CN104485023A - Planning method for ship conflict release - Google Patents

Abstract

The invention relates to a planning method for ship conflict release. The method comprises the steps that firstly, shape tracks, speculated at each sampling moment, of all ships in a future time period are acquired through a maritime traffic control center; sequences are observed on the basis of current operation states and historic positions of the ships, and sea area wind field variables are obtained; then at on the basis of the operation states of all the ships and a set safety rule set which is required to be met by the ships in the sea area during the operation each sampling moment, when a condition which might violate safety rules occurs among the ships, dynamic behaviors of the ships are monitored, and timely warning information is provided for the maritime traffic control center; finally, when the warning information occurs, on the premise that ship physical properties and sea area traffic rules are met, rolling planning is performed on a ship collision avoidance track with a self-adaption control theory method by setting an optimization indicator function and infusing wind field variables, and a planning result is transmitted to all the ships to be executed.

Description

The planing method of boats and ships conflict Resolution

Technical field

The present invention relates to a kind of marine site traffic control method, particularly relate to a kind of planing method of the boats and ships conflict Resolution based on Rolling Planning strategy.

Background technology

Along with the fast development of global shipping business, the traffic in the busy marine site of part is further crowded.In the intensive complicated marine site of vessel traffic flow, still adopt sail plan can not adapt to the fast development of shipping business in conjunction with the regulation model that artificial interval is allocated for the collision scenario between boats and ships.For ensureing the personal distance between boats and ships, implement the emphasis that effective conflict allotment just becomes marine site traffic control work.Boats and ships conflict Resolution is a gordian technique in navigational field, frees scheme safely and efficiently for increasing marine site boats and ships flow and guaranteeing that sea-freight safety is significant.

In order to improve the efficiency of navigation of boats and ships, marine radar automatic plotter has been widely applied in ship monitor and collision prevention at present, and this equipment provides reference frame by extracting boats and ships relevant informations for the judgement of collision scenario between boats and ships.Although this kind equipment greatly reduces manual supervisory load, it does not have the automatic conflict Resolution function of boats and ships.For boats and ships conflict Resolution problem, current processing mode mainly comprises geometric deterministic algorithm and the large class scheme of Heuristic Intelligent Algorithm two, pertinent literature research mainly concentrates on conflict avoiding planning algorithm under unconfined condition between two boats and ships and be that the boats and ships that there is conflict are planned and freed track mainly with " off-line form ", cause each boats and ships to free the dynamic adaptable of track thus and robustness poor.

Summary of the invention

The technical problem to be solved in the present invention is to provide the planing method of the good boats and ships conflict Resolution of a kind of robustness, and the method can effectively prevent vessel motion conflict.

The technical scheme realizing the object of the invention is to provide a kind of planing method of boats and ships conflict Resolution, comprises following several step:

1. its boats and ships track of each boats and ships in future time period inferred in each sampling instant is obtained by maritime traffic control center;

2. in each sampling instant, the running status current based on boats and ships and historical position observation sequence, obtain the numerical value of marine site wind field variable;

3. in each sampling instant, the safety rule collection that need meet when running in marine site based on the running status of each boats and ships and the boats and ships of setting, when likely occurring violating the situation of safety rule when between boats and ships, provide warning information timely to its dynamic behaviour implementing monitoring and for maritime traffic control center;

4. when warning information occurs, under the prerequisite meeting boats and ships physical property and marine site traffic rules, by setting optimizing index function and incorporating wind field variable value, Model Predictive Control Theory method is adopted to carry out Rolling Planning to boats and ships collision avoidance track, and program results is transferred to the execution of each boats and ships, its detailed process is as follows:

4.1) termination reference point locations P, collision avoidance policy control time domain Θ, the trajectory predictions time domain W of boats and ships collision avoidance trajectory planning is set;

4.2) under being set in the prerequisite of given optimizing index function, based on cooperative collision avoidance trajectory planning thought, give different weights by giving each boats and ships and incorporate real-time wind field variable filtering numerical value, obtain the collision avoidance track of each boats and ships and collision avoidance control strategy and program results is transferred to each boats and ships performing, and its first Optimal Control Strategy only implemented by each boats and ships in Rolling Planning interval;

4.3) in next sampling instant, repeat step 4.2 and free terminal until each boats and ships all arrive it.

Further, 2. to obtain the detailed process of the numerical value of marine site wind field variable as follows for described step:

2.1) stop position setting boats and ships is that track reference coordinate initial point also sets up abscissa axis and axis of ordinates in the horizontal plane;

2.2) when boats and ships are in straight running condition and at the uniform velocity turning running status, marine site wind field linear filtering model x is built ₁(t+ Δ t)=F (t) x ₁(t)+w (t) and z (t)=H (t) x ₁t ()+v (t) obtains wind field variable value, wherein Δ t represents sampling interval, x ₁t () represents the state vector of t, z (t) represents the observation vector of t, and x ₁(t)=[x (t), y (t), v _x(t), v _y(t), w _x(t), w _y(t)] ^t, wherein x (t) and y (t) represents the component of t vessel position on abscissa axis and axis of ordinates, v respectively _x(t) and v _yt () represents the component of t speed of the ship in metres per second on abscissa axis and axis of ordinates respectively, w _x(t) and w _yt () represents the component of t wind field numerical value on abscissa axis and axis of ordinates respectively, F (t) and H (t) represents state-transition matrix respectively and exports calculation matrix, and w (t) and v (t) represents system noise vector sum measurement noises vector respectively:

$F\left(t\right)=\left[\begin{array}{cccccc}1& 0& \frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}& \frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}& \mathrm{\Δt}& 0\\ 0& 1& \frac{\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)-1}{{\mathrm{\ω}}_a\left(t\right)}& \frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}& 0& \mathrm{\Δt}\\ 0& 0& \cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& \sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& 0& 0\\ 0& 0& -\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& \cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& 0& 0\\ 0& 0& 0& 0& 1& 0\\ 0& 0& 0& 0& 0& 1\end{array}\right]$

$H\left(k\right)=\left[\begin{array}{cccccc}1& 0& 0& 0& 0& 0\\ 0& 1& 0& 0& 0& 0\\ 0& 0& 1& 0& 0& 0\\ 0& 0& 0& 1& 0& 0\end{array}\right];$

When boats and ships are in speed change turning running status, build marine site wind field nonlinear filtering wave pattern x ₁(t+ Δ t)=Ψ (t, x ₁(t), u (t))+w (t), z (t)=Ω (t, x ₁(t))+v (t) and u (t)=[ω _a(t), γ _a(t)] ^t, wherein Ψ () and Ω () represents state-transition matrix respectively and exports calculation matrix, ω _a(t) and γ _at () represents turning rate and rate of acceleration respectively:

$\mathrm{\Ψ}=\left[\begin{array}{c}x\left(t\right)+v_x\left(t\right)(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_5)+v_y\left(t\right)(\frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_6)+w_x\left(t\right)\\ y\left(t\right)-v_x\left(t\right)(\frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_6)+v_y\left(t\right)(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_5)+w_y\left(t\right)\\ \left((1+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}})(v_x\left(t\right)\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)+v_y\left(t\right)\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right))\right)\\ \left((1+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}})(v_y\left(t\right)\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)-v_x\left(t\right)\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right))\right)\\ w_x\left(t\right)\\ w_y\left(t\right)\end{array}\right],$

Wherein: Δ t represents sampling time interval,

$C_5=(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}-\frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a^2\left(t\right)\mathrm{\Δt}}),$

$C_6=(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a^2\left(t\right)\mathrm{\Δt}}-\frac{\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)});$

2.3) numerical value of wind field variable is obtained according to constructed Filtering Model.

Further, described step 3. in provide the detailed process of warning information timely as follows to the dynamic behaviour implementing monitoring of each boats and ships and for maritime traffic control center:

3.1) the safety rule collection D that need meet when boats and ships run in marine site is constructed _mr(t)>=D _min, wherein D _mrt () represents the distance of any two boats and ships m and boats and ships r in t, D _minrepresent the minimum safe distance between boats and ships;

3.2) according to the sampling time, set up by the continuous running status of boats and ships to observer Λ: the Γ → Ξ of discrete sampling state, wherein Γ represents the continuous running status of boats and ships, and Ξ represents the discrete sampling state of boats and ships;

3.3) as the observer Λ of boats and ships m and r _mand Λ _rdiscrete observation numerical value Ξ _mand Ξ _rwhen t shows that this vector is not concentrated in safety rule, i.e. relational expression D _mr(t)>=D _minwhen being false, send warning information to maritime traffic control center at once.

Further, step 4. in, step 4.2) detailed process be: order $d_{\mathrm{Rt}}^2={\left|\right|P_R\left(t\right)-P_R^f\left|\right|}_2^2={(x_{\mathrm{Rt}}-x_R^f)}^2+{(y_{\mathrm{Rt}}-y_R^f)}^2,$

Wherein represent the distance between the t current position of boats and ships R and next navigation channel point square, P _r(t)=(x _rt, y _rt), so the priority index of t boats and ships R can be set as:

$L_{\mathrm{Rt}}=100\frac{d_{\mathrm{Rt}}^{-2}}{\underset{R=1}{\overset{Z_t}{\mathrm{\Σ}}}{d}_{\mathrm{Rt}}^{-2}},$

Wherein z _trepresent the boats and ships number that there is conflict in t marine site, from the implication of priority index, boats and ships are nearer apart from its next navigation channel point, and its priority is higher;

Setting optimizing index

$\begin{array}{c}{\mathrm{\Φ}}^{*}(u_1^{\left(t\right)},u_1^{(t+\mathrm{\Δt})},...,u_1^{(t+\mathrm{p\Δt})},...,u_{Z_t}^{\left(t\right)},u_{Z_t}^{(t+\mathrm{\Δt})},...,u_{Z_t}^{(t+\mathrm{p\Δt})})=\underset{h=1}{\overset{p}{\mathrm{\Σ}}}\underset{R=1}{\overset{Z_t}{\mathrm{\Σ}}}{L}_{\mathrm{Rt}}{\left|\right|P_R(t+\mathrm{h\Δt})-P_R^f\left|\right|}_2^2\\ =\underset{h=1}{\overset{p}{\mathrm{\Σ}}}\underset{R=1}{\overset{Z_t}{\mathrm{\Σ}}}{(P_R(t+\mathrm{h\Δt})-P_R^f)}^T{Q}_{\mathrm{Rt}}(P_R(t+\mathrm{h\Δt})-P_R^f)\end{array}$

, wherein R ∈ I (t) represent boats and ships code and I (t)=1,2 ..., Z _t, P _r(t+h Δ t) represents the position vector of boats and ships at moment (t+h Δ t), represent that boats and ships R's frees terminating point, u _rrepresent the optimal control sequence of boats and ships R to be optimized, Q _rtfor positive definite diagonal matrix, its diagonal element is the priority index L of boats and ships R in t _rt, and $Q_{\mathrm{Rt}}=\left[\begin{array}{cc}{L}_{\mathrm{Rt}}& 0\\ 0& L_{\mathrm{Rt}}\end{array}\right].$

Further, described step is 4. middle stops the next navigation channel point that reference point locations P is set as vessel motion, and collision avoidance policy control time domain Θ is 300 seconds; Trajectory predictions time domain W is 300 seconds.

The present invention has positive effect: (1) the present invention is in boats and ships conflict Resolution process, and have employed rolls in real time in each sampling instant frees trajectory planning, ageing, adaptability and the validity freed all very good.

(2) the present invention is in boats and ships conflict Resolution process, has incorporated the impact of wind field in marine site, and the rolling adopted is freed trajectory planning scheme and can be adjusted in time according to the change of wind field in marine site and free track, improves the robustness of boats and ships conflict Resolution.

(3) the present invention is based on different performance index, can provide for the multiple boats and ships that there is conflict and free trajectory planning scheme, improve the economy of vessel motion and the utilization factor of sea area resources.

Accompanying drawing explanation

Fig. 1 is the Wind filter method flow schematic diagram in the present invention;

Fig. 2 is the vessel motion situation monitoring schematic flow sheet in the present invention;

Fig. 3 is the boats and ships collision avoidance track optimizing method schematic flow sheet in the present invention.

Embodiment

(embodiment 1)

The planing method of the boats and ships conflict Resolution of the present embodiment comprises following several step:

1. its boats and ships track of each boats and ships in future time period inferred in each sampling instant is obtained by maritime traffic control center; Maritime traffic control center obtains the real-time of boats and ships and historical position information by sea radar monitoring, and the track of boats and ships in future time period is inferred according to the real-time of boats and ships and historical position information by maritime traffic control center.

2. in each sampling instant, the running status current based on boats and ships and historical position observation sequence, obtain the numerical value of marine site wind field variable, see Fig. 1, its detailed process is as follows:

2.1) stop position setting boats and ships is that track reference coordinate initial point also sets up abscissa axis and axis of ordinates in the horizontal plane:

2.2) when boats and ships are in straight running condition and at the uniform velocity turning running status, marine site wind field linear filtering model x is built ₁(t+ Δ t)=F (t) x ₁(t)+w (t) and z (t)=H (t) x ₁t ()+v (t) obtains wind field variable value, wherein Δ t represents sampling interval, x ₁t () represents the state vector of t, z (t) represents the observation vector of t, and x ₁(t)=[x (t), y (t), v _x(t), v _y(t), w _x(t), w _y(t)] ^t, wherein x (t) and y (t) represents the component of t vessel position on abscissa axis and axis of ordinates, v respectively _x(t) and v _yt () represents the component of t speed of the ship in metres per second on abscissa axis and axis of ordinates respectively, w _x(t) and w _yt () represents the component of t wind field numerical value on abscissa axis and axis of ordinates respectively, F (t) and H (t) represents state-transition matrix respectively and exports calculation matrix, and w (t) and v (t) represents system noise vector sum measurement noises vector respectively:

$F\left(t\right)=\left[\begin{array}{cccccc}1& 0& \frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}& \frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}& \mathrm{\Δt}& 0\\ 0& 1& \frac{\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)-1}{{\mathrm{\ω}}_a\left(t\right)}& \frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}& 0& \mathrm{\Δt}\\ 0& 0& \cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& \sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& 0& 0\\ 0& 0& -\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& \cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& 0& 0\\ 0& 0& 0& 0& 1& 0\\ 0& 0& 0& 0& 0& 1\end{array}\right]$

$H\left(k\right)=\left[\begin{array}{cccccc}1& 0& 0& 0& 0& 0\\ 0& 1& 0& 0& 0& 0\\ 0& 0& 1& 0& 0& 0\\ 0& 0& 0& 1& 0& 0\end{array}\right];$

When boats and ships are in speed change turning running status, build marine site wind field nonlinear filtering wave pattern x ₁(t+ Δ t)=Ψ (t, x ₁(t), u (t))+w (t), z (t)=Ω (t, x ₁(t))+v (t) and u (t)=[ω _a(t), γ _a(t)] ^t, wherein Ψ () and Ω () represents state-transition matrix respectively and exports calculation matrix, ω _a(t) and γ _at () represents turning rate and rate of acceleration respectively:

$\mathrm{\Ψ}=\left[\begin{array}{c}x\left(t\right)+v_x\left(t\right)(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_5)+v_y\left(t\right)(\frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_6)+w_x\left(t\right)\\ y\left(t\right)-v_x\left(t\right)(\frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_6)+v_y\left(t\right)(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_5)+w_y\left(t\right)\\ \left((1+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}})(v_x\left(t\right)\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)+v_y\left(t\right)\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right))\right)\\ \left((1+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}})(v_y\left(t\right)\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)-v_x\left(t\right)\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right))\right)\\ w_x\left(t\right)\\ w_y\left(t\right)\end{array}\right],$

Wherein: Δ t represents sampling time interval,

$C_5=(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}-\frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a^2\left(t\right)\mathrm{\Δt}}),$

$C_6=(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a^2\left(t\right)\mathrm{\Δt}}-\frac{\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)});$

2.3) numerical value of wind field variable is obtained according to constructed Filtering Model.

3. in each sampling instant, the safety rule collection that need meet when running in marine site based on the running status of each boats and ships and the boats and ships of setting, when likely there is the situation violating safety rule when between boats and ships, warning information is timely provided to its dynamic behaviour implementing monitoring and for maritime traffic control center, see Fig. 2, its detailed process is as follows:

3.1) the safety rule collection D that need meet when boats and ships run in marine site is constructed _mr(t)>=D _min, wherein D _mrt () represents the distance of any two boats and ships m and boats and ships r in t, D _minrepresent the minimum safe distance between boats and ships;

3.2) according to the sampling time, set up by the continuous running status of boats and ships to observer Λ: the Γ → Ξ of discrete sampling state, wherein Γ represents the continuous running status of boats and ships, and Ξ represents the discrete sampling state of boats and ships;

3.3) as the observer Λ of boats and ships m and r _mand Λ _rdiscrete observation numerical value Ξ _mand Ξ _rwhen t shows that this vector is not concentrated in safety rule, i.e. relational expression D _mr(t)>=D _minwhen being false, send warning information to maritime traffic control center at once.

4. when warning information occurs, under the prerequisite meeting boats and ships physical property and marine site traffic rules, by setting optimizing index function and incorporating wind field variable value, Adaptive Control Theory method is adopted to carry out Rolling Planning to boats and ships collision avoidance track, and program results is transferred to the execution of each boats and ships, see Fig. 3, its detailed process is as follows:

4.1) termination reference point locations P, collision avoidance policy control time domain Θ, the trajectory predictions time domain W of boats and ships collision avoidance trajectory planning is set;

4.2) under being set in the prerequisite of given optimizing index function, based on cooperative collision avoidance trajectory planning thought, give different weights by giving each boats and ships and incorporate real-time wind field variable filtering numerical value, obtain the collision avoidance track of each boats and ships and collision avoidance control strategy and program results is transferred to each boats and ships performing, and its first Optimal Control Strategy only implemented by each boats and ships in Rolling Planning interval: order $d_{\mathrm{Rt}}^2={\left|\right|P_R\left(t\right)-P_R^f\left|\right|}_2^2={(x_{\mathrm{Rt}}-x_R^f)}^2+{(y_{\mathrm{Rt}}-y_R^f)}^2,$

Wherein represent the distance between the t current position of boats and ships R and next navigation channel point square, P _r(t)=(x _rt, y _rt), so the priority index of t boats and ships R can be set as:

$L_{\mathrm{Rt}}=100\frac{d_{\mathrm{Rt}}^{-2}}{\underset{R=1}{\overset{Z_t}{\mathrm{\Σ}}}{d}_{\mathrm{Rt}}^{-2}},$

Wherein z _trepresent the boats and ships number that there is conflict in t marine site, from the implication of priority index, boats and ships are nearer apart from its next navigation channel point, and its priority is higher;

Setting optimizing index

$\begin{array}{c}{\mathrm{\Φ}}^{*}(u_1^{\left(t\right)},u_1^{(t+\mathrm{\Δt})},...,u_1^{(t+\mathrm{p\Δt})},...,u_{Z_t}^{\left(t\right)},u_{Z_t}^{(t+\mathrm{\Δt})},...,u_{Z_t}^{(t+\mathrm{p\Δt})})=\underset{h=1}{\overset{p}{\mathrm{\Σ}}}\underset{R=1}{\overset{Z_t}{\mathrm{\Σ}}}{L}_{\mathrm{Rt}}{\left|\right|P_R(t+\mathrm{h\Δt})-P_R^f\left|\right|}_2^2\\ =\underset{h=1}{\overset{p}{\mathrm{\Σ}}}\underset{R=1}{\overset{Z_t}{\mathrm{\Σ}}}{(P_R(t+\mathrm{h\Δt})-P_R^f)}^T{Q}_{\mathrm{Rt}}(P_R(t+\mathrm{h\Δt})-P_R^f)\end{array}$

, wherein R ∈ I (t) represent boats and ships code and I (t)=1,2 ..., Z _t, P _r(t+h Δ t) represents the position vector of boats and ships at moment (t+h Δ t), represent that boats and ships R's frees terminating point, u _rrepresent the optimal control sequence of boats and ships R to be optimized, Q _rtfor positive definite diagonal matrix, its diagonal element is the priority index L of boats and ships R in t _rt, and $Q_{\mathrm{Rt}}=\left[\begin{array}{cc}{L}_{\mathrm{Rt}}& 0\\ 0& L_{\mathrm{Rt}}\end{array}\right].$

4.3) in next sampling instant, repeat step 4.2 and free terminal until each boats and ships all arrive it.

Above-mentioned termination reference point locations P is set as the next navigation channel point of vessel motion, and collision avoidance policy control time domain Θ is 300 seconds; Trajectory predictions time domain W is 300 seconds.

Obviously, above-described embodiment is only for example of the present invention is clearly described, and is not the restriction to embodiments of the present invention.For those of ordinary skill in the field, can also make other changes in different forms on the basis of the above description.Here exhaustive without the need to also giving all embodiments.And these belong to spirit institute's apparent change of extending out of the present invention or change and are still among protection scope of the present invention.

Claims (5)

1. a planing method for boats and ships conflict Resolution, is characterized in that comprising following several step:

1. its boats and ships track of each boats and ships in future time period inferred in each sampling instant is obtained by maritime traffic control center;

2. in each sampling instant, the running status current based on boats and ships and historical position observation sequence, obtain the numerical value of marine site wind field variable;

3. in each sampling instant, the safety rule collection that need meet when running in marine site based on the running status of each boats and ships and the boats and ships of setting, when likely occurring violating the situation of safety rule when between boats and ships, provide warning information timely to its dynamic behaviour implementing monitoring and for maritime traffic control center;

4. when warning information occurs, under the prerequisite meeting boats and ships physical property and marine site traffic rules, by setting optimizing index function and incorporating wind field variable value, Model Predictive Control Theory method is adopted to carry out Rolling Planning to boats and ships collision avoidance track, and program results is transferred to the execution of each boats and ships, its detailed process is as follows:

4.1) termination reference point locations P, collision avoidance policy control time domain Θ, the trajectory predictions time domain W of boats and ships collision avoidance trajectory planning is set;

4.2) under being set in the prerequisite of given optimizing index function, based on cooperative collision avoidance trajectory planning thought, give different weights by giving each boats and ships and incorporate real-time wind field variable filtering numerical value, obtain the collision avoidance track of each boats and ships and collision avoidance control strategy and program results is transferred to each boats and ships performing, and its first Optimal Control Strategy only implemented by each boats and ships in Rolling Planning interval;

4.3) in next sampling instant, repeat step 4.2 and free terminal until each boats and ships all arrive it.

2. the planing method of boats and ships conflict Resolution according to claim 1, is characterized in that: the detailed process that 2. described step obtains the numerical value of marine site wind field variable is as follows:

2.1) stop position setting boats and ships is that track reference coordinate initial point also sets up abscissa axis and axis of ordinates in the horizontal plane;

2.2) when boats and ships are in straight running condition and at the uniform velocity turning running status, marine site wind field linear filtering model x is built ₁(t+ Δ t)=F (t) x ₁(t)+w (t) and z (t)=H (t) x ₁t ()+v (t) obtains wind field variable value, wherein Δ t represents sampling interval, x ₁t () represents the state vector of t, z (t) represents the observation vector of t, and x ₁(t)=[x (t), y (t), v _x(t), v _y(t), w _x(t), w _y(t)] ^t, wherein x (t) and y (t) represents the component of t vessel position on abscissa axis and axis of ordinates, v respectively _x(t) and v _yt () represents the component of t speed of the ship in metres per second on abscissa axis and axis of ordinates respectively, w _x(t) and w _yt () represents the component of t wind field numerical value on abscissa axis and axis of ordinates respectively, F (t) and H (t) represents state-transition matrix respectively and exports calculation matrix, and w (t) and v (t) represents system noise vector sum measurement noises vector respectively:

$F\left(t\right)=\left[\begin{array}{cccccc}1& 0& \frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}& \frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}& \mathrm{\Δt}& 0\\ 0& 1& \frac{\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)-1}{{\mathrm{\ω}}_a\left(t\right)}& \frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}& 0& \mathrm{\Δt}\\ 0& 0& \cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& \sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& 0& 0\\ 0& 0& -\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& \cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)& 0& 0\\ 0& 0& 0& 0& 1& 0\\ 0& 0& 0& 0& 0& 1\end{array}\right]$

$H\left(k\right)=\left[\begin{array}{cccccc}1& 0& 0& 0& 0& 0\\ 0& 1& 0& 0& 0& 0\\ 0& 0& 1& 0& 0& 0\\ 0& 0& 0& 1& 0& 0\end{array}\right];$

When boats and ships are in speed change turning running status, build marine site wind field nonlinear filtering wave pattern x ₁(t+ Δ t)=Ψ (t, x ₁(t), u (t))+w (t), z (t)=Ω (t, x ₁(t))+v (t) and u (t)=[ω _a(t), γ _a(t)] ^t, wherein Ψ () and Ω () represents state-transition matrix respectively and exports calculation matrix, ω _a(t) and γ _at () represents turning rate and rate of acceleration respectively:

$\mathrm{\Ψ}=\left[\begin{array}{c}x\left(t\right)+v_x\left(t\right)(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_5)+v_y\left(t\right)(\frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_6)+w_x\left(t\right)\\ y\left(t\right)-v_x\left(t\right)(\frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_6)+v_y\left(t\right)(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}}{C}_5)+w_y\left(t\right)\\ \left((1+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{v_x^2\left(t\right)+v_y^2\left(t\right)})(v_x\left(t\right)\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)+v_y\left(t\right)\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right))\right)\\ \left((1+\frac{{\mathrm{\γ}}_a\left(t\right)\mathrm{\Δt}}{\sqrt{v_x^2\left(t\right)+v_y^2\left(t\right)}})(v_y\left(t\right)\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)-v_x\left(t\right)\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right))\right)\\ w_x\left(t\right)\\ w_y\left(t\right)\end{array}\right],$

Wherein: Δ t represents sampling time interval,

$C_5=(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)}-\frac{1-\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a^2\left(t\right)\mathrm{\Δt}}),$

$C_6=(\frac{\sin \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a^2\left(t\right)\mathrm{\Δt}}-\frac{\cos \left({\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}\right)}{{\mathrm{\ω}}_a\left(t\right)\mathrm{\Δt}});$

2.3) numerical value of wind field variable is obtained according to constructed Filtering Model.

3. the planing method of boats and ships conflict Resolution according to claim 1 and 2, is characterized in that: described step 3. in provide the detailed process of warning information timely as follows to the dynamic behaviour implementing monitoring of each boats and ships and for maritime traffic control center:

3.1) the safety rule collection D that need meet when boats and ships run in marine site is constructed _mr(t)>=D _min, wherein D _mrt () represents the distance of any two boats and ships m and boats and ships r in t, D _minrepresent the minimum safe distance between boats and ships;

3.2) according to the sampling time, set up by the continuous running status of boats and ships to observer Λ: the Γ → Ξ of discrete sampling state, wherein Γ represents the continuous running status of boats and ships, and Ξ represents the discrete sampling state of boats and ships;

3.3) as the observer Λ of boats and ships m and r _mand Λ _rdiscrete observation numerical value Ξ _mand Ξ _rwhen t shows that this vector is not concentrated in safety rule, i.e. relational expression D _mr(t)>=D _minwhen being false, send warning information to maritime traffic control center at once.

4., according to the planing method of the boats and ships conflict Resolution one of claims 1 to 3 Suo Shu, it is characterized in that: step 4. in, step 4.2) detailed process be: order $d_{\mathrm{Rt}}^2={\left|\right|P_R\left(t\right)-P_R^f\left|\right|}_2^2={(x_{\mathrm{Rt}}-x_R^f)}^2+{(y_{\mathrm{Rt}}-y_R^f)}^2,$

Wherein represent the distance between the t current position of boats and ships R and next navigation channel point square, P _r(t)=(x _rt, y _rt), so the priority index of t boats and ships R can be set as:

$L_{\mathrm{Rt}}=100\frac{d_{\mathrm{Rt}}^{-2}}{\underset{R=1}{\overset{Z_t}{\mathrm{\Σ}}}{d}_{\mathrm{Rt}}^{-2}},$

Wherein z _trepresent the boats and ships number that there is conflict in t marine site, from the implication of priority index, boats and ships are nearer apart from its next navigation channel point, and its priority is higher;

Setting optimizing index

$\begin{array}{c}{\mathrm{\Φ}}^{*}(u_1^{\left(t\right)},u_1^{(t+\mathrm{\Δt})},...,u_1^{(t+\mathrm{p\Δt})},...,u_{Z_t}^{\left(t\right)},u_{Z_t}^{(t+\mathrm{\Δt})},...,u_{Z_t}^{(t+\mathrm{p\Δt})})=\underset{h=1}{\overset{p}{\mathrm{\Σ}}}\underset{R=1}{\overset{Z_t}{\mathrm{\Σ}}}{L}_{\mathrm{Rt}}{\left|\right|P_R(t+\mathrm{h\Δt})-P_R^f\left|\right|}_2^2\\ =\underset{h=1}{\overset{p}{\mathrm{\Σ}}}\underset{R=1}{\overset{Z_t}{\mathrm{\Σ}}}{(P_R(t+\mathrm{h\Δt})-P_R^f)}^T{Q}_{\mathrm{Rt}}(P_R(t+\mathrm{h\Δt})-P_R^f)\end{array}$

, wherein R ∈ I (t) represent boats and ships code and I (t)=1,2 ..., Zt}, P _r(t+h Δ t) represents the position vector of boats and ships at moment (t+h Δ t), represent that boats and ships R's frees terminating point, u _rrepresent the optimal control sequence of boats and ships R to be optimized, Q _rtfor positive definite diagonal matrix, its diagonal element is the priority index L of boats and ships R in t _rt, and

$Q_{\mathrm{Rt}}=\left[\begin{array}{cc}{L}_{\mathrm{Rt}}& 0\\ 0& L_{\mathrm{Rt}}\end{array}\right].$

5. according to the planing method of the boats and ships conflict Resolution one of Claims 1-4 Suo Shu, it is characterized in that: described step is 4. middle stops the next navigation channel point that reference point locations P is set as vessel motion, and collision avoidance policy control time domain Θ is 300 seconds; Trajectory predictions time domain W is 300 seconds.