CN116307334B - Dynamic programming method, system and computer equipment for internal trade gathering and transportation route - Google Patents
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Abstract
The invention relates to the technical field of internal trade shipping, solves the technical problem that the global route planning in the prior art cannot timely make avoidance measures for sudden events in navigation, and in particular relates to a dynamic programming method, a dynamic programming system and computer equipment for internal trade shipping routes, wherein the method comprises the following steps: s1, acquiring inland water navigation environment information of an electronic river map in a region range from a starting point A to a terminal point B; and S2, rasterizing the electronic river map according to the navigation environment information of the inland water area to obtain a raster pattern for determining the navigable water area. The invention can make corresponding evasive measures for the sudden conditions of collision accidents, anchor break-down and blocking the channel and the like on the front route in time, and the temporary route is rapidly selected for preferential navigation through local route planning, thereby ensuring the smoothness of route planning, avoiding the occurrence of secondary collision accidents caused by untimely avoidance and ensuring the real-time performance of dynamic planning.
Description
Technical Field
The invention relates to the technical field of internal trade shipping, in particular to a dynamic programming method, a dynamic programming system and computer equipment for an internal trade shipping route.
Background
In the field of internal trade gathering and shipping route planning, for route planningThe main stream method adopted by the output global path planning is mainly A * Algorithm based on A * The algorithm is combined with a global path planning algorithm of the Voronoi diagram to serve as a top-level main task of the whole path planning strategy, and a global optimal path from a starting point to a target point is planned according to map information acquired before autonomous sailing of the freight ship.
However, in inland river water, due to the characteristics of narrow channel, more bridges, high navigation density and high water flow speed of partial river, the course planning trend of inland river water is affected by the surrounding topography environment, especially the bending narrow characteristic of inland river water, in the course of planning navigation along global course, collision accidents caused by dense navigation and blocking of channels and other phenomena of smooth navigation caused by anchoring of cargo ships due to faults are easy to occur in a specific course, and meanwhile, interaction phenomena of other ships and cargo ships for navigation meeting are easy to occur, if the sudden situation cannot be avoided in time, collision accidents and channel blocking of the cargo ship under navigation can be caused, and smooth navigation cannot be realized.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a dynamic programming method, a dynamic programming system and a dynamic programming computer device for a home trade gathering and transportation route, which solve the technical problem that the global route programming in the prior art cannot timely make avoidance measures for sudden events in navigation.
In order to solve the technical problems, the invention provides the following technical scheme: a method for dynamic planning of a home trade gathering and transportation route, the method comprising the steps of:
s1, acquiring inland water navigation environment information of an electronic river map in a region range from a starting point A to a terminal point B;
s2, rasterizing the electronic river map according to navigation environment information of the inland water area to obtain a raster pattern for determining the navigable water area;
s3, generating a Voronoi diagram of the region range from the starting point A to the end point B based on the grid diagram by adopting a Voronoi diagram method, and determining a navigable region according to the Voronoi diagram;
s4, adopting A * The algorithm generates a global route plan of a starting point A to a final point B according to navigable areas in the Voronoi diagram;
s5, running along the route planned by the global route, judging whether to carry out local route planning according to the surrounding environment, and obtaining a temporary route;
if the surrounding environment condition has an obstacle, carrying out local route planning and then entering a step S6;
If no obstacle exists in the surrounding environment condition, ending;
and S6, merging the end point of the temporary route to the route of the global route planning to obtain a dynamic route planning route.
Further, in step S4, the specific process includes the following steps:
s41, marking a grid where the starting point A is located as an initial free node, and searching from the starting point A to the end point B in a navigable area;
s42, traversing all grids in the navigable area to obtain a plurality of routes from the starting point A to the end point B;
s43, selecting a route with the lowest risk probability from a plurality of routes as a global route planning;
risk probability corresponding to a routeThe calculation formula of (2) is as follows:
in the above-mentioned method, the step of,representing the minimum meeting distance of the cargo ship on the ith course with the obstacle,/->The minimum meeting time of the cargo ship on the ith route and the obstacle can be obtained from the AIS system, i represents the number of routes and +.>、/>Respectively weighting values of +.>，/>。
Further, in step S5, the specific process includes the steps of:
s51, acquiring whether an obstacle exists on a front route planned by a cargo ship along a global route through an AIS system;
if there is a static obstacle or a dynamic obstacle on the forward route, then step S52 is entered;
If not, ending;
s52, setting a safety area P of the cargo ship according to the length L and the average navigational speed V of the cargo ship;
s53, setting the covering diameter of the safety range M of the cargo ship according to the safety area P;
s54, acquiring the course of the cargo ship and the obstacle through the AIS systemAnd->And judging whether the cargo ship and the obstacle are in the process ofWhether interaction phenomenon of navigation meeting occurs at any moment;
if the cargo ship and the obstacle are in the middleIf the interaction phenomenon of navigation meeting exists at any time, the step S54 is entered;
if the cargo ship and the obstacle are in the middleNo navigation phase exists at any timeEnding the interaction phenomenon;
s55, acquiring initial position coordinates of the cargo ship and the obstacle in the safety range M at the time t through an AIS systemAnd->An average speed v, the average speed v being 0, defined as a static obstacle, and the average speed v being greater than 0, defined as a dynamic obstacle;
s56, setting the diameter covered by the safety range M asCalculating the ship's position->Position coordinates of time of dayAnd distance to static obstacle +.>And according to diameter->And distance->Judging whether the static obstacle is in the range covered by the safety range M;
if it isThen the static obstacle is located outside the range of the safety range M, and then step S57 is entered;
If it isThen the static obstacle is within the safety range M, and then step S58 is entered;
s57, setting the diameter of the safety area P asCalculating the ship's position->Position coordinates of time->Distance to dynamic barrier->And according to diameter->And distance->Judging dynamic obstacle is->Whether the moment will occur within the range covered by the safety area P;
if it isThe static obstacle is located outside the range of the safety area P and ends;
if it isThen the static obstacle is located within the safety zone P, and then step S58 is entered;
s58, adopt A * And the algorithm carries out local route planning on the driving route of the cargo ship according to the navigable areas in the Voronoi diagram to obtain a temporary route.
Further, in step S52, the safety area P of the cargo ship is set according to the length L of the cargo ship and the average voyage speed V, and the specific process includes the steps of:
s521, acquiring the length L and the average navigational speed V of the cargo ship;
s522, calculating the coverage diameter of the safety area P by taking the cargo ship as the center of a circle according to the length L of the cargo ship and the average navigational speed V;
the calculation formula of the coverage diameter of the safety area P is as follows:
in the above-mentioned method, the step of,、/>all are adjusting parameters, the values are respectively 0.8 and 0.4, and the values of the +.>Indicating the maximum voyage speed of the cargo ship.
Further, in step S54, the specific process includes the steps of:
s541, acquiring the course of the cargo ship and the obstacle at the time tAnd->Coordinates of the initial position Q of the cargo shipAnd the coordinates of the initial position S of the obstacle +.>；
S542, cargo ship and obstacle inThe position after the moment->And->The coordinates of (2) are +.>And；
s543, setting initial position Q and positionStraight line formed by two points->The linear equation isInitial position S and position->Straight line formed by two points->The linear equation is；
S544, judging straight lineAnd straight line->Whether or not they intersect;
when (when)Straight line +.>And straight line->The parallel has no intersection point, and the process is finished;
when (when)When the user is at the same time, the straight line is->And straight line->Intersecting, then proceeding to step S545;
s545, simultaneous straight lineEquation of straight line->And straight line->Equation of straight line->Determining the coordinates of the intersection；
S546, judging whether the cargo ship and the obstacle are in the ship according to the intersection point coordinatesWhether interaction phenomenon of navigation meeting exists at any moment;
if it isOr->And->Or->Straight line->And straight line->Crossing, the cargo ship is in +.>The interaction phenomenon of navigation meeting exists at any moment;
if not, the cargo ship and the obstacle are inAnd interaction phenomenon of navigation meeting does not exist at any time.
Further, in step S545, the intersection point coordinates The calculation formula of (2) is as follows:
in the above-mentioned method, the step of,、/>respectively represent straight lines +>Equation of straight line->Slope and intercept of ∈ ->、/>Respectively represent straight lines +>Equation of straight line->Is included in the slope and intercept.
Further, in step S6, the specific process includes the steps of:
s61, acquiring coordinates of a starting point Z of the local route planningCoordinates of termination point N +.>Initial position coordinates of obstacle +.>；
S62, on the route planned by the global route and in courseOptionally selecting a point G in the positive direction, wherein the coordinates of the point G are as followsLet->；
S63, calculating the initial position coordinates from the point G to the obstacleDistance of->And according to distance->And a cover diameter of the safety range M>Judging whether the point G is used as a merging point of the temporary route and the global route planning;
if it isSelecting G as a merging point of the temporary route and the global route planning, and entering into step S64;
if it isThen re-select a point G until +.>Ending later;
s64, connecting the termination point N to the route of the global route planning to output a dynamic route planning route.
Further, in step S63, the distanceThe calculation formula of (2) is as follows:
in the above-mentioned method, the step of,to take the coordinates of point G +.>Is the initial position coordinates of the obstacle.
The technical scheme also provides a system for realizing the dynamic programming method of the internal trade gathering and transportation route, which comprises the following steps:
The system comprises an environment information acquisition module, a data acquisition module and a data processing module, wherein the environment information acquisition module is used for acquiring inland water navigation environment information of an electronic river map in a region range from a starting point A to a terminal point B;
the rasterization module is used for rasterizing the electronic river map according to the navigation environment information of the inland water area to obtain a raster image for determining the navigable water area;
the navigable area determining module is used for generating a Voronoi diagram of an area range from a starting point A to an end point B based on the grid diagram by adopting a Voronoi diagram method and determining a navigable area according to the Voronoi diagram;
the global route planning generation module is used for generating a global route plan from a starting point A to a final point B according to navigable areas in the Voronoi diagram by adopting an A-algorithm;
the local route planning module is used for driving along the route planned by the global route, judging whether to carry out local route planning according to the surrounding environment and obtaining a temporary route;
and the merging module is used for merging the end point of the temporary route to the route of the global route planning to obtain a dynamic route planning route.
The technical scheme also provides computer equipment, which comprises a processor and a memory, wherein the memory is used for storing a computer program, and the computer program realizes the dynamic programming method of the internal trade shipping route when being executed by the processor.
By means of the technical scheme, the application provides a dynamic programming method, a dynamic programming system and computer equipment for a trade gathering and shipping route, which at least have the following beneficial effects:
1. according to the application, on the basis of global route planning, the potential danger is predicted by setting the safety range and the safety area, and after the obstacle appears in front of the route, the local route planning can be timely generated to meet the requirement of dynamic route planning, so that the potential danger existing in the cargo ship sailing process is eliminated, the cargo ship sailing safety is improved, meanwhile, the accident occurrence probability is reduced by timely avoiding the unknown collision risk.
2. The application can make corresponding evasive measures for the sudden conditions of collision accidents, anchor break-down and blocking the channel and the like on the front route in time, and the temporary route is quickly selected for preferential selection navigation through the local route planning, thereby ensuring the smoothness of route planning, avoiding the occurrence of re-collision accidents caused by untimely avoidance, improving the safety of route planning and ensuring the real-time performance of dynamic planning.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
FIG. 1 is a flow chart of the method for dynamic planning of an internal trade gathering and transportation route according to the present application;
FIG. 2 is a schematic diagram of a global airline layout of the present application;
FIG. 3 is a schematic illustration of a partial route planning of the present application;
FIG. 4 is a schematic block diagram of the present application's internal trade gathering and shipping route dynamic programming system;
fig. 5 is a functional block diagram of a computer device of the present application.
Detailed Description
In order that the above-recited objects, features and advantages of the present application will become more readily apparent, a more particular description of the application will be rendered by reference to the appended drawings and appended detailed description. Therefore, the realization process of how to apply the technical means to solve the technical problems and achieve the technical effects can be fully understood and implemented.
Referring to FIGS. 1-5, a specific implementation of the present embodiment is shown, which uses A * The algorithm is combined with the Voronoi diagram method to obtain global route planning, and on the basis, risk probability calculation is carried out on a plurality of routes, and the route with the minimum risk probability is taken as the global route planning, so that the probability that the phenomenon that navigation cannot occur on the routes due to dense navigation in inland water areas is reduced, collision accidents possibly occurring can be avoided, and smooth navigation of cargo ships is ensured to a great extent.
Meanwhile, on the basis of global route planning, potential hazards are predicted by setting a safety range and a safety area, and after an obstacle appears in front of a route, the local route planning can be timely generated to meet the requirement of dynamic route planning, so that potential hazards existing in the cargo ship sailing process are eliminated, the cargo ship sailing safety is improved, meanwhile, avoidance can be timely made according to unknown collision risks, and the occurrence probability of accidents is further reduced.
Referring to fig. 1, the present embodiment provides a dynamic programming method for a home trade gathering and shipping route, which includes the following steps:
s1, acquiring inland water navigation environment information of an electronic river map in a region from a starting point A to a terminal point B, wherein the inland water navigation environment information is acquired from an attribute database of the electronic river map, and corresponding graphic information is found in a graphic file according to an index file, and the part is acquired of known data, so that redundant description is omitted.
As shown in fig. 3, before the inter-trade gathering and transporting route planning, the starting point a and the ending point B are known, and the route planning is to plan an optimal route according to the starting point a and the ending point B, so in this embodiment, in order to more pointedly describe the route dynamic planning method provided by the present application, only an electronic river map in a peripheral area covered by the starting point a and the ending point B is selected, and the navigation environment information of the inland water area in the area is obtained from the electronic river map, wherein the navigation environment information includes the shallow, island, tidal flat, sunken ship or reef in the area or the like and the pilot-navigation aid landmark building set in the area, and the like, and the shallow water area with land, island, peninsula, various beach-like as the non-navigable area in the area and the like is defined as the non-navigable area in the area, which affects the navigation safety.
S2, rasterizing the electronic river map according to navigation environment information of the inland water area to obtain a grid map for determining the navigable water area, wherein the electronic river map is processed by adopting a grid method, the electronic river map is converted into a grid environment map, the navigation environment information required by path planning is stored by using the mark values of each point in the environment map, and whether the grid is a navigable grid is judged by identifying the digital information in each grid.
Considering the feasibility of ship sailing, a certain sailing distance is required to be kept with the coast, the island and the beach, as shallow water areas exist near the coast of the inland and around the island of the beach, the ship cannot normally and safely sail in the shallow water areas, as shown in fig. 2, the ship is a schematic diagram of a rasterized electronic river diagram, the accuracy represented by each grid is 150m, and the white grids in fig. 2 are navigable water areas; the black grid is a non-navigable area; the gray grid is a shallow water area, the light gray grid is a shallower water area, and the information of each area can be clearly obtained from the figure, and the information of the navigation environment of the inland water area of the area is formed together.
S3, generating a Voronoi diagram of a region range from a starting point A to a terminal point B based on the grid diagram by adopting a Voronoi diagram method, determining a navigable region according to the Voronoi diagram, namely, obtaining longitude and latitude coordinates of a navigation obstacle and the navigation obstacle region through an AIS system, and constructing the Voronoi diagram on the grid diagram according to the longitude and latitude coordinates, wherein the region formed by the white grids in FIG. 2 is the navigable region.
S4, adopting A * The algorithm generates a global route plan of a starting point A to an ending point B according to navigable areas in the Voronoi diagram, and adopts A * The algorithm is combined with the Voronoi diagram to generate route planning as a known prior art means, the innovation part of the embodiment is not to introduce local route planning on the basis of global route planning so as to realize real-time dynamic planning on inland water areas under the condition of uncertain factors, and the uncertain factors are mainly sudden events occurring on the global route planning route in actual navigation, such as whether dynamic barriers with potential danger exist, collision accidents caused by navigation density, and phenomena that a cargo ship blocks a channel due to anchoring of faults and the like, which cannot navigate smoothly.
In step S4, in order to clearly and completely describe the whole step S4, the specific implementation method of step S4 in this embodiment includes the following steps:
s41, marking a grid where the starting point A is located as an initial free node, and searching from the starting point A to the end point B in a navigable area;
s42, traversing all grids in the navigable area to obtain a plurality of routes from the starting point A to the end point B, wherein the traversing algorithm is simple, and a person skilled in the art can directly adopt the existing traversing algorithm to realize the step, and redundant description is omitted;
S43, selecting the route with the lowest risk probability from the routes as a global route planning, specifically, calculating the risk probability of each route by adopting a risk probability calculation formula, and then selecting the route with the lowest risk probability as the global route planning.
Wind corresponding to routeProbability of riskThe calculation formula of (2) is as follows:
in the above-mentioned method, the step of,representing the minimum meeting distance of the cargo ship on the ith course with the obstacle,/->The minimum meeting time of the cargo ship on the ith route and the obstacle can be obtained from the AIS system, i represents the number of routes and +.>、/>Respectively weighting values of +.>，/>。
In the prior art, A is adopted * The algorithm and the Voronoi diagram are combined to generate a navigation route, the shortest route between the starting point A and the ending point B is taken as a global route planning, and in the embodiment, the risk cost is mainly considered, namely, the route with the smallest risk probability of the occurrence of the obstacle in a plurality of planned routes is mainly considered, so that the probability that the phenomenon of incapability of navigation occurs on the route due to dense navigation in inland water areas can be reduced, and meanwhile, possible collision accidents can be avoided, and smooth navigation of a cargo ship is ensured to the greatest extent.
S5, running along the route planned by the global route, judging whether to carry out local route planning according to the surrounding environment, and obtaining a temporary route;
if the surrounding environment condition has an obstacle, carrying out local route planning and then entering a step S6;
if no obstacle exists in the surrounding environment condition, ending;
referring to fig. 3, in step S5, in order to clearly and completely describe the whole step S5, the specific implementation method of the embodiment of step S5 includes the following steps:
s51, acquiring whether an obstacle exists on a front route planned by a cargo ship along a global route through an AIS system;
if there is a static obstacle or a dynamic obstacle on the forward route, then step S52 is entered;
if not, ending.
In the known global route planning, information such as position coordinates of the cargo ship can be obtained at any time through the AIS system, and the surrounding environment of the cargo ship can also be obtained through the AIS system, wherein the surrounding environment mainly comprises whether dynamic obstacles with potential danger exist, namely other ships around the cargo ship, and comprises information such as route driving tracks and speeds of the other ships, meanwhile, the surrounding environment is defined as a safe area of the cargo ship in the embodiment, timely predicts whether the potential dangerous obstacles exist in the safe area, and further comprises static obstacles consisting of collision accidents caused by navigation density, blocking of a navigation channel due to anchor dropping of the cargo ship and the like.
S52, setting a safety area P of the cargo ship according to the length L and the average navigational speed V of the cargo ship;
in step S52, in order to clearly and completely describe the whole step S52, the specific implementation method of step S52 in this embodiment includes the following steps:
s521, acquiring the length L and the average navigational speed V of the cargo ship;
s522, calculating the coverage diameter of the safety area P by taking the cargo ship as the center of a circle according to the length L of the cargo ship and the average navigational speed V;
the calculation formula of the coverage diameter of the safety area P is as follows:
in the above-mentioned method, the step of,、/>all are adjusting parameters, the values are respectively 0.8 and 0.4, and the values of the +.>Indicating the maximum voyage speed of the cargo ship.
As shown in fig. 3, by setting a safety area P with the cargo ship itself as the center according to the length and average speed of the cargo ship, it can be predicted whether a dynamic obstacle collides with the cargo ship, and once the dynamic obstacle appears in the safety area P, a temporary route is needed to be planned to obtain a temporary route to complete the evading operation, thereby improving the potential danger in the cargo ship sailing process, not only improving the cargo ship sailing safety, but also timely making evasion against the unknown collision risk, and further reducing the occurrence probability of accidents.
S53, setting the covering diameter of the safety range M of the cargo ship according to the safety area P;
specifically, in the setting of the coverage diameter of the safety range M in step S53, it is necessary to define the safety range P as a parameter, and the expression of the coverage diameter of the safety range M is:
in the above-mentioned method, the step of,representing a parameter variable, having a value of 0.5, and P representing the diameter of coverage of the safety zone P.
S54, acquiring the course of the cargo ship and the obstacle through the AIS systemAnd->And judging whether the cargo ship and the obstacle are in the process ofWhether interaction phenomenon of navigation meeting occurs at any moment;
if the cargo ship and the obstacle are in the middleIf the interaction phenomenon of navigation meeting exists at any time, the step S54 is entered;
if the cargo ship and the obstacle are in the middleThe interaction phenomenon of navigation meeting does not exist at any time, and the process is finished;
in the global routing obtained in step S4, the course of the cargo ship is calculatedIs known and is carried out by A * The algorithm and the global route planning generated by combining the Voronoi diagram are all completed in the navigable area, so that the influence caused by the non-navigable area and the navigable area is completely eliminated, and the situation needs to be considered that whether the whole route is blocked due to sudden accidents on the route or not, so that the cargo ship cannot be navigable smoothly and the dynamic obstacle is in the course >The interaction phenomenon that whether the ship encounters sailing or not during running is shown in the embodiment, the ship and the obstacle are in the +.>The specific steps of the interactive phenomenon judgment of whether the navigation meeting occurs at the moment are as follows:
in step S54, in order to clearly and completely describe the whole step S54, the specific implementation method of step S54 in this embodiment includes the following steps:
s541, acquiring the course of the cargo ship and the obstacle at the time tAnd->Coordinates of the initial position Q of the cargo shipAnd the coordinates of the initial position S of the obstacle +.>；
S542, cargo ship and obstacle inThe position after the moment->And->The coordinates of (2) are +.>And；
s543, setting initial position Q and positionStraight line formed by two points->The linear equation isInitial position S and position->Straight line formed by two points->The linear equation is；
S544, judging straight lineAnd straight line->Whether or not they intersect;
when (when)Straight line +.>And straight line->The parallel has no intersection point, and the process is finished;
when (when)When the user is at the same time, the straight line is->And straight line->Intersecting, then proceeding to step S545;
s545, simultaneous straight lineEquation of straight line->And straight line->Equation of straight line->Determining intersection pointLabel (C)；
Intersection point coordinatesThe calculation formula of (2) is as follows:
in the above-mentioned method, the step of,、/>respectively represent straight lines + >Equation of straight line->Slope and intercept of ∈ ->、/>Respectively represent straight lines +>Equation of straight line->Is included in the slope and intercept.
S546, judging whether the cargo ship and the obstacle are in the ship according to the intersection point coordinatesWhether interaction phenomenon of navigation meeting exists at any moment;
if it isOr->And->Or->Straight line->And straight line->Crossing, the cargo ship is in +.>The interaction phenomenon of navigation meeting exists at any moment;
if not, the cargo ship and the obstacle are inAnd interaction phenomenon of navigation meeting does not exist at any time.
By being on the cargo ship with obstaclesThe judgment of whether the interaction phenomenon of the sailing and meeting occurs at any time can be performed on whether the cargo ship needs to perform corresponding judgment in the subsequent driving process, namely, whether the static obstacle occurs in the safety range M and whether the dynamic obstacle occurs in the safety area P is performed, if the interaction phenomenon of the sailing and meeting does not occur, the result can be directly obtained, namely, in the subsequent form process, the phenomenon that the obstacle occurs in the safety range M and the safety area P is avoided, and the cargo ship can continue sailing according to the global route planning obtained in the step S4.
S55, acquiring initial position coordinates of the cargo ship and the obstacle in the safety range M at the time t through an AIS system And->An average speed v, the average speed v being 0, defined as a static obstacle, and the average speed v being greater than 0, defined as a dynamic obstacle;
s56, setting the diameter covered by the safety range M asCalculating the ship's position->Position coordinates of time of dayAnd distance to static obstacle +.>And according to diameter->And distance->Judging whether the static obstacle is in the range covered by the safety range M;
if it isThen the static obstacle is located outside the range of the safety range M, and then step S57 is entered;
if it isThen the static obstacle is within the safety range M, and then step S58 is entered;
since the average speed of the static obstacle is 0, the static obstacle is in a static state, and thus, the average speed V of the cargo ship and the initial position coordinates at time t are knownAt this point by calculating the ship at +.>Position coordinates after the time ∈>It is possible to predict the position of the cargo ship in a predetermined sailing direction at an average sailing speed while at the same time knowing the initial position coordinates of the static obstacle +.>After that, it is possible to determine the initial position coordinates +.>Whether or not the determination is made within the safety range M.
Cargo shipPosition coordinates of time- >The calculation formula of (2) is as follows:
in the above-mentioned method, the step of,representing the initial position coordinate of the cargo ship at time t, V representing the average speed of the cargo ship,/->The presentation time is a known quantity that can be obtained directly from the AIS system.
The judging method comprises the following steps: let the diameter covered by the safety range M beSince the range of the safety range M is fixed, the diameter of the safety range M is set by taking the point of the cargo ship as the center of a circle>At a constant value, calculate the cargo ship at +.>Distance between moment and static obstacle ∈>If->The static obstacle is located outside the range of the safety range M; if->The static obstacle is located within the safety range M.
Distance ofThe calculation formula of (2) is as follows:
in the above-mentioned method, the step of,indicating that the ship is +.>Position coordinates after the moment->Indicating that static obstacle is +.>Position coordinates after the moment.
By resetting a safety margin M based on the safety region P for identifying static obstacle in the continuous global planning navigation along step S4, inWhether or not the moment of time is within the range covered by the safety range M, thereby on the front courseThe static obstacles are predicted, and after the prediction result is obtained, local route planning can be performed in time according to the position coordinates of the static obstacles, so that the cargo ship can timely take corresponding evading measures for collision accidents, anchor break-down and channel blocking and other emergency conditions on the front route, and the temporary route is rapidly selected for preferential navigation through the local route planning, so that smoothness of route planning is ensured, the occurrence of re-collision accidents caused by untimely avoidance can be avoided, the safety of route planning is improved, and the instantaneity of dynamic planning is ensured.
S57, setting the diameter of the safety area P asCalculating the ship's position->Position coordinates of time->Distance to dynamic barrier->And according to diameter->And distance->Judging dynamic obstacle is->Whether the moment will occur within the range covered by the safety area P;
if it isThe static obstacle is located outside the range of the safety area P and ends;
if it isThen the static obstacle is locatedWithin the range of the safety region P, then step S58 is entered;
specifically, at time t, the initial position coordinates and average speed V of the cargo ship are known, and the initial position coordinates and average speed V of the dynamic barrier are also known, so for futureAfter the moment, the position coordinates of the cargo ship and the position coordinates of the dynamic obstacle can be obtained by calculation.
Cargo shipPosition coordinates of time->The calculation formula of (2) is as follows:
in the above-mentioned method, the step of,representing the initial position coordinate of the cargo ship at time t, V representing the average speed of the cargo ship,/->The presentation time is a known quantity that can be obtained directly from the AIS system.
Dynamic barrier inPosition coordinates of time->The calculation formula of (2) is as follows:
in the above-mentioned method, the step of,representing the initial position coordinates of the dynamic barrier at time t, V representing the average speed of the cargo ship, The presentation time is a known quantity that can be obtained directly from the AIS system.
Distance ofThe calculation formula of (2) is as follows:
in the above-mentioned method, the step of,indicating that the ship is +.>Position coordinates after the moment->Representing dynamic barrier in->Position coordinates after the moment.
S58, adopt A * And the algorithm carries out local route planning on the driving route of the cargo ship according to the navigable areas in the Voronoi diagram to obtain a temporary route.
It is noted that A is adopted * The algorithm performs local route planning on the travel route of the cargo ship according to the navigable area in the Voronoi diagram, which is the same as step S4, and is only the global and local distinction from the starting point a to the end point B, but the adopted method principle is the same, so that in order to avoid repetitive description, detailed description is omitted here, and specific implementation method steps can be obtained by a person skilled in the art with reference to step S4.
The local route planning is to follow the global route planning as far as possible, and when the local route planning meets the obstacle, the local route planning can be carried out according to the optimal global route planning, so that a collision-free route which can smoothly pass is generated.
S6, merging the terminal point of the temporary route to the route planned by the global route to obtain a dynamic route planned route;
as shown in fig. 3, in step S6, in order to clearly and completely describe the whole step S6, the specific implementation method of step S6 in this embodiment includes the following steps:
S61, acquiring coordinates of a starting point Z of the local route planningCoordinates of termination point N +.>Initial position coordinates of obstacle +.>；
S62, on the route planned by the global route and in courseOptionally selecting a point G in the positive direction, wherein the coordinates of the point G are as followsLet->；
It should be noted that, courseNavigation direction as global heading plan and heading +.>In the forward direction, the point G can be prevented from being selected from the rear of the obstacle, so that the position in front of the obstacle in the selection of the point G is ensured, and the point G is always one point on the global heading programming route.
S63, calculating the initial position coordinates from the point G to the obstacleDistance of->And according to distance->And a cover diameter of the safety range M>Judging whether the point G is used as a merging point of the temporary route and the global route planning;
if it isSelecting G as a merging point of the temporary route and the global route planning, and entering into step S64;
if it isThen re-select a point G until +.>Ending later;
distance ofThe calculation formula of (2) is as follows:
in the above-mentioned method, the step of,to take the coordinates of point G +.>Is the initial position coordinates of the obstacle.
S64, connecting the termination point N to the route of the global route planning to output a dynamic route planning route.
In the step, after the termination point N meets the requirement of the merging point, the termination point N at the moment can be used as a point for connecting the temporary route and the global route planning, and the cargo ship sails again to the route of the global route planning from the termination point N after avoiding the obstacle, so that the timely avoidance of the obstacle is completed.
According to the method and the device for predicting the potential danger, the potential danger is predicted by setting the safety range and the safety area on the basis of global route planning, and after the obstacle appears in front of the route, the local route planning can be timely generated to meet the requirement of dynamic route planning, so that the potential danger existing in the cargo ship sailing process is eliminated, the cargo ship sailing safety is improved, meanwhile, avoidance can be timely made according to the unknown collision risk, and the accident occurrence probability is further reduced.
Corresponding to the method for dynamic programming a home trade gathering and shipping route provided in the above embodiment, the present embodiment also provides a system for dynamic programming a home trade gathering and shipping route provided in the present embodiment, and since the system for dynamic programming a home trade gathering and shipping route provided in the present embodiment corresponds to the method for dynamic programming a home trade gathering and shipping route provided in the above embodiment, implementation of the method for dynamic programming a home trade gathering and shipping route described in detail in the present embodiment is not described in detail in the present embodiment.
Referring to fig. 4, a block diagram of a dynamic programming system for a home trade shipping route according to the present embodiment is shown, where the dynamic programming system for a home trade shipping route includes:
the environmental information acquisition module 10 is used for acquiring inland water navigation environmental information of the electronic river map in the region from the starting point A to the end point B; the rasterization module 20 is configured to rasterize the electronic river map according to the navigation environment information of the inland water area to obtain a raster pattern for determining the navigable water area; the navigable area determining module 30 is configured to generate a Voronoi diagram of a region range from a start point a to an end point B based on the grid diagram using a Voronoi diagram method, and determine a navigable area according to the Voronoi diagram; the global route planning generation module 40 is configured to generate a global route plan from a starting point a to an ending point B according to navigable areas in the Voronoi diagram by using an a-x algorithm; the local route planning module 50 is used for driving along the route planned by the global route, and judging whether to carry out local route planning and obtaining a temporary route according to the surrounding environment; the merge module 60 is used to merge the end points of the temporary routes onto the global planned route to obtain a dynamic planned route.
It should be noted that, in the system provided in the foregoing embodiment, when implementing the functions thereof, only the division of the foregoing functional modules is used as an example, in practical application, the foregoing functional allocation may be implemented by different functional modules, that is, the internal structure of the device is divided into different functional modules, so as to implement all or part of the functions described above. In addition, the system and method embodiments provided in the foregoing embodiments belong to the same concept, and specific implementation processes of the system and method embodiments are detailed in the method embodiments, which are not repeated herein.
The embodiment also provides a computer device, and fig. 5 is a block diagram of an internal structure of the computer device in the embodiment of the application. As shown in fig. 5, the computer device includes a processor, a memory, a network interface, an input device, and a display screen connected by a system bus. Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory includes a storage medium and an internal memory. The storage medium may be a nonvolatile storage medium or a volatile storage medium. The storage medium stores an operating system and may also store computer readable instructions that, when executed by the processor, cause the processor to implement a power distribution method. The internal memory provides an environment for the execution of an operating system and computer-readable instructions in the storage medium. The internal memory may also have stored therein computer readable instructions that, when executed by the processor, cause the processor to perform the method of dynamic programming of the internal trade gathering and shipping route. The network interface of the computer device is for communicating with an external server via a network connection. The display screen of the computer equipment can be a liquid crystal display screen or an electronic ink display screen, the input device of the computer equipment can be a touch layer covered on the display screen, can also be keys, a track ball or a touch pad arranged on the shell of the computer equipment, and can also be an external keyboard, a touch pad or a mouse and the like.
In one embodiment, a computer device is provided that includes a memory, a processor, and computer readable instructions (e.g., a computer program) stored on the memory and executable on the processor, which when executed by the processor, performs the steps of the method for dynamic programming of a commercial distribution route of the above embodiments, such as steps S1 through S6 shown in fig. 1, and other extensions of the method and extensions of related steps. Alternatively, the processor, when executing computer readable instructions, performs the functions of the modules/units of the internal trade gathering and shipping route dynamic programming system of the above embodiments, such as the functions of modules 10 through 60 shown in fig. 4. In order to avoid repetition, a description thereof is omitted.
The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments. From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. ROM/RAM, magnetic disk, optical disk) as described above, comprising instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method according to the embodiments of the present application.
The foregoing embodiments have been presented in a detail description of the invention, and are presented herein with a particular application to the understanding of the principles and embodiments of the invention, the foregoing embodiments being merely intended to facilitate an understanding of the method of the invention and its core concepts; meanwhile, as those skilled in the art will have variations in the specific embodiments and application scope in accordance with the ideas of the present invention, the present description should not be construed as limiting the present invention in view of the above.
Claims (7)
1. A dynamic programming method for an internal trade gathering and transportation route is characterized by comprising the following steps:
s1, acquiring inland water navigation environment information of an electronic river map in a region range from a starting point A to a terminal point B;
s2, rasterizing the electronic river map according to navigation environment information of the inland water area to obtain a raster pattern for determining the navigable water area;
s3, generating a Voronoi diagram of the region range from the starting point A to the end point B based on the grid diagram by adopting a Voronoi diagram method, and determining a navigable region according to the Voronoi diagram;
s4, generating a global route plan from a starting point A to a final point B according to navigable areas in the Voronoi diagram by adopting an A-algorithm;
s5, running along the route planned by the global route, judging whether to carry out local route planning according to the surrounding environment, and obtaining a temporary route;
If the surrounding environment condition has an obstacle, carrying out local route planning and then entering a step S6;
if no obstacle exists in the surrounding environment condition, ending;
in step S5, the specific process includes the following steps:
s51, acquiring whether an obstacle exists on a front route planned by a cargo ship along a global route through an AIS system;
if there is a static obstacle or a dynamic obstacle on the forward route, then step S52 is entered;
if not, ending;
s52, setting a safety area P of the cargo ship according to the length L and the average navigational speed V of the cargo ship;
in step S52, the specific process includes the steps of:
s521, acquiring the length L and the average navigational speed V of the cargo ship;
s522, calculating the coverage diameter of the safety area P by taking the cargo ship as the center of a circle according to the length L of the cargo ship and the average navigational speed V;
diameter of coverage of safety zone PThe calculation formula of (2) is as follows:
in the above, the->、/>All are adjusting parameters, the values are respectively 0.8 and 0.4, and the values of the +.>Representing the maximum speed of the cargo ship;
s53, setting the covering diameter of the safety range M of the cargo ship according to the safety area P；
Diameter of coverage of safety range MThe expression of (2) is:
in the above, the->Represents a parameter variable, the value of which is 0.5, P represents the covering diameter of the safety region P +. >；
S54, acquiring the course of the cargo ship and the obstacle through the AIS systemAnd->And judging whether the cargo ship and the obstacle are in +.>Whether interaction phenomenon of navigation meeting occurs at any moment;
if the cargo ship and the obstacle are in the middleIf the interaction phenomenon of navigation meeting exists at any time, the step S55 is entered;
if the cargo ship and the obstacle are in the middleThe interaction phenomenon of navigation meeting does not exist at any time, and the process is finished;
in step S54, the specific process includes the steps of:
s541, acquiring the course of the cargo ship and the obstacle at the time tAnd->Coordinates of the initial position Q of the cargo ship +.>And the coordinates of the initial position S of the obstacle +.>；
S542, cargo ship and obstacle inThe position after the moment->And->The coordinates of (2) are +.>And；
s543, setting initial position Q and positionStraight line formed by two points->The linear equation is +.>Initial position S and position->Straight line formed by two points->The linear equation is +.>；
S544, judging straight lineAnd straight line->Whether or not they intersect;
when (when)Straight line +.>And straight line->The parallel has no intersection point, and the process is finished;
when (when)When the user is at the same time, the straight line is->And straight line->Intersecting, then proceeding to step S545;
s545, simultaneous straight lineEquation of straight line->And straight line->Equation of straight line->Find intersection coordinates +.>；
S546, judging whether the cargo ship and the obstacle are in the ship according to the intersection point coordinates Whether interaction phenomenon of navigation meeting exists at any moment;
if it isOr->And->Or->Straight line->And straight line->Crossing, the cargo ship is in +.>The interaction phenomenon of navigation meeting exists at any moment;
s55, acquiring initial position coordinates of the cargo ship and the obstacle in the safety range M at the time t through an AIS systemAnd->An average speed v, the average speed v being 0, defined as a static obstacle, and the average speed v being greater than 0, defined as a dynamic obstacle;
s56, setting the diameter covered by the safety range M asCalculating the ship's position->Position coordinates of time->And distance to static obstacle +.>And according to diameter->And distance->Judging whether the static obstacle is in the range covered by the safety range M;
if it isThen the static obstacle is located outside the range of the safety range M, and then step S57 is entered;
if it isThen the static obstacle is within the safety range M, and then step S58 is entered;
s57, setting the diameter of the safety area P asCalculating the ship's position->Position coordinates of time->Distance to dynamic barrier->And according to diameter->And distance->Judging dynamic obstacle is->Whether the moment will occur within the range covered by the safety area P;
If it isThe static obstacle is located outside the range of the safety area P and ends;
if it isThen the static obstacle is located within the safety zone P, and then step S58 is entered;
s58, carrying out local route planning on the travelling route of the cargo ship according to the navigable areas in the Voronoi diagram by adopting an A-scale algorithm to obtain a temporary route;
and S6, merging the end point of the temporary route to the route of the global route planning to obtain a dynamic route planning route.
2. The method of claim 1, wherein in step S4, the specific process includes the steps of:
s41, marking a grid where the starting point A is located as an initial free node, and searching from the starting point A to the end point B in a navigable area;
s42, traversing all grids in the navigable area to obtain a plurality of routes from the starting point A to the end point B;
s43, selecting a route with the lowest risk probability from a plurality of routes as a global route planning;
risk probability corresponding to a routeThe calculation formula of (2) is as follows:
in the above, the->Representing the minimum meeting distance of the cargo ship on the ith course with the obstacle,/->The minimum meeting time of the cargo ship on the ith route and the obstacle can be obtained from the AIS system, i represents the number of routes and +. >、/>Respectively weighting values of +.>，/>。
3. The method as claimed in claim 1, wherein in step S545, intersection coordinates are obtainedThe calculation formula of (2) is as follows:
in the above, the->、/>Respectively represent straight lines +>Equation of straight lineSlope and intercept of ∈ ->、/>Respectively represent straight lines +>Equation of straight line->Is included in the slope and intercept.
4. The method of claim 1, wherein in step S6, the specific process includes the steps of:
s61, acquiring coordinates of a starting point Z of the local route planningCoordinates of termination point N +.>Initial position coordinates of obstacle +.>；
S62, on the route planned by the global route and in courseOptionally selecting a point G in the positive direction, wherein the coordinate of the point G is +.>Let->；
S63, calculating the initial position coordinates from the point G to the obstacleDistance of->And according to distance->And a safety rangeCover diameter of the enclosure M>Judging whether the point G is used as a merging point of the temporary route and the global route planning;
if it isSelecting G as a merging point of the temporary route and the global route planning, and entering into step S64;
if it isThen re-select a point G until +.>Ending later;
s64, connecting the termination point N to the route of the global route planning to output a dynamic route planning route.
5. The method as claimed in claim 4, wherein in step S63, the distance is calculatedThe calculation formula of (2) is as follows:
in the above, the->To take the coordinates of point G +.>Is the initial position coordinates of the obstacle.
6. A system for implementing the method for dynamic programming of a home trade gathering and transportation route as claimed in any one of claims 1 to 5, comprising:
the system comprises an environment information acquisition module (10), wherein the environment information acquisition module (10) is used for acquiring inland water navigation environment information of an electronic river map in a region range from a starting point A to a terminal point B;
the rasterization module (20) is used for rasterizing the electronic river map according to the navigation environment information of the inland water area to obtain a raster pattern for determining the navigable water area;
the navigable area determining module (30), the navigable area determining module (30) is used for generating a Voronoi diagram of a region range from a starting point A to an end point B based on the grid diagram by adopting a Voronoi diagram method, and determining a navigable area according to the Voronoi diagram;
the global route planning generation module (40), the global route planning generation module (40) is used for generating a global route planning from a starting point A to a final point B according to navigable areas in the Voronoi diagram by adopting an A-type algorithm;
The local route planning module (50) is used for driving along a route planned by the global route, judging whether to carry out local route planning or not according to the surrounding environment and obtaining a temporary route;
and the merging module (60) is used for merging the end point of the temporary route onto the route of the global route planning to obtain a dynamic route planning route.
7. A computer device comprising a processor and a memory for storing a computer program which when executed by the processor implements the method of dynamic programming of internal trade gathering and shipping routes as claimed in any one of claims 1 to 5.
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