresponding to the embodiment of the search and rescue beacon false alarm detection method based on the north-third ship positioning, the application also provides the embodiment of the search and rescue beacon false alarm detection device based on the north-third ship positioning.
Fig. 2 is a schematic structural diagram of a first embodiment of a search and rescue beacon false alarm detection device based on north-third ship positioning. Referring to fig. 2, the apparatus provided in this embodiment includes a determining module 210, an establishing module 220, and a converting module 230, where,
The determining module 210 is configured to determine, based on an alarm signal triggered by the search and rescue beacon, a first position of the search and rescue beacon in a geographic coordinate system corresponding to an alarm time;
the determining module 210 is further configured to determine, based on historical motion data information of the ship, a second position of the ship under a geographic coordinate system corresponding to the alarm time;
The establishing module 220 is configured to establish a dynamic range model of the ship based on the position of the Beidou antenna in the north three system, the length and the width of the ship, where the dynamic range model includes a longitudinal coordinate range and a transverse coordinate range of the ship, and the dynamic range model characterizes the position distribution of the ship in different coordinate directions under the ship coordinate system;
The conversion module 230 is configured to convert the geographic coordinate system into the ship coordinate system based on the first position and the second position, so as to obtain a relative position of the search and rescue beacon under the ship coordinate system;
The determining module 210 is further configured to determine a relationship between the search and rescue beacon and the range of the ship based on the relative position and the dynamic range model of the ship, and determine a search and rescue beacon false alarm detection result based on the relationship.
The apparatus of this embodiment may be used to execute the steps of the method embodiment shown in fig. 1, and the specific implementation principle and implementation process are similar, and are not described herein again.
The implementation process of the functions and roles of each unit in the above device is specifically shown in the implementation process of the corresponding steps in the above method, and will not be described herein again.
For the device embodiments, reference is made to the description of the method embodiments for the relevant points, since they essentially correspond to the method embodiments. The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purposes of the present application. Those of ordinary skill in the art will understand and implement the present application without undue burden.
The foregoing description of the preferred embodiments of the application is not intended to be limiting, but rather to enable any modification, equivalent replacement, improvement or the like to be made within the spirit and principles of the application.
Claims (6)
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| CN115367077A (en) * | 2022-08-02 | 2022-11-22 | 浙江海洋大学 | Unmanned aerial vehicle sea rescue method and device, unmanned aerial vehicle and ship |
| CN116660950B (en) * | 2023-05-31 | 2024-11-05 | 上海能源科技发展有限公司 | Offshore water falling search and rescue method and system based on Beidou positioning technology |
| CN117115704B (en) * | 2023-08-03 | 2024-04-02 | 武汉理工大学 | A marine search and rescue system and method based on multi-sensor fusion |
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| CN106125099A (en) * | 2016-06-28 | 2016-11-16 | 深圳大学 | A kind of marine celestial navigation rescue system based on big-dipper satellite |
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