CN110796142B - Method for acquiring relative fields among ships based on ship cluster situation - Google Patents
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Abstract
The embodiment of the invention relates to an inter-ship relative field acquisition method based on ship cluster situation, which comprises the following steps: dividing an interest perception area of a target ship into a plurality of interest perception sub-areas according to the ship safety meeting distance; calculating according to the speed and the course of the target ship and the interference ship, the relative position of the target ship and the interference ship and the collision avoidance response time in combination with the ship length of the target ship and/or the interference ship to obtain the variable advancing distance between the target ship and the interference ship under different meeting situations; determining weighting factors of variable advancing distances among the ships in a plurality of interest perception subareas; calculating according to the variable advancing distance between the ships and the weight factor to obtain the variable radial distance between the ships; and obtaining a plurality of boundary points according to the variable inter-ship radial distances of the interest perception sub-regions, and fitting to obtain the relative inter-ship field based on the ship cluster situation. According to the variable-inlet-distance method, the variable-diameter distance between the ships is calculated according to the variable-inlet-distance between the ships under different meeting types of the target ship and the interference ship and the weight factor, and the relative field between the ships based on the ship cluster situation is established in real time.
Description
Technical Field
The invention relates to the technical field of ships, in particular to a relative field acquisition method among ships based on ship cluster situation.
Background
The field of ships is an area which is present around ships and is used for avoiding other ships from entering, and is one of important standards for measuring safety among ships, and the judgment of the ship field on navigation safety is particularly important under the condition that multiple ships meet.
The existing research of the field of ships meeting multiple ships mostly takes ship observation data as a basis, and the field of a target ship is fitted through the positions of other ships in the observation data. The method has the advantages that the consideration factor is single, the complex environmental factors and the like are not considered, and the obtained ship field is fixed and cannot change in real time along with the navigation environment.
The distance of the two ships advancing in the direction of the central connecting line of the two ships influences the collision prevention safety of the two ships in the collision prevention process, and the variable advancing distance between the ships provided by the invention provides a theoretical basis for establishing a relative field between the ships based on the ship cluster situation. In the ship cluster situation, the target ship and the interference ship form different meeting situations, and the difference of the meeting situations causes the difference of inter-ship effects, the influence on the target ship and the like.
Based on the above, the problem that multiple ships can not change along with the environment in the field of ships in the prior art is solved.
The above drawbacks are expected to be overcome by those skilled in the art.
Disclosure of Invention
Technical problem to be solved
In order to solve the problems in the prior art, the invention provides a method for acquiring relative fields among ships based on ship cluster situation, and solves the problem that the field of ships can not change with the environment in real time when multiple ships meet in the prior art.
(II) technical scheme
In order to achieve the purpose, the invention adopts the main technical scheme that:
an embodiment of the invention provides a method for acquiring relative fields among ships based on ship cluster situation, which comprises the following steps:
dividing an interest perception area of a target ship into a plurality of interest perception sub-areas according to the ship safety meeting distance;
calculating according to the speed and the course of the target ship and the interference ship, the relative position of the target ship and the interference ship and the collision avoidance response time by combining the ship length of the target ship and/or the ship length of the interference ship to obtain the variable advancing distance between the target ship under a driving situation, a overtaking situation and a driving-away situation;
determining weighting factors for variable interarrival distances within the plurality of interest perception sub-regions;
calculating to obtain the variable radial distance between the ships according to the variable advancing distance between the ships and the weight factor;
and respectively determining to obtain a plurality of boundary points according to the variable inter-ship radial distances of the interest perception sub-regions, and sequentially connecting and fitting the boundary points to obtain the relative inter-ship field based on the ship cluster situation.
In an exemplary embodiment of the present invention, the dividing the interest sensing area of the target ship into a plurality of interest sensing sub-areas according to the ship safety encounter distance includes:
taking the leftmost boundary line and the rightmost boundary line of the channel where the target ship is positioned as boundary lines for dividing the left area and the right area of the target ship;
taking the distance of the front side or the rear side of the target ship as the safe meeting distance as a boundary line for dividing the front side area and the rear side area of the target ship;
dividing the interest perception region according to the boundary line of the left side region, the boundary line of the right side region, the boundary line of the front side region and the boundary line of the rear side region in combination with a preset distance and a channel width to obtain 6 interest perception sub-regions including a left front interest perception sub-region, a left rear interest perception sub-region, a right front interest perception sub-region, a right interest perception sub-region and a right rear interest perception sub-region.
In an exemplary embodiment of the present invention, the collision avoidance response time is a sum of a decision response time and an operation response time.
In an exemplary embodiment of the present invention, before obtaining the inter-ship variable distance of the target ship under the opposite driving situation, the overtaking situation and the driving-away situation according to the calculation of the speed, the heading, the relative orientation of the target ship and the interfering ship, the collision avoidance response time, and the ship length of the target ship and/or the ship length of the interfering ship, the method further includes:
establishing a coordinate axis by taking the center of the target ship as an origin, and acquiring the true orientation of the interference ship relative to the target ship in the coordinate axis;
and calculating the relative position of the interference ship and the target ship in the interest perception subarea according to the true position.
In an exemplary embodiment of the present invention, the obtaining of the inter-ship variable distance of the target ship under the opposite driving situation, the overtaking situation and the driving-away situation according to the calculation of the speed, the heading, the relative orientation of the target ship and the interfering ship, the collision avoidance response time and the ship length of the target ship and/or the ship length of the interfering ship comprises:
calculating the estimated collision-avoidance advance distance of the target ship according to the speed and the course of the target ship before collision-avoidance operation, the relative position of the target ship and an interference ship, the decision reaction time and the operation reaction time, wherein the estimated collision-avoidance advance distance calculation formula of the target ship is as follows:
wherein
Predicted approach distance for collision avoidance, v, of the target vessel l Based on the speed of the target vessel prior to the collision avoidance operation>
In order to make the decision to react to the time, device for selecting or keeping>
For the operating reaction time, v l (t) is the speed of the target vessel at any time t during the operational reaction time, is/are based on>
The course theta of the target ship at any time t in the operation reaction time l (t) is the relative orientation of the target vessel and the interfering vessel
Calculating the estimated collision-avoidance advance distance of the interference ship according to the speed and the course of the interference ship before collision-avoidance operation, the relative position of the target ship and the interference ship, the decision reaction time and the operation reaction time, wherein the estimated collision-avoidance advance distance calculation formula of the interference ship is as follows:
wherein
Estimated advance for collision avoidance, v, of said interfering vessel g For the speed before the collision avoidance operation of the interfering vessel, is>
For the decision reaction time +>
For the operating reaction time, v g (t) is the speed of the interfering vessel at any time t in the reaction time of operation, and/or>
The heading theta of the interference ship at any time t in the operation reaction time g (t) is the relative orientation of the interfering vessel and the target vessel;
and calculating according to the collision-prevention predicted advancing distance of the target ship, the collision-prevention predicted advancing distance of the interference ship and the ship length of the target ship and/or the ship length of the interference ship under the opposite driving situation, the overtaking situation and the driving situation respectively.
In an exemplary embodiment of the present invention, in a sailing situation, a calculation formula of the variable inter-ship range according to the estimated collision avoidance range of the target ship, the estimated collision avoidance range of the interfering ship, the ship length of the target ship and/or the ship length of the interfering ship is:
wherein L is S In order to allow for variable headway between the vessels,
for a pre-entry distance for collision avoidance of the target vessel, based on the predicted distance>
For the predicted advance distance for collision avoidance, L, of the interfering vessel l Is the length of the target vessel, L g In order to disturb the captain of the ship.
In an exemplary embodiment of the present invention, in the overtaking situation, the calculation formula of the variable inter-ship approach distance calculated according to the estimated collision avoidance distance of the target ship, the estimated collision avoidance distance of the interfering ship, the ship length of the target ship and/or the ship length of the interfering ship is:
wherein L is S In order to allow for variable headway between the vessels,
for a predetermined advance distance against collision of the target vessel, is determined>
For the predicted advance distance for collision avoidance, L, of the interfering vessel l Is the length of the target vessel, L g In order to disturb the captain of the ship.
In an exemplary embodiment of the present invention, in the driving away situation, the calculation formula of the inter-ship variable advancing distance calculated according to the estimated collision avoidance distance of the target ship, the estimated collision avoidance distance of the interfering ship, the ship length of the target ship and/or the ship length of the interfering ship is:
wherein L is S In order to allow for variable headway between said vessels,
estimated advance for collision avoidance, L, of the target vessel l The captain of the target vessel.
In an exemplary embodiment of the present invention, the calculation formula of the variable marine pitch calculated according to the variable marine pitch and the weighting factor is:
where i is a different sub-region of interest perception,
for a weight factor for a disturbance vessel in the interest perception sub-region i in relation to the target vessel>
Variable inter-ship distance theta of target ship to interference ship in interest perception sub-area i i The relative orientation of the interfering vessel and the target vessel within the sensing sub-region of interest i.
In an exemplary embodiment of the present invention, the determining to obtain a plurality of boundary points according to the variable inter-ship radius distances of the plurality of interest perception sub-regions, and sequentially connecting and fitting the plurality of boundary points to obtain the relative inter-ship field based on the ship cluster situation includes:
respectively obtaining 6 variable radial distances among the ships in the interest perception sub-areas based on ship cluster situations;
respectively determining points close to the interference ship as boundary points according to the 6 variable-diameter distances among the ships;
and sequentially connecting the plurality of boundary points to obtain an irregular hexagon, wherein the irregular hexagon is the relative field between the ships.
(III) advantageous effects
The invention has the beneficial effects that: according to the method for acquiring the relative fields among the ships based on the ship cluster situation, the variable distances among the ships are calculated according to the variable distances among the ships in different meeting types of the target ship and the interference ship in the ship cluster situation and the weight factors of the variable distances among the ships in different interest perception sub-areas, and the variable radial distances among the ships are combined with the weight factors, so that the relative fields among the ships based on the ship cluster situation can be established in real time according to different ship cluster situations.
Drawings
Fig. 1 is a flowchart of an inter-ship relative domain acquiring method based on a ship cluster situation according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of the target vessel interest perception area division in the embodiment of the invention;
FIG. 3 is a diagram of a ship cluster situation in which a target ship is located in accordance with an embodiment of the present invention;
FIG. 4 is a schematic illustration of the marine vessel during encounter and sailing according to an embodiment of the present invention;
FIG. 5 is a schematic view of a vessel during a track-down in accordance with an embodiment of the present invention;
FIG. 6 is a diagram illustrating a non-collision driving-away state according to an embodiment of the present invention;
FIG. 7 is a schematic view of a meeting of two vessels according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of collision avoidance response time in accordance with an embodiment of the present invention;
FIG. 9 is a schematic illustration of a predicted advance in one embodiment of the present invention;
FIG. 10 is a schematic view of the variable pitch between vessels in the front left interest perception sub-region in accordance with an embodiment of the present invention;
FIG. 11 is a schematic view of the variable pitch between the vessels in the cluster situation of the vessel in accordance with an embodiment of the present invention;
fig. 12 is a schematic diagram of relative areas between ships obtained based on a ship cluster situation in an embodiment of the present invention.
Detailed Description
For the purpose of better explaining the present invention and to facilitate understanding, the present invention will be described in detail by way of specific embodiments with reference to the accompanying drawings.
All technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
In the ship cluster situation, the target ship and the interference ship form different meeting situations, and the difference of the meeting situations causes the difference of the collision prevention strategies of the target ship. The invention provides a ship cluster situation-based relative field for environmental factors of a cluster situation of a target ship, and relates to a safety field established by considering the environmental factors when the target ship avoids collision in the ship cluster situation. The relative field between ships based on the ship cluster situation established by the invention provides a theoretical basis for ship safety collision avoidance.
The invention relates to an inter-ship relative field based on ship cluster situation, which is a safe area for forbidding an interfering ship from entering, wherein the safe area is established by a target ship aiming at the influence of the interfering ship on the target ship in the cluster situation. The invention mainly considers the variable advance distance among three meeting types, namely the running meeting, the overtaking meeting and the non-conflict running-off meeting. Meanwhile, as the collision occurs on the hull shell, in order to ensure that no collision danger occurs, the different meeting types and the ship lengths of two ships need to be considered when solving the variable advancing distance between the ships. The invention can establish the relative field of the target ship among the ships based on the ship cluster situation in real time aiming at different navigation environments, and improves the navigation safety.
Fig. 1 is a flowchart of a method for acquiring a relative domain between ships based on a ship cluster situation according to an embodiment of the present invention, and as shown in fig. 1, the method includes the following steps:
as shown in fig. 1, in step S110, dividing the interest sensing area of the target ship into a plurality of interest sensing sub-areas according to the ship safety encounter distance;
as shown in fig. 1, in step S120, calculating according to the speed and the heading of the target ship and the interfering ship, the relative orientation of the target ship and the interfering ship, the collision avoidance response time, and the ship length of the target ship and/or the ship length of the interfering ship, so as to obtain the variable inter-ship distance of the target ship under the opposite driving situation, the overtaking situation and the off-driving situation;
as shown in fig. 1, in step S130, determining weighting factors of variable interarboard range within the plurality of interest perception sub-regions;
as shown in fig. 1, in step S140, calculating an inter-ship variable radial distance according to the inter-ship variable forward distance and the weighting factor;
as shown in fig. 1, in step S150, a plurality of boundary points are respectively determined and obtained according to the inter-ship variable radial distances of the plurality of interest perception sub-regions, and the boundary points are sequentially connected and fitted to obtain an inter-ship relative field based on a ship cluster situation.
Based on the method, the variable inter-ship distances under different meeting types of the target ship and the interference ship in the ship cluster situation and the weight factors of the variable inter-ship distances in different interest perception sub-areas are calculated, the variable inter-ship distances are calculated according to the variable inter-ship distances and the weight factors, and the relative inter-ship fields based on the ship cluster situation can be established in real time according to the different ship cluster situations.
The specific implementation of the steps of the embodiment shown in fig. 1 is described in detail below:
in step S110, the interest sensing area of the target ship is divided into a plurality of interest sensing sub-areas according to the ship safety encounter distance.
In one embodiment of the invention, the interest perception area refers to a range of the target ship with a great focus, namely, an area with boundaries of 3 nautical miles ahead of the bow and 3 nautical miles behind the stern of the target ship is determined as the interest perception area of the target ship. Before the interest perception subarea division is carried out, the method further comprises the following steps: and dividing the number of the channels and the width of the channels. For example, the number and the position of interfering ships within 3 nautical miles around the target ship are obtained according to the navigation aid equipment, and the channel width and the channel number are determined according to the ship handling performance, the crosswind, the transverse water flow, the longitudinal water flow and the water depth of the current environment of the target ship.
The safe encountering distance of the ship generally refers to the distance between two ships when the ship gives way to adopt collision prevention measures such as steering and speed change and the like by considering the navigation environment and the motion state of the ship in order to ensure that the two ships can be finally and safely prevented from colliding in the collision prevention process. The interest perception area of the target ship is marked and divided by using the safe meeting distance of the ship, and the interest perception area of the target ship is divided by taking the most complex meeting condition formed by the target ship in the middle of the middle channel as an example. FIG. 2 is a schematic diagram of the target vessel interest perception area division in the embodiment of the invention.
In one embodiment of the present disclosure, as shown in fig. 2, a leftmost boundary line a and a rightmost boundary line B of a channel in which the target ship is located are taken as boundary lines dividing a left area and a right area of the target ship; next, the distance on the front side or the rear side of the target ship is taken as the safe encounter distance as a boundary dividing the front side area and the rear side area of the target ship (shown by two vertical dashed lines near the target ship in fig. 2). Finally, the interest perception area is divided according to the boundary of the left side area, the boundary of the right side area, the boundary of the front side area and the boundary of the rear side area in combination with a preset distance and a channel width, so that 6 interest perception sub-areas including a left front interest perception sub-area, a left rear interest perception sub-area, a right front interest perception sub-area, a right interest perception sub-area and a right rear interest perception sub-area are obtained, as shown in fig. 2. The interest perception area at the rear side of the target ship is behind the safe meeting distance at the front side of the target ship and is 3n mile behind the stern of the target ship, and the interest perception area at the front side of the target ship is behind the safe meeting distance at the front side of the target ship and is 3n mile in front of the bow of the target ship.
Fig. 3 is a ship cluster situation diagram where a target ship is located in an embodiment of the present invention, and as shown in fig. 3, the numbers of traffic entities in each interest perception sub-area are respectively recorded as: left front side interference ship n 1 Left rear interference ship n 2 Front interference ship n 3 Rear interfering ship n 4 Right front side interfering ship n 5 Right rear interfering vessel n 6 。
Besides the division of the ship perception interest area, the division is also carried out according to the ship meeting type, and the obtained meeting type comprises encounter, driving, overtaking and driving away. Fig. 4 is a schematic diagram of a ship encounter and a sailing time according to an embodiment of the present invention, fig. 5 is a schematic diagram of a ship overtaking during the ship encounter according to an embodiment of the present invention, and the following descriptions are provided for the ship encounter types according to fig. 4 and 5:
1) The encounter refers to the situation that the heading of two motor ships is opposite or close to opposite, and the following conditions are required to be met according to the stipulation of COLREGS on the encounter situation: (1) the interference ship appears in the direction of the bow of the target ship; (2) the direction of the bow of the interference ship is approximately opposite to the direction of the bow of the target ship; (3) the front mast lamp and the rear mast lamp of the interference boat are in a straight line or close to a straight line at night. Generally, the shipping circles at home and abroad consider that the heading of two ships is close to opposite, which means that one ship is positioned in front of the other ship within the range of 355-360 degrees or 0-5 degrees, and as shown in fig. 4 (a), the two ships meet each other.
2) Opposite driving generally refers to the meeting of an ascending ship running along a navigation channel and a descending ship or a countercurrent ship and two ships running along the same direction, and comprises the following specific forms: (1) encounter or near encounter, as in fig. 4 (b); (2) meeting each other port or starboard, which means that two ships running along the channel meet each other to and from port or starboard with a certain safe distance, as shown in fig. 4 (c) and 4 (d).
3) Overtaking means that the interfering ship is located in the 112.5-247.5 ° azimuth of the target ship, and as shown in fig. 5 (a), the situation of the target ship is met: (1) the overtaking ship comes from a certain direction which is more than 22.5 degrees after the overtaking ship is right across; (2) overtaking ships are overtaking overtaken by overtaking ships. As shown in fig. 5 (b), 5 (c) and 5 (d), all belong to overtaking.
4) The non-conflict of the sailing away means that the interference ship is gradually far away from the target ship, and the interference on the target ship is gradually reduced. Fig. 6 is a schematic view of a driving-away non-collision state according to an embodiment of the present invention, as shown in fig. 6 (a), fig. 6 (b), fig. 6 (c), and fig. 6 (d), all belong to driving-away non-collision.
The minimum safe meeting distance refers to the distance between two ships when the yielding ship full-speed rudder yields 90 degrees in order to ensure that the two meeting ships can finish the safe collision in the collision avoidance process, and the calculation formula is d DSPA ＝a 1 ×a 2 Xy (formula 1)
Wherein a is 1 Is a coefficient of the hydrometeorological condition, a 2 For ship density, y is the distance between two ships when the way-giving ship full-speed rudder avoids 90 degrees, wherein a 1 The value range of (A) is 0 to 1. For example, when the hydrometeorology conditions are good a 1 =0.1, poor hydrometeorological conditionsAt time a 1 =0.9, general hydrometeorological conditions a 1 ＝0.5。
a 2 The calculation formula of (2) is as follows:
wherein ρ is the number of all ships in the ship sensing area, and the calculation formula of y is as follows:
wherein ω is jk 、v jk Is an intermediate variable, in particular omega jk Is a network coefficient, v jk Is the output of the rule layer.
In the embodiment, the minimum safe encounter distance is solved mainly by considering the hydrometeorology condition and the ship density, and further considering the influence of the interference ship and the quay wall on the target ship in the cluster situation, so that the safety of the ship field is improved.
In step S120, the variable inter-ship distance of the target ship under the opposite driving situation, the overtaking situation and the driving situation is obtained according to the speed and the heading of the target ship and the interfering ship, the relative position of the target ship and the interfering ship, the collision avoidance response time, and the ship length of the target ship and/or the ship length of the interfering ship.
In one embodiment of the invention, to facilitate the solution of variable headway between vessels, the present invention proposes a concept of headway. The estimated advance distance is the distance of the ship estimated to advance in the direction of connecting the centers of the two ships from the discovery of the collision danger to the end of collision avoidance of the two ships. In the embodiment, the estimated advance distance mainly takes the factors of the directions of two ships, collision avoidance response time, meeting types and the like into consideration.
FIG. 7 is a schematic illustration of a two-vessel encounter according to an embodiment of the invention, as shown in FIG. 7, with respect to the relative orientation θ of the interfering vessel with respect to the target vessel. Firstly, a coordinate axis is established by taking the center of a target ship as a coordinate origin, the east longitude direction as the positive direction of an X axis and the north latitude direction as the positive direction of a Y axis,let v be the velocity of the target vessel A at this time a Course of being
The geographic coordinate is (x) a ,y a ) (ii) a The velocity of the interfering vessel B at this time is v b Heading of->
The geographic coordinates are (x) b ,y b ). Acquiring the true orientation of the interference ship relative to the target ship in the coordinate axis; and calculating the relative position of the interference ship and the target ship in the interest perception subarea according to the true position. The related calculation process specifically comprises the following steps:
relative velocity component v of two vessels on the X axis Xr The relative velocity component v of the two vessels on the Y axis Yr ：
True azimuth alpha of the interfering vessel relative to the target vessel T ：
Relative orientation of interfering vessel with respect to target vessel θ:
the collision avoidance response time is the sum of the decision response time and the operation response time. A period of reaction time exists before the ship finishes collision avoidance operation, and mainly refers to the time from collision danger discovery to corresponding collision avoidance operation completion of the ship. The unmanned ship characteristic is considered, and the reaction time is divided and defined, wherein the reaction time comprises the time for sensing information of the ship, the time for making a decision and the time for making a corresponding collision avoidance operation.
Fig. 8 is a schematic diagram of collision avoidance response time according to an embodiment of the present invention, and the distribution of the relevant ship sensing decision time and the operation response time is shown in fig. 8. And (4) the ship sails according to the original speed and course within the sensing decision time.
Based on the solution of the estimated advance distance, fig. 9 is a schematic diagram of the estimated advance distance in an embodiment of the present invention, as shown in fig. 9, a center of the target ship is used as an origin, a connecting line from the center of the target ship to the center of the interfering ship is used as an X-axis, a direction from the center of the target ship to the interfering ship is used as a positive direction, a direction perpendicular to the X-axis through the origin is used as a Y-axis, and a steering direction of the target ship is used as a positive direction of the Y-axis.
As shown in fig. 9, first, the estimated collision avoidance advance distance of the target ship is calculated according to the speed and the heading of the target ship before collision avoidance operation, the relative orientation between the target ship and the interfering ship, the decision reaction time, and the operation reaction time.
According to the integral definition, the calculation formula of the collision avoidance advance distance of the target ship is as follows: />
Wherein
Predicted approach distance for collision avoidance, v, of the target vessel l For the speed before the target boat avoiding collision operation, based on the measured value>
In order to make the decision to react to the time, device for selecting or keeping>
For the operating reaction time, v l (t) is the speed of the target vessel at any time t during the operational reaction time, is/are based on>
The course theta of the target ship at any time t in the operation reaction time l (t) is the relative orientation of the target vessel and interfering vessel.
And secondly, calculating the estimated collision avoidance advance distance of the interference ship according to the speed and the course of the interference ship before collision avoidance operation, the relative directions of the target ship and the interference ship, the decision reaction time and the operation reaction time.
According to integral definition, the calculation formula of the collision avoidance advance distance of the interference ship is as follows:
wherein
Predicted advance for collision avoidance, v, of said interfering vessel g In order to speed the interfering vessel prior to a collision avoidance operation>
In order to make the decision to react to the time, device for selecting or keeping>
For the operating reaction time, v g (t) is the speed of the intervention vessel at any time t during the operational reaction time, and/or>
The heading theta of the interference ship at any time t in the operation reaction time g (t) is the relative orientation of the interfering vessel and the target vessel.
In the embodiment, the relation between the estimated advance distance and the original advance distance is also considered during calculation, wherein the original advance distance refers to the distance that the ship can advance according to the original navigational speed and the course if no collision avoidance measures are taken in the collision avoidance response time. If the predicted advance distance of the interference ship is smaller than the original advance distance, the interference ship is prevented from collision through steering or deceleration operation; if the estimated advance distance is larger than or equal to the original advance distance, the interference ship does not carry out collision avoidance operation or the heading change angle of the interference ship is very small, which is equivalent to that the interference ship does not carry out avoidance action, and at the moment, the collision avoidance is carried out by steering the target ship.
And finally, calculating according to the collision-prevention predicted advance distance of the target ship, the collision-prevention predicted advance distance of the interference ship and the ship length of the target ship and/or the ship length of the interference ship under the opposite driving situation, the overtaking situation and the driving-away situation respectively.
The variable advancing distance between the ships is mainly analyzed and solved according to two influence factors of different meeting types and estimated advancing distance of a target ship and an interference ship in the ship cluster situation. The variable inter-ship distance is the distance length added on the basis of the minimum safe meeting distance by the target ship based on the influence of the interference ship in the relative inter-ship field of the ship cluster situation.
In the ship cluster situation, the target ship and the interference ship form different meeting situations, and the difference of the meeting situations causes the difference of an inter-ship effect, the influence of the interference ship on the target ship and the like. The invention mainly considers the variable advance distance among three meeting types, namely the running meeting, the overtaking meeting and the non-conflict running-off meeting. Meanwhile, as collision occurs on the hull shell, in order to ensure that collision danger does not occur, the method needs to consider not only different meeting types but also two ship lengths when solving the variable advancing distance between ships.
(1) Variable advancing distance between ships under situation of opposite driving meeting
When the two ships are driven in opposite directions, if the predicted longitudinal advancing distance of the two ships is smaller than the original advancing distance, the two ships turn or decelerate to avoid. After the interference ship advances in the process of avoiding the two ships and predicts the longitudinal advance distance, the interference ship does not infringe the minimum safe meeting distance area around the target ship at the moment, and the meeting safety of the two ships can be ensured. Therefore, the calculation formula of the variable advancing distance between the ships under the opposite driving situation is as follows:
wherein L is S In order to allow for variable headway between the vessels,
for a pre-entry distance for collision avoidance of the target vessel, based on the predicted distance>
For the predicted advance distance for collision avoidance, L, of the interfering vessel l Is the length of the target vessel, L g To interfere with the captain of the ship.
(2) Variable advance distance between ships under overtaking meeting situation
When the interfering ship overtakes the target ship, the phenomenon of ship absorption between the two ships is more likely to occur when overtaking the bow of the ship to approach the stern of the overtaken ship or overtaking the stern of the ship to approach the bow of the overtaken ship.
The ship mainly takes the speed and steering into consideration when pursuing. If no special condition exists, on the basis of considering the influence of the ship length, the difference between the estimated advancing distance of the overtaking ship and the estimated advancing distance of the overtaking ship is smaller than the distance between the two ships before the collision avoidance action is taken, and the collision accident can be avoided. The invention takes the difference as the variable advancing distance between ships under the situation of pursuing meeting. Therefore, the calculation formula of the variable advancing distance between the ships under the overtaking situation is as follows:
wherein L is S In order to allow for variable headway between the vessels,
for a predetermined advance distance against collision of the target vessel, is determined>
Estimated advance for collision avoidance for said interfering vessel，L l Is the length of the target vessel, L g In order to disturb the captain of the ship.
(3) Variable advancing distance between ships under driving-off meeting situation
When the interference ship sails towards the direction far away from the target ship and does not conflict with the target ship, the target ship only needs to ensure that the interference ship does not interfere in the estimated advance distance. Therefore, the calculation formula of the variable advancing distance between the ships under the driving-off situation is as follows:
wherein L is S In order to allow for variable headway between said vessels,
for a predicted approach distance, L, for collision avoidance of said target vessel l Is the captain of the target vessel.
In step S130, weighting factors for the variable interarbone range are determined within the plurality of interest perception sub-regions.
In an embodiment of the invention, after the variable inter-ship distances corresponding to the interest perception sub-regions are calculated in the above step, corresponding weight factors are calculated in the step, the influence strength of interference ships of different interest perception sub-regions on a target ship is different, and when the complexity of the ship cluster situation is analyzed, the acting force of the interference ship in the interest perception region on the target ship is obtained through a fuzzy logic method, so that the acting granularity of the interference ship in the interest perception sub-regions on the target ship is further obtained. The maximum action particle size is represented by 1, the maximum attraction force, the minimum action particle size is represented by-1, the maximum repulsion force, and the action particle sizes of different actions are represented by real numbers in the interval, as shown in table 1.
TABLE 1 action particle size for different actions
Different action granularities to interchip facies based on ship cluster situationThe impact on the field is different, so the invention will interfere with the ship's action granularity f on the target ship S As a weighting factor for the variable headway between vessels.
In step S140, an inter-ship variable radial distance is calculated according to the inter-ship variable forward distance and the weighting factor.
In one embodiment of the invention, the variable-pitch between the ships is obtained by solving in the central connection line direction of the interference ship and the target ship according to the weight factor and the variable-pitch between the ships, so that the solving of the relative field between the ships based on the ship cluster situation is facilitated. Therefore, in the step, the variable-pitch between ships is obtained by calculation according to the variable-pitch between ships and the weighting factor obtained in the step, and the calculation formula is as follows:
where i is a different sub-region of interest perception,
for the interest perception sub-area i the weight factor of the interfering vessel on the target vessel is/are>
Variable inter-ship distance theta of target ship to interference ship in interest perception sub-area i i The relative orientation of the interfering vessel and the target vessel within the sub-region i is perceived for interest.
Fig. 10 is a schematic diagram of variable radial distances between vessels in the left front interest perception sub-region in an embodiment of the present invention, as shown in fig. 10, taking the left front interest perception sub-region as an example, the meeting type between the interfering vessel and the target vessel in the interest perception sub-region is determined, and then the variable radial distance D between vessels in the left front side is solved according to formula 11 1 Comprises the following steps:
fig. 11 is a schematic diagram of the variable distances between ships in the ship cluster situation according to an embodiment of the present invention, and as shown in fig. 11, the variable distances between the ships in other interest perception sub-areas in the ship cluster situation are analyzed and solved by using the same method to obtain:
D＝[D 1 D 2 D 3 D 4 D 5 D 6 ]formula (13)
Shown in FIG. 11 are: variable radial distance D between left front side ships 1 Left rear side variable-diameter distance D between ships 2 Variable-pitch D between front side ships 3 Variable-radius distance D between rear and front side ships 4 Variable diametral distance D between right front side ship and right front side ship 5 And a variable-pitch D between the right rear side and the right rear side 6 。
In step S150, a plurality of boundary points are respectively determined according to the variable inter-ship distances of the plurality of interest perception sub-regions, and the boundary points are sequentially connected and fitted to obtain the relative inter-ship field based on the ship cluster situation.
In an embodiment of the present invention, the step specifically includes: firstly, respectively obtaining 6 variable radial distances among ships in the interest perception sub-areas based on ship cluster situation; secondly, respectively determining points close to the interference ships as boundary points according to the 6 variable-radius distances among the ships; and finally, sequentially connecting the boundary points to obtain an irregular hexagon, wherein the irregular hexagon is the relative field between the ships.
Fig. 12 is a schematic diagram of the relative inter-ship fields obtained based on the ship cluster situation in the embodiment of the present invention, and as shown in fig. 12, the inter-ship variable radial distances of different interest perception sub-regions in the ship cluster situation are determined, and on this basis, the points of the inter-ship variable radial distances close to the interfering ship are sequentially connected, and the obtained irregular hexagon is the relative inter-ship fields based on the ship cluster situation.
In the ship cluster situation, the target ship and the interference ship form different meeting situations, and the difference of the meeting situations causes the difference of an inter-ship effect, the influence of the interference ship on the target ship and the like. The invention mainly considers the variable advance distance among three meeting types, namely the running meeting, the overtaking meeting and the non-conflict running-off meeting. Meanwhile, as collision occurs on the hull shell, in order to ensure that collision danger does not occur, the method needs to consider not only different meeting types but also two ship lengths when solving the variable advancing distance between ships. Through the analysis and research on the minimum safe meeting distance and the variable advancing distance between ships, the relative field between ships based on the ship cluster situation is obtained. According to the method and the device, the safety region aiming at the whole target ship cluster is obtained by analyzing and solving the relative field model between ships based on the ship cluster situation.
In summary, according to the inter-ship relative field acquisition method based on the ship cluster situation provided by the embodiment of the invention, the estimated advance distance solution not only considers the advance distance after the collision avoidance operation, but also considers the advance distance of the ship within the time from the danger discovery of the ship to the action completion of the collision avoidance operation. And solving the weight factor of the interference ship to the target ship from the angle of the influence acting force of the interference ship to the target ship, and further accurately clustering the influence of the interference ship to the target ship in the situation. The possible collision prevention behaviors of the target ship and the interference ship in the collision prevention process are analyzed from the three meeting types, and the expression of variable advancing distances among different ships under the situation of the three meeting types is researched. The influence of the interference ship on the target ship in the navigation environment and the cluster situation is comprehensively considered, and the relative field between the ships based on the ship cluster situation is established. Considering more factors, different relative fields can be established in real time aiming at different cluster situations.
Other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the invention and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the invention being indicated by the following claims.
It will be understood that the invention is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the invention is limited only by the appended claims.
Claims (6)
1. A method for acquiring relative fields among ships based on ship cluster situation is characterized by comprising the following steps:
dividing an interest perception area of a target ship into a plurality of interest perception sub-areas according to the ship safety meeting distance;
calculating according to the speed and the course of the target ship and the interference ship, the relative position of the target ship and the interference ship, and the collision avoidance response time, and the ship length of the target ship and/or the ship length of the interference ship, so as to obtain the variable advancing distance between the target ship under a driving situation, a overtaking situation and a driving-away situation, wherein the method comprises the following steps: calculating the estimated distance to advance for collision avoidance of the target ship according to the speed and the course of the target ship before collision avoidance operation, the relative positions of the target ship and an interference ship, the decision reaction time and the operation reaction time, wherein the calculation formula of the estimated distance to advance for collision avoidance of the target ship is as follows:
wherein
For the predicted approach distance to collision avoidance, v, of the target vessel l Based on the speed of the target vessel prior to the collision avoidance operation>
In order to make the decision to react to the time, device for selecting or keeping>
For the operating reaction time, v l (t) is the speed of the target vessel at any time t during the operational reaction time, is/are based on>
The course theta of the target ship at any time t in the operation reaction time l (t) is the relative orientation of the target vessel and interfering vessel;
calculating the estimated collision-avoidance advance distance of the interference ship according to the speed and the course of the interference ship before collision-avoidance operation, the relative position of the target ship and the interference ship, the decision reaction time and the operation reaction time, wherein the estimated collision-avoidance advance distance calculation formula of the interference ship is as follows:
wherein
Predicted advance for collision avoidance, v, of said interfering vessel g For the speed before the collision avoidance operation of the interfering vessel, is>
In order to make the decision to react to the time, device for selecting or keeping>
For the operating reaction time, v g (t) is the speed of the intervention vessel at any time t during the operational reaction time, and/or>
The heading theta of the interference ship at any time t in the operation reaction time g (t) is the relative orientation of the interfering vessel and the target vessel;
calculating to obtain the variable advancing distance between ships according to the estimated collision-avoiding advancing distance of the target ship, the estimated collision-avoiding advancing distance of the interference ship and the ship length of the target ship and/or the ship length of the interference ship under a driving situation, a overtaking situation and a driving situation respectively;
the collision avoidance reaction time is the sum of the decision reaction time and the operation reaction time;
the method comprises the following steps of calculating according to the speed and the course of a target ship and an interference ship, the relative position of the target ship and the interference ship, and collision avoidance response time, and the ship length of the target ship and/or the ship length of the interference ship, and before obtaining the variable advancing distance between the target ship under a driving situation, a overtaking situation and a driving-away situation, further comprising:
establishing a coordinate axis by taking the center of the target ship as an origin, and acquiring the true orientation of the interference ship relative to the target ship in the coordinate axis;
calculating the relative position of the interference ship and the target ship in the interest perception subarea according to the true position;
determining weighting factors for variable interarrival distances within the plurality of interest perception sub-regions;
calculating to obtain the variable radial distance between the ships according to the variable advancing distance between the ships and the weight factor; the calculation formula for calculating the variable radial distance between the ships according to the variable advancing distance between the ships and the weight factor is as follows:
where i is a different sub-region of interest perception,
for a weight factor for a disturbance vessel in the interest perception sub-region i in relation to the target vessel>
The variable inter-ship advancing distance of the target ship to the interference ship in the interest perception sub-area i;
and respectively determining to obtain a plurality of boundary points according to the variable inter-ship radial distances of the interest perception sub-regions, and sequentially connecting and fitting the boundary points to obtain the relative inter-ship field based on the ship cluster situation.
2. The method for acquiring the relative field between the ships based on the ship cluster situation as claimed in claim 1, wherein the dividing the interest perception area of the target ship into a plurality of interest perception sub-areas according to the ship safe encounter distance comprises:
taking the leftmost boundary line and the rightmost boundary line of the channel where the target ship is located as boundary lines for dividing the left area and the right area of the target ship;
taking the distance of 3n mile at the front side of the bow of the target ship or the distance of 3n mile at the rear side of the stern of the target ship as the safe meeting distance as a boundary line for dividing the front side area and the rear side area of the target ship;
dividing the interest perception area according to the boundary of the left side area, the boundary of the right side area, the boundary of the front side area and the boundary of the rear side area in combination with a preset distance and the width of a navigation channel to obtain 6 interest perception sub-areas including a left front side interest perception sub-area, a left rear side interest perception sub-area, a right front side interest perception sub-area, a right side interest perception sub-area and a right rear side interest perception sub-area.
3. The method for acquiring the relative field between the ships based on the ship cluster situation of claim 1, wherein the calculation formula of the inter-ship variable range obtained by the calculation according to the estimated collision avoidance range of the target ship, the estimated collision avoidance range of the interfering ship, the ship length of the target ship and/or the ship length of the interfering ship under the opposite driving situation is as follows:
wherein L is S In order to allow for variable headway between the vessels,
for a predetermined advance distance against collision of the target vessel, is determined>
For the predicted advance distance for collision avoidance, L, of the interfering vessel l Is the length of the target vessel, L g In order to disturb the captain of the ship.
4. The method for acquiring the relative field between the ships based on the ship cluster situation of claim 1, wherein in the overtaking situation, the calculation formula of the variable inter-ship range is obtained according to the estimated collision avoidance range of the target ship, the estimated collision avoidance range of the interfering ship, the ship length of the target ship and/or the ship length of the interfering ship in combination:
wherein L is S In order to allow for variable headway between said vessels,
for a predetermined advance distance against collision of the target vessel, is determined>
For the predicted advance distance for collision avoidance, L, of the interfering vessel l Is the length of the target vessel, L g In order to disturb the captain of the ship.
5. The method for acquiring the relative field between the ships based on the ship cluster situation as claimed in claim 1, wherein a calculation formula of the inter-ship variable range is obtained by calculating according to the estimated collision avoidance range of the target ship, the estimated collision avoidance range of the interfering ship in combination with the ship length of the target ship and/or the ship length of the interfering ship in a sailing situation:
wherein L is S In order to allow for variable headway between the vessels,
for a predicted approach distance, L, for collision avoidance of said target vessel l The captain of the target vessel.
6. The method for acquiring the relative domain between the ships based on the ship cluster situation as claimed in claim 1, wherein the determining to obtain a plurality of boundary points according to the variable inter-ship radius distances of the plurality of interest perception sub-regions respectively, and the fitting of the plurality of boundary points sequentially to obtain the relative domain between the ships based on the ship cluster situation comprises:
respectively obtaining 6 variable radial distances among the ships in the interest perception sub-areas based on ship cluster situations;
respectively determining points close to the interference ship as boundary points according to the 6 variable-diameter distances among the ships;
and sequentially connecting the plurality of boundary points to obtain an irregular hexagon, wherein the irregular hexagon is the relative field between the ships.
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