CN113204239A - Intelligent collision avoidance method for commercial ship navigation - Google Patents
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Abstract
The invention relates to the field of ship shipping, in particular to an intelligent collision prevention method for the navigation of a commercial ship, which is characterized by comprising the following steps of: step 1: acquiring radar, AIS and electronic chart data; step 2: initializing parameters and judging whether the target enters a detection range; and step 3: judging whether the target is a dynamic barrier, a static barrier or a target point; and 4, step 4: selecting a steering angle; and 5: and entering a new iteration after a certain time interval, and repeating the steps. The invention can acquire environmental information in real time, plan the suggested course and assist navigation decision.
Description
Technical Field
The invention relates to the field of ship shipping, in particular to an intelligent collision prevention method for the navigation of commercial ships.
Background
In 2020, "Intelligent Ship Specifications" it is explicitly stated that: the intelligent navigation system acquires and senses state information required by ship navigation by using an advanced sensing technology, a sensing information fusion technology and the like, analyzes and processes the state information by using a computer technology and a control technology, and provides decision suggestions for the ship navigation. In general, the avoidance of the ship adopts a speed-maintaining steering processing mode by default, and the speed reduction and the avoidance are considered only when the ship cannot pass through a steering avoidance target. Collision avoidance methods commonly used in the field of ship collision avoidance at present can be divided into three main categories: an algorithm based on a mathematical model, an algorithm based on artificial intelligence correlation, and a hybrid intelligent system. The mathematical model-based algorithm is used for carrying out mathematical or physical modeling on an environment and a dynamic ship, and has the advantage of solving certainty, the construction of a sea chart environment cannot be considered in part of algorithms (static barriers cannot be considered), collision avoidance rules cannot be considered or insufficient consideration cannot be considered, and the problems of local minimum and unreachable target points exist in the traditional artificial potential field method; the method based on artificial intelligence has the problems of insufficient rule consideration, difficult data acquisition, incapability of ensuring real-time performance and the like; hybrid intelligence systems, such as comprehensive humanoid intelligence systems, are typically limited to open waters and subject to optimization for compliance with straight-forward ship obligations; in conclusion, in the process of avoiding and rewarding, how to ensure real-time performance is to consider rules and give a reasonable suggested course under the condition of avoiding a plurality of dynamic and static barriers at the same time, which is a real problem in intelligent navigation.
In view of the above, to overcome the above technical defects, it is an urgent problem in the art to provide an intelligent collision avoidance method for the navigation of a commercial ship.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides an intelligent collision avoidance method for the navigation of a commercial ship, which can acquire environmental information in real time, plan a suggested course and assist navigation decision.
In order to solve the technical problems, the technical scheme of the invention is as follows: the intelligent collision avoidance method for the navigation of the commercial ship is characterized by comprising the following steps of:
step 1: acquiring radar, AIS and electronic chart data;
step 2: initializing parameters and judging whether the target enters a detection range;
and step 3: judging whether the target is a dynamic barrier, a static barrier or a target point;
and 4, step 4: selecting a steering angle;
and 5: and entering a new iteration after a certain time interval, and repeating the steps.
According to the above technical scheme, in the step 3, if the target is a dynamic barrier, parameter calculation is performed on the dynamic barrier, and the current situation is judged to be a no-danger stage, a negotiation avoidance stage or an emergency avoidance stage.
According to the technical scheme, in the step 3, if the target is a static obstacle, parameter calculation is carried out on the static obstacle to obtain a potential field value in front of the ship, and a related potential value is obtained.
According to the above technical scheme, in the step 3, if the target is the target point, the parameter calculation is performed on the target point to obtain the gravity value of the target point.
According to the above technical scheme, in the step 4, if only a dynamic obstacle exists and the current situation is a negotiation avoidance stage or an emergency avoidance stage, a resultant force is obtained by combining the attractive force of a target point according to a right-going repulsive force received in the negotiation avoidance stage or a left-going repulsive force and a right-going repulsive force received in the emergency avoidance stage, and the direction of the resultant force is the selected steering angle direction.
According to the technical scheme, in the step 4, if only the static obstacle exists, whether the potential field value in front of the ship is larger than a set threshold value or not is judged, if the potential field value in front of the ship is larger than the set threshold value, the ship is steered towards the low potential energy direction by a maximum steering angle, and the maximum steering angle is 30-35 degrees.
According to the technical scheme, in the step 4, if the dynamic barrier and the static barrier exist at the same time, whether the dynamic barrier and the static barrier are positioned on the same side is judged, and if the dynamic barrier and the static barrier are positioned on the same side, the steering angle is selected to be the maximum steering angle to avoid (towards the other side); if the vehicle is positioned on the non-same side, the vehicle preferentially avoids the static barrier and then avoids the dynamic barrier, and when the vehicle firstly avoids the static barrier, the vehicle turns towards the low potential energy direction to the maximum steering angle; and when the dynamic barrier is avoided, the resultant force is calculated according to the scheme, and the steering angle is selected according to the direction of the resultant force. Under special conditions, the steering direction does not accord with international rules, no suggestion is given, and avoidance is negotiated with other ships.
According to the technical scheme, the detection range is 6-7 nautical miles, the range of the negotiation avoidance stage is 3-6 nautical miles, and the range of the emergency avoidance stage is within 3 nautical miles.
A computer-readable medium, on which a computer program is stored which, when being executed by a processor, is adapted to carry out the method as set forth in the preceding claims.
An electronic device, comprising:
one or more processors;
memory having one or more programs stored thereon, which when executed by the one or more processors, perform the method as described in the previous claims.
Compared with the prior art, the invention has the following beneficial effects: the system can comprehensively consider collision avoidance rules, steering habits and ship characteristics, intelligently acquires and processes environmental information, displays the information on a real-time interface, and makes avoidance decision suggestions. When no obstacle exists, the ship runs towards the direction of the waypoint; when a dangerous obstacle appears, the ship avoids and then reways to a waypoint;
1) and setting a target point as a destination, and setting a dynamic barrier and a static barrier as avoidance targets. Determining influence radiuses and influence factors of a target point, a dynamic obstacle and a static obstacle through modeling;
2) the problem that the resultant force of a target point and an obstacle is zero and the target point cannot reach is solved through model structure and parameter setting;
3) establishing simulation data of the ship and other ships, continuously updating the ship position and making a decision in the actual operation process, comprehensively considering thirteen to seventy core terms of the international maritime collision avoidance rule, and enabling the steering direction of the ship to accord with the rule requirements and the early-big-wide-clear principle (early: avoiding ahead of time; large: steering at a large angle; width: more let one point; clearing: to let it go);
4) vector electronic chart data can be extracted to assist environment modeling, and draft and isobath information of the ship are integrated to prevent the ship from stranding;
5) the radar historical data can be obtained, the positions of a plurality of target points are displayed, and avoidance decisions are made;
6) real-time data transmission is carried out through Redis, and a chart and a radar display interface are designed;
7) the ship motion track within a certain time can be output according to the suggestion result, and a reasonable suggested course angle can be given within a certain time interval by combining the actual steering habit of a shipman.
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FIG. 1 is a schematic flow chart of an embodiment of the present invention;
FIG. 2 is a schematic diagram of various meeting situations of a ship meeting according to an embodiment of the present invention;
fig. 3 illustrates several collision avoidance strategies in meeting situations according to embodiments of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Many aspects of the invention are better understood with reference to the following drawings. The components in the figures are not necessarily to scale, emphasis instead being placed upon clearly illustrating the components of the present invention. Moreover, in the several views of the drawings, like reference numerals designate corresponding parts.
The word "exemplary" or "illustrative" as used herein means serving as an example, instance, or illustration. Any embodiment described herein as "exemplary" or "illustrative" is not necessarily to be construed as preferred or advantageous over other embodiments. All of the embodiments described below are exemplary embodiments provided to enable persons skilled in the art to make and use the examples of the disclosure and are not intended to limit the scope of the disclosure, which is defined by the claims. In other instances, well-known features and methods are described in detail so as not to obscure the invention. For purposes of the description herein, the terms "upper," "lower," "left," "right," "front," "rear," "vertical," "horizontal," and derivatives thereof shall relate to the invention as oriented in fig. 1. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise.
Referring to fig. 1 to fig. 3, in the embodiment of the present invention, the method mainly aims at intelligently avoiding dangerous targets and outputting recommended heading in open or narrow water areas of a commercial ship. And acquiring surrounding environment information through the AIS, the radar equipment and the electronic chart data. Environmental information includes, but is not limited to, dynamic vessels, static obstacles, and isobars, among other objects that may cause the vessel to be placed in a hazardous location. The suggested course comprehensively considers the core terms of the international maritime collision avoidance rule, the ship motion characteristics and the conventional steering habits of the crew, and displays the environment information and the prediction result in real time so as to assist the intelligent decision of ship navigation.
When the waypoint (the target point) is right ahead, the ship only receives the acting force towards the target point at the moment, and the ship advances towards the target point; when the target point is right behind the ship, the ship is subjected to a force in a direction opposite to the speed, and the ship deflects to the right by a maximum deflection angle (the maximum deflection angle takes the rotation experiment of the ship into consideration, and specific parameters refer to the property of the ship, such as the bow rotation speed of 30 degrees per minute); if the target point is not available and no dangerous target exists, no course is suggested.
Two obstacles in the avoidance environment are respectively a dynamic obstacle and a static obstacle, the dynamic obstacle refers to other ship information in AIS data, and the static obstacle refers to lighthouse, isobath, shoreline and other data in chart data. For radar data, it is treated as a dynamic obstacle (only radar history data recorded by a real ship is taken as an experiment at present). In the process of keeping the ship heading and speed, if the ship enters the influence range of the dynamic barrier, the ship is subjected to the acting force of the ship on the ship; if the detection lines with certain lengths on both sides of the advancing direction can detect the static barrier, the danger degree on the left side and the danger degree on the right side are calculated, and the side with low danger degree is selected to turn. When a dynamic obstacle and a static obstacle are encountered simultaneously, the dynamic obstacle is usually avoided after the static obstacle is avoided preferentially.
In the navigation practice, concepts such as DCPA (shortest meeting distance) and TCPA (shortest meeting time), CC collision danger detection standard (whether a ship has an avoidance requirement or not, namely whether the ship is a dangerous ship or not) and CD collision danger detection distance (the range of identification is used for judgment only when the ship enters the range), and the like are used. DCPA: the minimum passing distance (the shortest distance from the center of the ship to the relative motion course line of the target ship) TCPA when two ships meet: the time for the two ships to reach the shortest meeting distance.
The emergency degree of the ship avoidance is judged through the DCPA and the TCPA, and whether the target ship is dangerous or not can be determined. Therefore, there are three avoidance states, namely no collision avoidance danger, dangerous and a negotiation avoidance stage, dangerous and an emergency avoidance state. No risk phase (no avoidance required): 1. out of detection range; 2. within detection range but not satisfying conditions constituting a hazard; and a negotiation avoidance stage: two ships can mutually see (generally considered to be within 6 NM), and the DCPA and the TCPA can meet the threshold value, and then the two ships are considered as a negotiation avoidance stage; an emergency avoidance stage: corresponding to the urgent situation of the formation in the ship avoidance rule; what is the collision risk detection range (distance constituting the collision risk): when the two ships approach, the two ships approach 4-6NM when the mastlights of other ships can be seen or the visibility is poor. In summary, in the embodiment of the present invention, the detection range is set to be 6-7 NM.
During the negotiation avoidance stage, the rules require that the ships with the traffic avoidance obligation should preferentially avoid to the right side. No matter what kind of situation leads to the situation of dodging to get into urgent dodging state, this ship should adopt the safe scheme of dodging fast as far as possible this moment, use priority to dodge as the target this moment, no longer restrict the boats and ships and go to the right.
The ship and the target ship data come from the simulators of the ship and other ships, the meeting situation of the ship and other ships can be updated and simulated in real time, meanwhile, target obstacles (lighthouses, accident points, isobars, shorelines and the like) in a certain range around the coordinate in the electronic chart can be read after the longitude and latitude of the ship are simulated, and whether danger exists and whether the avoidance needs exist or not can be intelligently judged.
In the embodiment of the invention, the steering angle suggestion in the future 5-15 minutes is calculated, and the motion trail is calculated by combining the information of the speed and the course of the vehicle. The algorithm is started every minute, and the tangential direction of the predicted motion trajectory is taken as the predicted course direction. When the suggested course is smaller than the maximum steering angle, adopting the suggested course; when the recommended course is greater than the maximum steering angle, the recommended course is determined as the maximum steering angle of the ship (the maximum steering angle is determined by the spin-up experiment of the ship).
The repulsive force is divided into three directions (the direction of the connecting line between the ship and other ships, the direction of the normal vector of the connecting line between the ship and her ships, and the direction of the connecting line between the ship and a target point), wherein the component force in the direction of the normal vector of the connecting line between the ship and other ships determines the left-going or right-going of the ship. When the emergency avoidance stage is in an emergency avoidance state (emergency situation), the calculated repulsion force is adopted; when in the negotiation avoidance phase, the steering angle is always positioned at the right side of COG (course to ground) by changing the sign of the normal vector component of the ship. In the actual navigation, when the navigation is in an emergency avoidance stage, the emergency situation should be safely relieved as soon as possible by adopting a possible mode, and the navigation can be carried out left-hand and right-hand; and when the ship is in the negotiation avoidance stage, the right-going is prioritized according to the international ship avoidance rule.
When a static obstacle exists on the right front side of the ship, but the ship is not influenced by the obstacle temporarily: if the coming ship in front forms a meeting situation, the ship in the negotiation avoidance stage has a suggested course towards the right, but the right-going suggestion may put the ship in a dangerous situation. If left or straight travel is recommended (abnormal behavior), international avoidance rules may be violated and cause the ship to be placed in an unfavorable situation. For this special case, no proposed course will be output, only proposals to negotiate with other vessels are given.
In the embodiment of the invention, the gravitational potential field Uatt(p, v) is defined as the distance between my ship and the target, i.e., the relative position ρ (p)os，pg) And target relative speed p (v) to my shipos，vg) Function of (c):
wherein epsilonpAnd εvRespectively, a proportional weight coefficient for position and velocity, whose magnitude determines the weight of the gravitational field of velocity and the gravitational field of position in the gravitational field, whenpWhen 0, the gravitational potential field function can be simplified to a conventional gravitational potential field function. p is a radical ofosAnd pgThe positions of the vessel and the target, v, respectivelyosAnd vgRespectively the speed of my ship and the target.
Corresponding gravitational force Fatt(p, v) functional expression:
the method specifically comprises the following steps:
Fatt(p，v)＝Fattp(p)+Fattv(v)＝εpρ(pos，pg)nog+εvρ(vos，vg)nvog；
wherein, Fattp(p) is the gravitational component with respect to relative position, Fattv(v) Is the gravitational component on relative velocity, p (p)os，pg) The relative position of my vessel and target, ρ (v)os，vg) Relative speed of my vessel and target, nogAnd nvogIs a unit vector.
The expression of repulsive potential field is:
wherein eta isdAnd ηsThe repulsive force potential field direct proportionality coefficient of the dynamic other ship and the static barrier at long distance (in the negotiation collision avoidance area), and etaeIs the direct proportionality coefficient of repulsive force potential field of any barrier at short distance (in emergency collision avoidance area)，RtsIs the expansion radius of other ship, thetamThe maximum relative position line included angle theta is the relative position line p of the ship and other shipsotWith line v of relative velocityoiThe included angle therebetween. Relative velocity votAnd vtoThe sizes are consistent, d is the distance between the ship and other ships (obstacles), dmFor the radius of the ship's territory, i.e. the safety distance, p, defined between my ship and other shipsoRadius of influence of repulsive potential field of other vessel or obstacle, dgIs the distance between my ship and the target.
Corresponding repulsive force Frep(p, v) functional expression:
where p and v represent gradients with respect to position and velocity, respectively;
the method specifically comprises the following steps:
because a plurality of obstacles and (or) other ships exist, the repulsion force borne by the ship is the sum of the repulsion force of each obstacle and (or) other ship to the ship:
wherein the content of the first and second substances,
is the repulsion force generated by the s-th other ship or obstacle, and n is the number of encountered obstacles and/or other ships.
Based on the above calculations regarding attractive and repulsive forces, the total virtual force experienced by i's ship can be expressed as:
Ftotal＝Fatt+Frep
the ship takes collision avoidance action under the action of the resultant force and moves towards the target direction. Even if the target is near his ship or an obstacle, i's ship can reach the target.
In the embodiment of the invention, the potential field construction of the static obstacle can be divided into the potential field construction of a point-shaped obstacle, a linear obstacle and a planar obstacle.
The point-like obstacle repulsive force field can be expressed as:
wherein, betaiIs a positive proportionality coefficient, fpoint(pi) Is about betaiIs the decreasing function of. Beta is aiThe larger the obstacle potential field, the steeper the influence range.
If there are multiple point-like obstacles within the environment, then its total potential field can be expressed as:
the repulsive potential field of a line-shaped obstacle can be expressed as:
the potential field function of a plurality of straight lines can be expressed as:
wherein the content of the first and second substances,
is the equation for the jth line.
The repulsive potential field of a planar obstacle can be expressed as:
the first embodiment is as follows: the AIS data ship negotiates avoidance situations:
when the relative speed direction line of the ship and other ships passes through the safe distance radius circle of the ship, and the distance between the other ships of the ship is larger than the safe distance radius and smaller than the CD (collision danger detection distance), a negotiation avoidance situation is formed. The ship is subjected to acting force from the waypoint and acting force from the target ship, and the resultant force direction of the acting forces is the suggested motion direction comprehensively considering the influence of the target point and the barrier. When the ship is avoided in the negotiation avoiding stage, the right side avoiding is selected as a general method, and then two conditions exist: when the suggested moving direction is positioned at the right side of the heading of the ship, the suggested moving direction is the final suggested heading; when the suggested motion direction is positioned at the left side of the heading of the ship, an additional force in the horizontal direction of the heading of the ship is applied to the ship at the moment, the resultant force borne by the ship is forced to the right, and the new suggested motion direction is the final suggested heading.
Example two: AIS data ship avoidance emergency phase
When the distance between the ship and other ships is smaller than the safe distance radius of the ship, and the actual DCPA and TCPA of the ship are both within the set thresholds of the DCPA and TCPA for emergency avoidance, an emergency avoidance situation is formed. The ship receives acting force from a navigation point and acting force of an obstacle, and the resultant force direction of the acting forces is the suggested motion direction. Referring to the marine ship avoidance rule, if the emergency avoidance state does not limit the avoidance direction any more, the suggested moving direction is the suggested course.
Example three: radar data ship avoidance
The historical data of the radar recorded by the real ship is used as a test, the historical data can simulate a plurality of target ships to exist around the ship as obstacles, and the radar data multi-ship avoidance function is simulated. The invention can acquire the information of the navigation speed, the direction, the distance and the like of the targets. When the radar target is avoided, multiple targets are usually avoided, and different acting forces are applied to the ship according to meeting time, meeting distance, urgency degree and the like of the target ship and the ship. At the same time, the vessel is still subjected to tractive forces from waypoints (taking into account the target point factors while avoiding dangerous obstacles). When a temporary non-dangerous barrier is encountered, the ship cannot take an avoidance behavior; when a plurality of dangerous dynamic obstacles exist, the ship comprehensively considers the acting force, finally obtains the recommended course according to the avoidance emergency degree, and realizes the avoidance function of the multi-target ship.
Example four: electronic chart data avoidance
The lighthouse, the isobath and the coastline in the electronic chart are all static targets. Taking the isobath data as an example, the electronic chart data avoidance is demonstrated. The isobath data is a series of longitude and latitude coordinate points with sequence, and the isobath is similar to the reading mode of the coastline data, but the density of the data points is different. The deep linear density is extremely large in a narrow water area in the offshore area, for example, around a chongming island in shanghai in china. The processing speed of the static obstacle is affected, and the deep line points need to be sparsely processed in consideration of real-time factors. Potential field models of a point-shaped static barrier, a linear static barrier and a planar static barrier are respectively established according to the types of the barriers, and the danger degree of the field is simulated by the potential magnitude. The detection range is set in the advancing direction of the ship, when danger exists, the ship can select a low-risk sea area direction as a suggested direction, and the steering size depends on the maximum steering angle of the ship in unit time until the ship is out of danger of a static obstacle.
Example five: comprehensive avoidance of multiple data sources
The target of the AIS data source is usually a dynamic target ship, the dangerous target detected by radar data is generally regarded as a dynamic target, and a lighthouse from a vector electronic chart, an isobath, a coastline and the like are taken as static obstacles. The invention can comprehensively avoid dangerous targets with multiple data sources. If no dangerous target exists, the ship moves to the waypoint. When only the dynamic target exists, performing multi-ship avoidance according to the emergency degree of the dangerous target, and referring to the first, the second and the third embodiment cases; when only the static barrier exists, carrying out avoidance behavior according to the fourth implementation case; when the static obstacle and the dynamic obstacle coexist, the course is recommended to preferentially avoid the static obstacle (the dynamic ship has the possibility of coordination, and the static obstacle should be avoided firstly so as to ensure that the static obstacle is not in a dangerous situation).
Improvements to commercial ships:
1) the merchant ship does not frequently adopt small-angle rudder orders in the navigation process, so the ship motion track under the condition of adopting the suggested course is displayed in the interface, the ROT (yaw rate) is combined with the suggested course in the next one-minute period, and the stable suggested course is updated every minute.
2) The avoidance system should only avoid dangerous targets and should not avoid too early or too late. When a shoreline exists at the front right of the ship, the ship advances parallel to the shoreline (when the shoreline is not determined as a dangerous target). If the AIS ship in the front has an avoidance requirement, the ship should recommend to go to the right according to the rule. However, the right side has a shoreline, and if the vehicle is moved to the right, the vehicle may be put in a dangerous place. In the negotiation avoidance stage, if a straight-going strategy or a left-going strategy is adopted, the rules are obviously contradictory. Taken together, the negotiation state the method will output: and suggesting negotiation avoidance, and giving no suggested course. And if the vehicle is in an emergency avoidance state, outputting the suggested course.
In some possible embodiments, the aspects of the invention may also be implemented as a computer-readable medium, on which a computer program is stored, which, when being executed by a processor of an electronic device, is adapted to carry out the steps of the method according to various embodiments of the invention described in the above-mentioned solutions of the present description.
In some other embodiments of the present invention, the electronic device includes a memory storing one or more programs, and one or more processors, which when executing the one or more programs, are also configured to perform the above-described method steps.
It should be noted that: the above-mentioned medium may be a readable signal medium or a readable storage medium. The readable storage medium may be, for example but not limited to: an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of the readable storage medium include: an electrical connection having one or more wires, a portable disk, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
A readable signal medium may include a propagated data signal with readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take a variety of forms, including, but not limited to: an electromagnetic signal, an optical signal, or any suitable combination of the foregoing. A readable signal medium may also be any readable medium that is not a readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.
Program code embodied on a readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, fiber optic cable, RF, etc., or any suitable combination of the foregoing.
Program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the consumer electronic device, partly on a remote electronic device, or entirely on the remote electronic device or server. In the case of remote electronic devices, the remote electronic devices may be connected to the consumer electronic device through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external electronic device (e.g., through the internet using an internet service provider).
As will be appreciated by one skilled in the art, aspects of the present invention may be embodied as a system, method or program product. Thus, various aspects of the invention may be embodied in the form of: an entirely hardware embodiment, an entirely software embodiment (including firmware, microcode, etc.) or an embodiment combining hardware and software aspects that may all generally be referred to herein as a "circuit," module "or" system.
The foregoing is a more detailed description of the present invention that is presented in conjunction with specific embodiments, and the practice of the invention is not to be considered limited to those descriptions. For those skilled in the art to which the invention pertains, several simple deductions or substitutions can be made without departing from the spirit of the invention, and all shall be considered as belonging to the protection scope of the invention.
Claims (10)
1. An intelligent collision prevention method for the navigation of a commercial ship is characterized by comprising the following steps:
step 1: acquiring radar, AIS and electronic chart data;
step 2: initializing parameters and judging whether the target enters a detection range;
and step 3: judging whether the target is a dynamic barrier, a static barrier or a target point;
and 4, step 4: selecting a steering angle;
and 5: and entering a new iteration after a certain time interval, and repeating the steps.
2. The intelligent collision avoidance method for the navigation of the commercial ships according to claim 1, characterized in that: in the step 3, if the target is a dynamic barrier, parameter calculation is performed on the dynamic barrier, and the current situation is judged to be a no-danger stage, a negotiation avoidance stage or an emergency avoidance stage.
3. The intelligent collision avoidance method for the navigation of the commercial ships according to claim 2, characterized in that: in the step 3, if the target is a static obstacle, parameter calculation is performed on the static obstacle to obtain a potential field value in front of the ship, and a related potential value is obtained.
4. The intelligent collision avoidance method for the navigation of the commercial ships according to claim 3, characterized in that: in the step 3, if the target is the target point, parameter calculation is performed on the target point to obtain the gravity value of the target point.
5. The intelligent collision avoidance method for the navigation of the commercial ships according to claim 4, characterized in that: in the step 4, if only a dynamic obstacle exists and the current situation is a negotiation avoidance stage or an emergency avoidance stage, according to a right-going repulsion force received in the negotiation avoidance stage or a left-going repulsion force and a right-going repulsion force received in the emergency avoidance stage, the attractive force of a target point is combined to obtain a resultant force, and the direction of the resultant force is the selected steering angle direction.
6. The intelligent collision avoidance method for the navigation of the commercial ships according to claim 5, characterized in that: in the step 4, if only static obstacles exist, whether the potential field value in front of the ship is greater than a set threshold value is judged, if so, the ship is steered towards the low potential energy direction by a maximum steering angle, and the maximum steering angle is 30-35 degrees.
7. The intelligent collision avoidance method for the navigation of the commercial ships according to claim 6, characterized in that: in the step 4, if the dynamic barrier and the static barrier exist at the same time, whether the dynamic barrier and the static barrier are positioned at the same side is judged, and if the dynamic barrier and the static barrier are positioned at the same side, the steering angle is selected to be the maximum steering angle for avoiding; if the robot is positioned on the non-same side, the robot preferentially avoids the static barrier and then avoids the dynamic barrier.
8. The intelligent collision avoidance method for the navigation of the commercial ships according to claim 2, characterized in that: the detection range is 6-7 nautical miles, the range of the negotiation avoidance stage is 3-6 nautical miles, and the range of the emergency avoidance stage is within 3 nautical miles.
9. A computer-readable medium, on which a computer program is stored which, when being executed by a processor, is adapted to carry out the method of any one of the preceding claims 1 to 8.
10. An electronic device, comprising:
one or more processors;
memory having one or more programs stored thereon which, when executed by the one or more processors, perform the method of any of claims 1-8 above.
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