CN112650232A - Dynamic obstacle avoidance method based on inverse velocity obstacle method and combined with COLRGES - Google Patents

Dynamic obstacle avoidance method based on inverse velocity obstacle method and combined with COLRGES Download PDF

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CN112650232A
CN112650232A CN202011481430.1A CN202011481430A CN112650232A CN 112650232 A CN112650232 A CN 112650232A CN 202011481430 A CN202011481430 A CN 202011481430A CN 112650232 A CN112650232 A CN 112650232A
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obstacle
unmanned ship
usv
ship
speed
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CN112650232B (en
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赵红
高阳
樊宇
白瑾珺
张金泽
程欢
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Dalian Maritime University
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
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    • G05D1/02—Control of position or course in two dimensions
    • G05D1/0206—Control of position or course in two dimensions specially adapted to water vehicles
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Abstract

The invention provides a dynamic obstacle avoidance method based on a reverse velocity obstacle method and combined with COLRGES, which comprises the steps of realizing local dynamic obstacle avoidance of an unmanned ship based on the reverse velocity obstacle method; based on an inverse speed obstacle method, a collision detection function is introduced, and whether collision danger exists between the unmanned ship and an obstacle or not is detected in real time; and based on the maritime obstacle avoidance rule, increasing an obstacle avoidance strategy when the ship is in the danger early warning area, and making a decision after the ship is separated from the maritime obstacle avoidance rule clear. According to the method, the inverse speed obstacle method is used for local dynamic obstacle avoidance of the unmanned ship, so that the unmanned ship is prevented from being interfered by errors due to self-state detection, and the local obstacle avoidance capability of the unmanned ship is improved; the collision detection function enhances the efficiency of the unmanned ship in obstacle avoidance decision making, and improves the capacity of local obstacle avoidance; the ship can quickly take more efficient response measures for obstacle avoidance in the danger early warning area. The reverse speed obstacle method is combined with the improved maritime affair rule, so that the efficiency of the unmanned ship in dynamic obstacle avoidance under the local environment is improved, and the safety of the unmanned ship in navigation is guaranteed.

Description

Dynamic obstacle avoidance method based on inverse velocity obstacle method and combined with COLRGES
Technical Field
The invention relates to the technical field of ship application, in particular to a dynamic obstacle avoidance method based on a reverse velocity obstacle method and combined with COLRGES.
Background
The speed obstacle method is applied to dynamic collision avoidance of unmanned surface vehicles, and is based on the principle that after an obstacle and an unmanned surface vehicle are subjected to expansion processing, an unmanned surface vehicle-obstacle U-O environment model is established, and a collision area is determined. As shown in fig. 3 and 4, a U-O coordinate system is established, and at the time t, the unmanned boat emits rays L to the tangential directions of the two sides of the obstacle1And L2Forming a speed collision cone; the speeds of the unmanned boat A and the barrier B are respectively VAAnd VBThe relative velocity of the two is VAB＝VA-VBIf the relative speed of the two is within the speed collision cone, the two are considered to collide at a certain future time, so the relative speed of the two needs to be changed to VABThe disengaging speed impacts the cone.
When the speed obstacle method is operated, the speed and the relative position of the unmanned ship and the dynamic obstacle are always detected, so that when the unmanned ship is subjected to self-state detection, the detected speed and position information of the unmanned ship are wrong due to the interference received by the device and the error generated during detection, and further the relative speed is wrong, so that the unmanned ship and the dynamic obstacle collide in the near future.
Disclosure of Invention
According to the technical problem proposed above, a dynamic obstacle avoidance method based on inverse velocity obstacle method combined with the colliges is provided.
The technical means adopted by the invention are as follows:
a dynamic obstacle avoidance method based on a reversed velocity obstacle method combined with COLRGES comprises the following steps:
s1, realizing local dynamic obstacle avoidance of the unmanned ship based on the inverse speed obstacle method;
s2, introducing a collision detection function f (x) based on an inverse speed obstacle method, and detecting whether collision danger exists between the unmanned ship and the obstacle in real time;
and S3, increasing an obstacle avoidance strategy related to the ship in the danger early warning area based on the maritime obstacle avoidance rule, and making a decision after the ship is separated from the maritime obstacle avoidance rule clear.
Further, the step S1 specifically includes:
s11, assuming that the unmanned ship is static, establishing a frame with the unmanned ship as a center;
s12, dotting the barrier substances, indicated by A, puffing the unmanned ship, and puffing the unmanned ship into a disc with the radius of R, indicated by B, wherein R is the sum of the radius of the barrier and the radius of the unmanned ship;
s13, two rays are emitted from the point A to be tangent to the disc B to form a speed collision cone;
s14, in the driving process of the unmanned ship, if an obstacle appears in a conventional obstacle avoidance area of the unmanned ship, assuming that the speed of the obstacle is V at the instant tAWhen the unmanned ship is stationary, i.e. VB0, the relative speed V between the unmanned ship and the obstacleAB＝VA-VB＝VA；
S15, if VABWhen the unmanned ship is positioned in the speed collision cone, the unmanned ship is considered to collide with the barrier, and a speed control u is artificially given to the unmanned ship to enable the V toAB＝VAAnd u, enabling the relative speed to be separated from the speed collision cone, and avoiding collision of the unmanned ship.
Further, the step S2 specifically includes:
s21, using the direction guide function f (/), enabling the unmanned ship to advance towards the direction of the target point at the optimal speed;
s22, in the driving process, checking whether the unmanned ship collides with the obstacle by using a collision detection function f (—), wherein if f (—) is less than or equal to 0, it indicates that the unmanned ship collides with the obstacle;
and S23, when the collision danger between the unmanned ship and the obstacle is detected, guiding the relative speed of the unmanned ship and the obstacle to be out of the speed collision cone by using a collision relieving function f (·), and avoiding the collision between the unmanned ship and the obstacle.
Further, the direction guidance function f (/) in step S21 is specifically:
Figure BDA0002837715770000021
in the above formula, f (/) represents a direction guide function, VdesiredRepresents the optimal speed, V, of the unmanned ship towards the target pointrRepresenting the current speed of the unmanned ship, lambda representing a smoothing factor for adjusting the speed transformation of the unmanned ship, lambda u | | the count of the cells2The smoothness of the speed conversion of the unmanned ship is controlled, so that the speed conversion is smoother; wherein:
Figure BDA0002837715770000031
in the above formula, grRepresenting the relative position of an obstacle centered on the drone under the frame; | grL represents the modulo length of the relative position,
Figure BDA0002837715770000032
the direction of the speed is shown, the result is +1 or-1, the +1 indicates that the optimal speed of the unmanned ship points to the positive direction of the y axis, and the-1 indicates that the optimal speed of the unmanned ship points to the negative direction of the y axis; v. ofmaxRepresenting the maximum speed of the unmanned ship by scalar quantity;
Figure BDA0002837715770000033
in the above equation, u represents the instantaneous speed artificially input to the unmanned ship under the frame; r denotes the position of the obstacle seen from the frame of the agent at the moment t, the agent being located at the origin in said frame and at a standstill at the instant of time,
Figure BDA0002837715770000034
and
Figure BDA0002837715770000035
representing the position of the obstacle under the frame relative to the unmanned ship in the x axis and the y axis respectively; v represents the relative velocity of the obstacle with the unmanned ship as the origin of coordinates,
Figure BDA0002837715770000036
and
Figure BDA0002837715770000037
representing the speed of the obstacle under the frame in the x-axis and y-axis, respectively, relative to the drone.
Further, the collision detection function f (, in step S22) specifically includes:
Figure BDA0002837715770000038
in the formula, f (×) represents a function for detecting whether the unmanned ship has an obstacle to collide, and r represents the distance between the unmanned ship and the obstacle at the time t; r represents the radius of a circle formed by puffing the unmanned ship, VrA projection V representing the relative velocity of the unmanned ship and the obstacle on the AB axisθThe relative speed of the unmanned ship and the obstacle is shown as r⊥Projection on the shaft; wherein:
Figure BDA0002837715770000039
in the above formula, the first and second carbon atoms are,
Figure BDA00028377157700000310
the relative speed of the unmanned ship and the obstacle is represented, and is represented by a vector,
Figure BDA00028377157700000311
denotes the AB axisThe unit vector of (a) above (b),
Figure BDA0002837715770000041
is r⊥Unit vector on axis; projecting the relative velocity of the unmanned ship to the obstacle to the AB axis and r⊥On the axis, respective relative velocity components are generated.
Further, the conflict resolution function f (-) in step S23 specifically includes:
Figure BDA0002837715770000042
in the above formula, f (-) represents a collision release function for helping the unmanned ship avoid collision with the obstacle, when f (-) is less than or equal to 0, the relative speed of the unmanned ship and the obstacle is separated from the speed collision cone, the unmanned ship releases the collision danger with the obstacle, r represents the position of the obstacle seen from the frame of the agent at the time t, r represents the position of the obstacle seen from the frame of the agentTThe distance between the unmanned ship and the obstacle is transformed into R, | R | | | represents the distance between the unmanned ship and the obstacle, v represents the relative speed of the obstacle under a frame with the unmanned ship as the center, | v | | represents the relative speed between the unmanned ship and the obstacle, and R is the radius of a circle formed after the unmanned ship is subjected to bulking processing.
Further, the step S2 further includes an inference step of a collision detection function f (·) and a collision resolution function f (·):
the method comprises the following steps: an inferential burst detection function f ();
according to the speed collision cone formed by the unmanned ship and the obstacle, the following results are obtained:
Figure BDA0002837715770000043
to pair
Figure BDA0002837715770000044
Carrying out treatment to obtain:
Figure BDA0002837715770000045
it is known that
Figure BDA0002837715770000046
The marketing is simplified as follows:
Figure BDA0002837715770000047
because of the fact that
Figure BDA0002837715770000048
Obtaining:
Figure BDA0002837715770000049
substituting the above formula into the formula
Figure BDA00028377157700000410
In (1), obtaining:
Figure BDA0002837715770000051
when in use
Figure BDA0002837715770000052
When the relative speed between the unmanned ship and the obstacle is within the speed collision cone, the unmanned ship and the obstacle collide with each other, so that the collision exists
Figure BDA0002837715770000053
That is, when
Figure BDA0002837715770000054
When the unmanned ship collides with the obstacle;
definition f ():
Figure BDA0002837715770000055
for conflict detection conditions, when
Figure BDA0002837715770000056
When the unmanned ship collides with the obstacle;
step two: reasoning conflict resolution function f (·);
from the triangle formed by the unmanned ship and the obstacle, it is known that:
Figure BDA0002837715770000057
processing the above formula to obtain:
Figure BDA0002837715770000058
is also known
Figure BDA0002837715770000059
Obtaining:
Figure BDA00028377157700000510
so that there are
Figure BDA00028377157700000511
Substituting it into the above formula yields:
Figure BDA00028377157700000512
then there are:
Figure BDA00028377157700000513
when in use
Figure BDA00028377157700000514
While, nobodyThe ship and the barrier are prevented from colliding;
definition f (·):
Figure BDA0002837715770000061
for conflict resolution condition, when
Figure BDA0002837715770000062
In time, the unmanned ship is separated from the obstacle and is in danger of collision.
Further, the step S3 specifically includes:
combining the ship domain division and the meeting situation of the unmanned ship to divide the obstacle avoidance situation into 6 situations, namely the encounter situation, the cross encounter situation and the overtaking situation of a conventional obstacle avoidance area and the encounter situation, the cross encounter situation and the overtaking situation of a danger early warning area;
the encounter situation of the conventional obstacle avoidance area specifically comprises the following steps:
theta belongs to (0 degrees, 15 degrees), the barrier appears on the right side of the USV, and the USV gives way;
theta belongs to (0 degree, -15 degrees), an obstacle appears on the left side of the USV, and the USV moves straight;
the COLREGS convention provides that in a conventional obstacle avoidance area, a ship on the right side of the ship has a priority to pass; that is, when a ship appears on the right side of the ship, the ship gives way preferentially as a way-giving ship, and when a ship appears on the left side of the ship, the ship preferentially passes through as a straight ship.
The crossing and meeting situation of the conventional obstacle avoidance area specifically comprises the following steps:
when the obstacle is to the right of the USV, then:
VUSV>V0θ ∈ (15 °,90 °), USV going straight;
VUSV>V0θ ∈ (90 °,135 °), USV going straight;
VUSV<V0theta is an element (15 degrees and 90 degrees), and USV avoids;
VUSV<V0θ ∈ (90 °,135 °), USV going straight;
when the obstacle is to the left of the USV, then there are:
when no dangerous condition exists, the USV moves straight and the barrier is avoided;
the conventional obstacle avoidance area tracking situation specifically includes:
the USV does not need to be avoided, and the overtaking ship needs to avoid the USV;
the encounter situation of the danger early warning area specifically comprises:
theta belongs to (-15 degrees and 15 degrees), an obstacle appears in front of the USV, and the USV decelerates and preferentially runs to the right;
the crossing meeting situation of the danger early warning area specifically comprises the following steps:
when the obstacle is to the right of the USV, then:
VUSV>V0θ ∈ (15 °,90 °), USV accelerates to the left;
VUSV>V0θ ∈ (90 °,135 °), USV accelerates straight;
VUSV<V0θ ∈ (15 °,90 °), USV decelerates to travel to the right;
VUSV<V0θ ∈ (90 °,135 °), USV decelerates to travel to the left;
when the obstacle is to the left of the USV, then there are:
VUSV>V0theta belongs to (-15 degrees, -90 degrees), and USV accelerates to the right;
VUSV>V0theta belongs to (-90 degrees, -135 degrees), and USV accelerates straight;
VUSV<V0theta belongs to (-15 degrees, -90 degrees), and the USV decelerates and drives to the left;
VUSV<V0θ ∈ (-90 °, -135 °), USV decelerates to travel to the right.
Compared with the prior art, the invention has the following advantages:
1. compared with the speed obstacle method, the inverse speed obstacle method is used for local dynamic obstacle avoidance of the unmanned ship, and has the advantages that the unmanned ship can be prevented from being subjected to error interference due to self-state detection, and the local obstacle avoidance capability of the unmanned ship is greatly improved.
2. The dynamic obstacle avoidance method of the inverse velocity obstacle method combined with the COLRGES improves the original inverse velocity obstacle method, provides a collision detection function on the basis of the original formula, enhances the efficiency of the unmanned ship in obstacle avoidance decision, and improves the local obstacle avoidance capability.
3. According to the dynamic obstacle avoidance method based on the COLRGES, provided by the invention, on the basis of the original maritime obstacle avoidance rule, the obstacle avoidance strategy of the ship in the danger early warning area is added, the decision of the ship after the ship is separated from the maritime rule is made clear, and the ship can quickly take more efficient countermeasures for the obstacle avoidance in the danger early warning area.
4. According to the dynamic obstacle avoidance method combining the COLRGES, the dynamic obstacle avoidance method combines the inverse speed obstacle method with the improved maritime affair rule, greatly improves the high efficiency of the dynamic obstacle avoidance of the unmanned ship in the local environment, and guarantees the safety of the unmanned ship during navigation.
Based on the reason, the invention can be widely popularized in the fields of ship application and the like.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a flow chart of the method of the present invention.
Fig. 2 is a model diagram of an inverse velocity barrier method according to an embodiment of the present invention.
Fig. 3 is a model diagram of a speed obstacle method according to an embodiment.
Fig. 4 is a schematic diagram of a speed obstacle method according to an embodiment.
Fig. 5 is a schematic diagram of an inverse velocity barrier method according to an embodiment of the present invention.
Fig. 6 is a schematic diagram of collision determination and collision resolution by an inverse speed obstacle method according to an embodiment of the present invention.
Fig. 7 is a schematic diagram of a reverse speed obstacle method direction guidance according to an embodiment of the present invention.
Fig. 8 is a diagram illustrating a ship domain meeting situation determination according to an embodiment of the present invention.
Fig. 9 is a diagram of simulation results of the inverse velocity barrier method in combination with the COLREGS convention provided by the embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
As shown in fig. 1, the present invention provides a dynamic obstacle avoidance method by inverse velocity obstacle method in combination with colliges, including:
s1, as shown in FIG. 2, is an inverse velocity obstacle method model diagram, and based on the inverse velocity obstacle method, the local dynamic obstacle avoidance of the unmanned ship is realized;
in a specific implementation, as shown in fig. 5, a preferred embodiment of the present invention is an inverse velocity barrier method schematic diagram, and the step S1 specifically includes:
s11, assuming that the unmanned ship is static, establishing a frame with the unmanned ship as a center;
s12, as shown in figure 5, the barrier substance is processed into points, which is indicated by A, the unmanned ship is puffed, and the unmanned ship is puffed into a disc with the radius of R, which is indicated by B, wherein R is the sum of the radius of the barrier substance and the radius of the unmanned ship;
s13, two rays are emitted from the point A to be tangent to the disc B to form a speed collision cone;
s14, in the driving process of the unmanned ship, if an obstacle appears in a conventional obstacle avoidance area of the unmanned ship, assuming that the speed of the obstacle is V at the instant tAWhen the unmanned ship is stationary, i.e. VB0, the relative speed V between the unmanned ship and the obstacleAB＝VA-VB＝VA；
S15, if VABWhen the unmanned ship is positioned in the speed collision cone, the unmanned ship is considered to collide with the barrier, and a speed control u is artificially given to the unmanned ship to enable the V toAB＝VAAnd u, enabling the relative speed to be separated from the speed collision cone, and avoiding collision of the unmanned ship.
S2, introducing a collision detection function f (x) based on an inverse speed obstacle method, and detecting whether collision danger exists between the unmanned ship and the obstacle in real time;
in a specific implementation, as a preferred embodiment of the present invention, the step S2 specifically includes:
s21, as shown in fig. 7, is a schematic diagram of a direction guidance based on an inverse velocity obstacle method, and the unmanned ship is made to advance at an optimal velocity in a direction toward a target point by using a direction guidance function f (/);
the direction guidance function f (/) in step S21 is specifically:
Figure BDA0002837715770000101
in the above formula, f (/) represents a direction guide function, VdesiredRepresents the optimal speed, V, of the unmanned ship towards the target pointrRepresenting the current speed of the unmanned ship, lambda representing a smoothing factor for adjusting the speed transformation of the unmanned ship, lambda u | | the count of the cells2The smoothness of the speed conversion of the unmanned ship is controlled, so that the speed conversion is smoother; wherein:
Figure BDA0002837715770000102
in the above formula, grRepresenting the relative position of an obstacle centered on the drone under the frame; | grL represents the modulo length of the relative position,
Figure BDA0002837715770000103
the direction of the speed is shown, the result is +1 or-1, the +1 indicates that the optimal speed of the unmanned ship points to the positive direction of the y axis, and the-1 indicates that the optimal speed of the unmanned ship points to the negative direction of the y axis; v. ofmaxRepresenting the maximum speed of the unmanned ship by scalar quantity;
Figure BDA0002837715770000104
in the above equation, u represents the instantaneous speed artificially input to the unmanned ship under the frame; r denotes the position of the obstacle seen from the frame of the agent at the moment t, the agent being located at the origin in said frame and at a standstill at the instant of time,
Figure BDA0002837715770000105
and
Figure BDA0002837715770000106
representing the position of the obstacle under the frame relative to the unmanned ship in the x axis and the y axis respectively; v represents the relative velocity of the obstacle with the unmanned ship as the origin of coordinates, and since the unmanned ship is stationary at the instant t as a default in a frame centered on the unmanned ship, the velocity of the unmanned ship at the instant t is 0, and the unmanned ship is not in danger of collision in order to avoid the collisionThere is a risk that the speed control u needs to be manually input at time t to cause the relative speed to fall out of the speed collision cone. The relative velocity is represented by the obstacle velocity minus the artificial input velocity. Wherein
Figure BDA0002837715770000107
And
Figure BDA0002837715770000108
representing the speed of the obstacle under the frame in the x-axis and y-axis, respectively, relative to the drone.
S22, as shown in fig. 6, is an inverse speed obstacle method collision judgment and collision relief schematic diagram, and during the driving process, it is checked whether the unmanned ship will collide with the obstacle by using a collision detection function f (—) and when f (—) is less than or equal to 0, it indicates that the unmanned ship will collide with the obstacle;
the collision detection function f (×) in step S22 specifically includes:
Figure BDA0002837715770000111
in the formula, f (×) represents a function for detecting whether the unmanned ship has an obstacle to collide, and r represents the distance between the unmanned ship and the obstacle at the time t; r represents the radius of a circle formed by puffing the unmanned ship, VrA projection V representing the relative velocity of the unmanned ship and the obstacle on the AB axisθThe relative speed of the unmanned ship and the obstacle is shown as r⊥Projection on the shaft; wherein:
Figure BDA0002837715770000112
in the above formula, the first and second carbon atoms are,
Figure BDA0002837715770000113
the relative speed of the unmanned ship and the obstacle is represented, and is represented by a vector,
Figure BDA0002837715770000114
the unit vector on the AB axis is represented,
Figure BDA0002837715770000115
is r⊥Unit vector on axis; projecting the relative velocity of the unmanned ship to the obstacle to the AB axis and r⊥On the axis, respective relative velocity components are generated.
And S23, when the collision danger between the unmanned ship and the obstacle is detected, guiding the relative speed of the unmanned ship and the obstacle to be out of the speed collision cone by using a collision relieving function f (·), and avoiding the collision between the unmanned ship and the obstacle.
The conflict resolution function f (-) in step S23 specifically includes:
Figure BDA0002837715770000116
in the above formula, f (-) represents a collision release function for helping the unmanned ship avoid collision with the obstacle, when f (-) is less than or equal to 0, the relative speed of the unmanned ship and the obstacle is separated from the speed collision cone, the unmanned ship releases the collision danger with the obstacle, r represents the position of the obstacle seen from the frame of the agent at the time t, r represents the position of the obstacle seen from the frame of the agentTThe distance between the unmanned ship and the obstacle is transformed into R, | R | | | represents the distance between the unmanned ship and the obstacle, v represents the relative speed of the obstacle under a frame with the unmanned ship as the center, | v | | represents the relative speed between the unmanned ship and the obstacle, and R is the radius of a circle formed after the unmanned ship is subjected to bulking processing.
In a specific implementation, as a preferred embodiment of the present invention, the step S2 further includes an inference step of a collision detection function f (·) and a collision resolution function f (·):
the method comprises the following steps: an inferential burst detection function f ();
as shown in fig. 6, from the speed collision cone formed by the unmanned ship and the obstacle, it can be seen that:
Figure BDA0002837715770000121
to pair
Figure BDA0002837715770000122
Carrying out treatment to obtain:
Figure BDA0002837715770000123
it is known that
Figure BDA0002837715770000124
The marketing is simplified as follows:
Figure BDA0002837715770000125
because of the fact that
Figure BDA0002837715770000126
Obtaining:
Figure BDA0002837715770000127
substituting the above formula into the formula
Figure BDA0002837715770000128
In (1), obtaining:
Figure BDA0002837715770000129
when in use
Figure BDA00028377157700001210
When the relative speed between the unmanned ship and the obstacle is within the speed collision cone, the unmanned ship and the obstacle collide with each other, so that the collision exists
Figure BDA00028377157700001211
That is, when
Figure BDA00028377157700001212
When the unmanned ship collides with the obstacle;
definition f ():
Figure BDA00028377157700001213
for conflict detection conditions, when
Figure BDA00028377157700001214
When the unmanned ship collides with the obstacle;
step two: reasoning conflict resolution function f (·);
as shown in fig. 6, the triangle formed by the unmanned ship and the obstacle shows that:
Figure BDA00028377157700001215
processing the above formula to obtain:
Figure BDA00028377157700001216
is also known
Figure BDA00028377157700001217
Obtaining:
Figure BDA0002837715770000131
so that there are
Figure BDA0002837715770000132
Substituting it into the above formula yields:
Figure BDA0002837715770000133
then there are:
Figure BDA0002837715770000134
when in use
Figure BDA0002837715770000135
When the unmanned ship collides with the barrier, the collision is avoided;
definition f (·):
Figure BDA0002837715770000136
for conflict resolution condition, when
Figure BDA0002837715770000137
In time, the unmanned ship is separated from the obstacle and is in danger of collision.
And S3, increasing an obstacle avoidance strategy related to the ship in the danger early warning area based on the maritime obstacle avoidance rule, and making a decision after the ship is separated from the maritime obstacle avoidance rule clear.
The original international maritime collision avoidance rule stipulates that:
1. tracing: when any ship overtakes another ship, the overtaken ship should give way.
2. Encounter situations: when two vessels meet in opposite or near opposite directions to constitute a collision risk, each vessel should turn to the right so that each vessel drives over from the port side of the other vessel.
3. Cross-meeting situation: when the ships meet in a crossing way to form a danger, the ship with other ships on the starboard of the ship should give way to other ships, and when the environment permits, the ship should also avoid crossing the front of other ships.
On the basis of the original maritime regulations, the collision avoidance behavior of the unmanned ship in the ship danger field is described in detail according to the relative speed of the unmanned ship and the obstacle.
In a specific implementation, as a preferred embodiment of the present invention, the step S3 specifically includes:
as shown in fig. 8, the obstacle avoidance situation is divided into 6 situations by combining the vessel domain division and the encounter situation of the unmanned vessel, which are respectively the encounter situation, the cross encounter situation, the pursuit situation of the conventional obstacle avoidance area and the encounter situation, the cross encounter situation, the pursuit situation of the danger early warning area;
when an obstacle enters a conventional obstacle avoidance area of the unmanned ship, the unmanned ship starts obstacle avoidance measures, and if the obstacle enters a danger early warning area of the unmanned ship, the obstacle cannot be separated from the danger only depending on the conventional obstacle avoidance and COLREGS convention of the unmanned ship, and at the moment, the obstacle is automatically avoided according to the actual meeting situation and the requirement of the COLREGS convention is required to be separated. Specifically, the method comprises the following steps:
the encounter situation of the conventional obstacle avoidance area specifically comprises the following steps:
theta belongs to (0 degrees, 15 degrees), the barrier appears on the right side of the USV, and the USV gives way;
theta belongs to (0 degree, -15 degrees), an obstacle appears on the left side of the USV, and the USV moves straight;
the COLREGS convention provides that in a conventional obstacle avoidance area, a ship on the right side of the ship has a priority to pass; that is, when a ship appears on the right side of the ship, the ship gives way preferentially as a way-giving ship, and when a ship appears on the left side of the ship, the ship preferentially passes through as a straight ship.
The crossing and meeting situation of the conventional obstacle avoidance area specifically comprises the following steps:
when the obstacle is to the right of the USV, then:
VUSV>V0θ ∈ (15 °,90 °), USV going straight;
VUSV>V0θ ∈ (90 °,135 °), USV going straight;
VUSV<V0theta is an element (15 degrees and 90 degrees), and USV avoids;
VUSV<V0θ ∈ (90 °,135 °), USV going straight;
in a conventional obstacle avoidance area, when two ships are crossed and meet, the unmanned ship determines whether to avoid according to the relation between the directions and the relative speeds of the two ships; when a barrier appears on the right side of the unmanned ship and an angle theta formed by the barrier and the unmanned ship belongs to (15 degrees and 90 degrees), the speed size relationship of the two ships needs to be considered; when the speed of the unmanned ship is higher than the speed of the obstacle, the unmanned ship passes through the obstacle preferentially; when the speed of the unmanned ship is lower than the speed of the obstacle, the unmanned ship preferentially avoids the obstacle to pass through; when the angle theta formed by the barrier and the unmanned ship belongs to (90 DEG, 135 DEG), the speed relationship between the barrier and the unmanned ship does not need to be considered, and the unmanned ship has the priority passing authority;
when the obstacle is to the left of the USV, then there are:
when no dangerous condition exists, the USV moves straight and the barrier is avoided;
the conventional obstacle avoidance area tracking situation specifically includes:
the USV does not need to be avoided, and the overtaking ship needs to avoid the USV;
the encounter situation of the danger early warning area specifically comprises:
theta belongs to (-15 degrees and 15 degrees), an obstacle appears in front of the USV, and the USV decelerates and preferentially runs to the right;
the crossing meeting situation of the danger early warning area specifically comprises the following steps:
when the obstacle is to the right of the USV, then:
VUSV>V0θ ∈ (15 °,90 °), USV accelerates to the left;
VUSV>V0θ ∈ (90 °,135 °), USV accelerates straight;
VUSV<V0θ ∈ (15 °,90 °), USV decelerates to travel to the right;
VUSV<V0θ ∈ (90 °,135 °), USV decelerates to travel to the left;
in a danger early warning area, a barrier appears in an area with the right theta epsilon (15 degrees and 90 degrees) of the unmanned ship, and when the speed of the unmanned ship is higher than that of the barrier, the unmanned ship accelerates to drive to the left side and rapidly passes through the area; when the speed of the unmanned ship is lower than the speed of the obstacle, the unmanned ship decelerates to drive to the right side, and the obstacle passes through preferentially; obstacles appear in the theta epsilon (90 degrees and 135 degrees) area on the right side of the unmanned ship, and when the speed of the unmanned ship is higher than that of the obstacles, the unmanned ship can accelerate to move straight and pass through quickly; when the speed of the unmanned ship is lower than the speed of the obstacle, the unmanned ship needs to decelerate to the left side to allow the obstacle to pass through preferentially;
when the obstacle is to the left of the USV, then there are:
VUSV>V0theta belongs to (-15 degrees, -90 degrees), and USV accelerates to the right;
VUSV>V0theta belongs to (-90 degrees, -135 degrees), and USV accelerates straight;
VUSV<V0theta belongs to (-15 degrees, -90 degrees), and the USV decelerates and drives to the left;
VUSV<V0θ ∈ (-90 °, -135 °), USV decelerates to travel to the right.
In a danger early warning area, a barrier appears in an area with the left side theta epsilon (-15 degrees, -90 degrees), and when the speed of the unmanned ship is higher than that of the barrier, the unmanned ship accelerates to the right side to quickly pass through; when the speed of the unmanned ship is lower than the speed of the obstacle, the unmanned ship decelerates to run to the left side, and the obstacle passes through preferentially; obstacles appear in the area of theta epsilon (-90 degrees, -135 degrees) at the right side of the unmanned ship, and when the speed of the unmanned ship is higher than the speed of the obstacles, the unmanned ship accelerates to go straight and rapidly passes through the obstacle; when the speed of the unmanned ship is lower than the speed of the obstacle, the unmanned ship decelerates to drive to the right side, and the obstacle passes through preferentially.
In order to verify the effectiveness of the method of the present invention, a simulation experiment was performed, and the results of the simulation experiment are shown in fig. 9.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims (8)

1. A dynamic obstacle avoidance method based on a reversed velocity obstacle method combined with COLRGES is characterized by comprising the following steps:
s1, realizing local dynamic obstacle avoidance of the unmanned ship based on the inverse speed obstacle method;
s2, introducing a collision detection function f (x) based on an inverse speed obstacle method, and detecting whether collision danger exists between the unmanned ship and the obstacle in real time;
and S3, increasing an obstacle avoidance strategy related to the ship in the danger early warning area based on the maritime obstacle avoidance rule, and making a decision after the ship is separated from the maritime obstacle avoidance rule clear.
2. The inverse velocity obstacle method dynamic obstacle avoidance method combining colorges according to claim 1, wherein said step S1 specifically includes:
s11, assuming that the unmanned ship is static, establishing a frame with the unmanned ship as a center;
s12, dotting the barrier substances, indicated by A, puffing the unmanned ship, and puffing the unmanned ship into a disc with the radius of R, indicated by B, wherein R is the sum of the radius of the barrier and the radius of the unmanned ship;
s13, two rays are emitted from the point A to be tangent to the disc B to form a speed collision cone;
s14, in the driving process of the unmanned ship, if an obstacle appears in a conventional obstacle avoidance area of the unmanned ship, assuming that the speed of the obstacle is V at the instant tAWhen the unmanned ship is stationary, i.e. VB0, the relative speed V between the unmanned ship and the obstacleAB＝VA-VB＝VA；
S15, if VABWhen the unmanned ship is positioned in the speed collision cone, the unmanned ship is considered to collide with the barrier, and a speed control u is artificially given to the unmanned ship to enable the V toAB＝VAAnd u, enabling the relative speed to be separated from the speed collision cone, and avoiding collision of the unmanned ship.
3. The inverse velocity obstacle method dynamic obstacle avoidance method combining colorges according to claim 1, wherein said step S2 specifically includes:
s21, using the direction guide function f (/), enabling the unmanned ship to advance towards the direction of the target point at the optimal speed;
s22, in the driving process, checking whether the unmanned ship collides with the obstacle by using a collision detection function f (—), wherein if f (—) is less than or equal to 0, it indicates that the unmanned ship collides with the obstacle;
and S23, when the collision danger between the unmanned ship and the obstacle is detected, guiding the relative speed of the unmanned ship and the obstacle to be out of the speed collision cone by using a collision relieving function f (·), and avoiding the collision between the unmanned ship and the obstacle.
4. The inverse velocity obstacle method dynamic obstacle avoidance method combining colorges according to claim 3, wherein said direction guiding function f () in step S21 specifically is:
Figure FDA0002837715760000021
in the above formula, f (/) represents a direction guide function, VdesiredRepresents the optimal speed, V, of the unmanned ship towards the target pointrRepresenting the current speed of the unmanned ship, lambda representing a smoothing factor for adjusting the speed transformation of the unmanned ship, lambda u | | the count of the cells2The smoothness of the speed conversion of the unmanned ship is controlled, so that the speed conversion is smoother; wherein:
Figure FDA0002837715760000022
in the above formula, grRepresenting the relative position of an obstacle centered on the drone under the frame; | grL represents the modulo length of the relative position,
Figure FDA0002837715760000023
the direction of the speed is shown, the result is +1 or-1, the +1 indicates that the optimal speed of the unmanned ship points to the positive direction of the y axis, and the-1 indicates that the optimal speed of the unmanned ship points to the negative direction of the y axis; v. ofmaxRepresenting the maximum speed of the unmanned ship by scalar quantity;
Figure FDA0002837715760000024
in the above equation, u represents the instantaneous speed artificially input to the unmanned ship under the frame; r denotes the position of the obstacle seen from the frame of the agent at the moment t, the agent being located at the origin in said frame and at a standstill at the instant of time,
Figure FDA0002837715760000025
and
Figure FDA0002837715760000026
representing the position of the obstacle under the frame relative to the unmanned ship in the x axis and the y axis respectively; v represents the relative velocity of the obstacle with the unmanned ship as the origin of coordinates,
Figure FDA0002837715760000027
and
Figure FDA0002837715760000028
representing the speed of the obstacle under the frame in the x-axis and y-axis, respectively, relative to the drone.
5. The inverse velocity obstacle method dynamic obstacle avoidance method combining colorges according to claim 3, wherein said collision detection function f () in step S22 is specifically:
Figure FDA0002837715760000031
in the formula, f (×) represents a function for detecting whether the unmanned ship has an obstacle to collide, and r represents the distance between the unmanned ship and the obstacle at the time t; r represents the radius of a circle formed by puffing the unmanned ship, VrA projection V representing the relative velocity of the unmanned ship and the obstacle on the AB axisθThe relative speed of the unmanned ship and the obstacle is shown as r⊥Projection on the shaft; wherein:
Figure FDA0002837715760000032
in the above formula, the first and second carbon atoms are,
Figure FDA0002837715760000033
the relative speed of the unmanned ship and the obstacle is represented, and is represented by a vector,
Figure FDA0002837715760000034
the unit vector on the AB axis is represented,
Figure FDA0002837715760000035
is r⊥Unit vector on axis; projecting the relative velocity of the unmanned ship to the obstacle to the AB axis and r⊥On the axis, respective relative velocity components are generated.
6. The inverse velocity obstacle method dynamic obstacle avoidance method combining colorges according to claim 3, wherein said conflict resolution function f () in step S23 specifically is:
Figure FDA0002837715760000036
in the above formula, f (-) represents a collision release function for helping the unmanned ship avoid collision with the obstacle, when f (-) is less than or equal to 0, the relative speed of the unmanned ship and the obstacle is separated from the speed collision cone, the unmanned ship releases the collision danger with the obstacle, r represents the position of the obstacle seen from the frame of the agent at the time t, r represents the position of the obstacle seen from the frame of the agentTThe distance between the unmanned ship and the obstacle is transformed into R, | R | | | represents the distance between the unmanned ship and the obstacle, v represents the relative speed of the obstacle under a frame with the unmanned ship as the center, | v | | represents the relative speed between the unmanned ship and the obstacle, and R is the radius of a circle formed after the unmanned ship is subjected to bulking processing.
7. The inverse velocity obstacle method dynamic obstacle avoidance method combining colorges according to claim 1, wherein said step S2 further includes the step of inference of collision detection function f (·) and collision resolution function f (·):
the method comprises the following steps: an inferential burst detection function f ();
according to the speed collision cone formed by the unmanned ship and the obstacle, the following results are obtained:
Figure FDA0002837715760000037
to pair
Figure FDA0002837715760000041
Carrying out treatment to obtain:
Figure FDA0002837715760000042
it is known that
Figure FDA0002837715760000043
The marketing is simplified as follows:
Figure FDA0002837715760000044
because of the fact that
Figure FDA0002837715760000045
Obtaining:
Figure FDA0002837715760000046
substituting the above formula into the formula
Figure FDA0002837715760000047
In (1), obtaining:
Figure FDA0002837715760000048
when in use
Figure FDA0002837715760000049
When the relative speed between the unmanned ship and the obstacle is within the speed collision cone, the unmanned ship and the obstacle collide with each other, so that the collision exists
Figure FDA00028377157600000410
That is, when
Figure FDA00028377157600000411
When the unmanned ship collides with the obstacle;
definition of
Figure FDA00028377157600000412
For conflict detection conditions, when
Figure FDA00028377157600000413
When the unmanned ship collides with the obstacle;
step two: reasoning conflict resolution function f (·);
from the triangle formed by the unmanned ship and the obstacle, it is known that:
Figure FDA00028377157600000414
processing the above formula to obtain:
Figure FDA00028377157600000415
is also known
Figure FDA00028377157600000416
Obtaining:
Figure FDA0002837715760000051
so that there are
Figure FDA0002837715760000052
Substituting it into the above formula yields:
Figure FDA0002837715760000053
then there are:
Figure FDA0002837715760000054
when in use
Figure FDA0002837715760000055
When the unmanned ship collides with the barrier, the collision is avoided;
definition of
Figure FDA0002837715760000056
For conflict resolution condition, when
Figure FDA0002837715760000057
In time, the unmanned ship is separated from the obstacle and is in danger of collision.
8. The inverse velocity obstacle method dynamic obstacle avoidance method combining colorges according to claim 1, wherein said step S3 specifically includes:
combining the ship domain division and the meeting situation of the unmanned ship to divide the obstacle avoidance situation into 6 situations, namely the encounter situation, the cross encounter situation and the overtaking situation of a conventional obstacle avoidance area and the encounter situation, the cross encounter situation and the overtaking situation of a danger early warning area;
the encounter situation of the conventional obstacle avoidance area specifically comprises the following steps:
theta belongs to (0 degrees, 15 degrees), the barrier appears on the right side of the USV, and the USV gives way;
theta belongs to (0 degree, -15 degrees), an obstacle appears on the left side of the USV, and the USV moves straight;
the COLREGS convention provides that in a conventional obstacle avoidance area, a ship on the right side of the ship has a priority to pass; that is, when a ship appears on the right side of the ship, the ship gives way preferentially as a way-giving ship, and when a ship appears on the left side of the ship, the ship preferentially passes through as a straight ship.
The crossing and meeting situation of the conventional obstacle avoidance area specifically comprises the following steps:
when the obstacle is to the right of the USV, then:
VUSV>V0θ ∈ (15 °,90 °), USV going straight;
VUSV>V0θ ∈ (90 °,135 °), USV going straight;
VUSV<V0theta is an element (15 degrees and 90 degrees), and USV avoids;
VUSV<V0θ ∈ (90 °,135 °), USV going straight;
when the obstacle is to the left of the USV, then there are:
when no dangerous condition exists, the USV moves straight and the barrier is avoided;
the conventional obstacle avoidance area tracking situation specifically includes:
the USV does not need to be avoided, and the overtaking ship needs to avoid the USV;
the encounter situation of the danger early warning area specifically comprises:
theta belongs to (-15 degrees and 15 degrees), an obstacle appears in front of the USV, and the USV decelerates and preferentially runs to the right;
the crossing meeting situation of the danger early warning area specifically comprises the following steps:
when the obstacle is to the right of the USV, then:
VUSV>V0θ ∈ (15 °,90 °), USV accelerates to the left;
VUSV>V0theta e (90 deg., 135 deg.), USV plusFast straight going;
VUSV<V0θ ∈ (15 °,90 °), USV decelerates to travel to the right;
VUSV<V0θ ∈ (90 °,135 °), USV decelerates to travel to the left;
when the obstacle is to the left of the USV, then there are:
VUSV>V0theta belongs to (-15 degrees, -90 degrees), and USV accelerates to the right;
VUSV>V0theta belongs to (-90 degrees, -135 degrees), and USV accelerates straight;
VUSV<V0theta belongs to (-15 degrees, -90 degrees), and the USV decelerates and drives to the left;
VUSV<V0θ ∈ (-90 °, -135 °), USV decelerates to travel to the right.
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