CN116645836A - Automatic collision prevention method for multiple dynamic and static objects - Google Patents
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Abstract
The application provides an automatic collision prevention method for multiple dynamic and static objects, which relates to the technical field of ship collision prevention and comprises the following steps: acquiring all possible collision avoidance measures; performing hierarchical classification and assignment on all possible collision avoidance measures according to the priority level conforming to the offshore navigation rule; judging meeting situations of the ship and surrounding objects, selecting several types of collision avoidance measures conforming to the offshore navigation rules according to the meeting situations by using a matrix method, and sequencing according to priority; inputting navigation information of the ship to a collision avoidance decision system, and sequentially searching from the highest-priority measure by the collision avoidance decision system until collision avoidance measures meeting the requirements are searched; the ship executes collision avoidance measures meeting requirements, and sails or takes re-sailing actions according to a planned route when the decision-making system detects that the ship has no collision danger with surrounding ships and obstacles. The application can cope with and solve almost all meeting situations in the navigation process of the ship in the open water area.
Description
Technical Field
The application relates to the technical field of ship collision avoidance, in particular to an automatic collision avoidance method for multiple dynamic and static objects.
Background
The automatic collision prevention technology is used for realizing the functions which the autonomous ship and the unmanned ship must have. All the vessels which acquire the autonomous navigation mark are definitely specified in the intelligent vessel norms and the autonomous cargo transportation vessel norms issued by China class society and have the capability of realizing automatic collision prevention by means of scene perception information.
Many algorithms for automatic collision avoidance decision and path planning of ships have been proposed by scholars at home and abroad, mainly including geometric analysis methods, fuzzy logic algorithms, speed obstacle methods, multi-agent collaboration, expert systems based on knowledge, artificial potential field methods, heuristic methods based on genetic, ant colony, particle swarm algorithms and the like.
The algorithm exploits and enriches the solving method and thought of the ship collision avoidance decision model, but a plurality of problems still exist to be solved. The traditional control algorithm does not fully consider the surrounding environment factors, the rules or the rules, especially the situation of deviating from the rules; the traditional control algorithm is mostly based on the fact that the target ship takes action according to the collision prevention rule, and in actual sailing, the target ship possibly needs to deviate from the rule due to the requirement of actual conditions; even some target vessels take action against the rules; the above situation can cause the control algorithm to be disturbed in the calculation process, and the controller cannot take good collision avoidance action. The traditional control algorithm does not consider the problem of ship operability; most of the existing control algorithms only consider steering engine characteristics of the ship, but do not consider ship characteristics such as ship rotation characteristics, course stability and maintainability; the problem of automatic collision prevention of ships cannot be considered globally, and further improvement and perfection are needed. The existing control algorithm can not handle the situation of multiple ships meeting; the existing control algorithm can only deal with the problem of collision prevention between two ships, but the situation of meeting a plurality of ships in actual sailing is happened, and the design of the control algorithm is more demanding on how to deal with the situation. The existing control algorithm can not process dynamic and static obstacles at the same time; the existing control algorithm has single collision prevention measures, and is mostly only turned and not organically combined with the planned route; the existing control algorithm has the problem that the algorithm operation speed is difficult to meet the real-time requirement; the controller designed according to the algorithm needs to perform a large amount of data acquisition work, and a computer needs a certain calculation time when running a control program, so that a certain delay is generated; the newly designed control algorithm is simpler, has higher running speed and meets the requirement of real-time performance as much as possible; the existing control algorithm has no uniqueness and certainty in algorithm resolving results; the existing control algorithm cannot avoid collision between collision ships for sudden uncoordinated behaviors of other ships under critical conditions, and the most basic requirement is that collision avoidance rules are observed between ships with collision risks until the ships finally drive to clear; if a ship suddenly takes uncoordinated collision avoidance actions when going in a distance, an automatic collision avoidance algorithm and a controller can not quickly give a collision avoidance decision to cause collision.
Disclosure of Invention
In view of the above, the application aims to provide an automatic collision prevention method for multiple dynamic and static objects, which solves the technical problems that the existing algorithm does not consider the situation of deviating from the rule, the situation of meeting multiple ships, collision prevention actions of incapacity of transmitting collision prevention information in real time and uncoordinated entering distance, and the like.
The application adopts the following technical means:
an automatic collision prevention method for multiple dynamic and static objects comprises the following steps:
acquiring all possible collision avoidance measures; acquiring navigation information of the ship; performing hierarchical classification and assignment on all possible collision avoidance measures according to the priority level conforming to the offshore navigation rule;
judging meeting situations of the ship and surrounding objects, selecting several types of collision avoidance measures conforming to the offshore navigation rules according to the meeting situations by using a matrix method, and sequencing according to priority;
inputting navigation information of the ship to a collision avoidance decision system, and sequentially searching from the highest-priority measure by the collision avoidance decision system until collision avoidance measures meeting the requirements are searched;
the ship executes collision avoidance measures meeting requirements, and sails or takes re-sailing actions according to a planned route when the decision-making system detects that the ship has no collision danger with surrounding ships and obstacles.
Further, the collision avoidance measure scheme comprises right steering, left steering, deceleration, acceleration, right steering simultaneous deceleration, left steering simultaneous deceleration, right steering simultaneous acceleration, left steering simultaneous acceleration, ship stopping and planning of the planned route again.
Further, the judging of the meeting situation of the ship and surrounding objects comprises the following steps:
judging meeting situations between two or more vessels according to the heading of the other vessel and the own vessel;
judging whether collision danger exists between the ship and other ships or not by calculating the nearest meeting distance and the time for reaching the nearest meeting distance;
if the collision risk is avoided, no collision avoidance action is needed, and the vehicle sails according to a planned route; if collision danger exists, collision avoidance actions are adopted.
Further, the collision avoidance rule includes:
when the meeting situation is a pursuit situation: when judging that the ship overtakes or is suspected to overtake other ship situations according to rules, the ship should give way to the overtaken ship;
when the meeting situation is a meeting situation: when judging that the ship and other ship are in a meeting or suspected meeting situation according to rules, the ship and other ship should respectively turn right so as to drive through from the port of the other ship;
when meeting situation is a cross situation: when judging that the ship and other ships are in a cross meeting situation according to rules, if the other ships are on the starboard side of the ship, the ship should give way to the other ships; if the other ship is on the port side of the ship, the ship can independently take the operation action to avoid collision when the other ship does not take measures to form an urgent situation according to rules.
Further, when the meeting situation is a pursuit situation: when the ship overtakes or is suspected to overtake other ship situations according to the rules, the ship should give way to the overtaken ship, and the adopted collision avoidance measures comprise rightward steering, leftward steering, rightward steering simultaneous acceleration and leftward steering simultaneous acceleration;
when the meeting situation is a meeting situation, judging that the ship and other ship are in a meeting or suspected meeting situation according to rules, and turning the ship and other ship to the right respectively, so that the ship passes through the port of the other ship, and taking a collision prevention measure to turn to the right;
when the meeting situation is a crossing situation, judging that the ship and the other ship are in a crossing meeting situation according to rules, and if the other ship is on the starboard of the ship, giving way to the ship; if the other ship is on the port side of the ship, and the other ship does not take measures according to rules to form an urgent situation, the ship can independently take operation actions to avoid collision, and the taken collision prevention measures are steering to the right.
Further, the ship navigation information includes: the planned course of the ship, the planned navigational speed of the ship, the navigational speeds of the ship and other surrounding ships, the positional information of the surrounding static object, the nearest meeting distance of other surrounding ships, the nearest meeting time of other surrounding ships, the relative azimuth of other surrounding ships, the distance of other surrounding ships and the relative course angle of other surrounding ships.
Compared with the prior art, the application has the following advantages:
1. the application provides a multi-dynamic and static object automatic collision avoidance method, which designs an automatic collision avoidance decision system of a ship by selecting a plurality of collision avoidance measures conforming to the offshore navigation rule and sequencing according to priority by utilizing a matrix method for meeting situations of the ship.
2. According to the application, all possible collision avoidance measures are classified and assigned in layers according to the priority level conforming to the offshore navigation rule, and the collision avoidance decision system is utilized to search from the measure with the highest priority level in sequence until the collision avoidance measures meeting the requirements are searched.
3. The application requires the ship to execute collision avoidance measures meeting the requirements, and when the decision-making system detects that the ship has no collision danger with surrounding ships and obstacles, the ship can navigate according to a planned route or take re-navigation actions, so that almost all collision avoidance actions meeting situations in the navigation process of the ship in the open water area can be realized.
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In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to the drawings without inventive effort to a person skilled in the art.
FIG. 1 is a schematic diagram of a test platform model according to the present application.
FIG. 2 is a graph of the azimuthal relationship of three meeting situations of the present application.
FIG. 3 is a flowchart showing an algorithm of the present application.
Fig. 4 is a diagram of experimental results of the present application with a situation of meeting being a situation of meeting.
Fig. 5 is a diagram of experimental results of the present application when meeting situations are cross situations.
Fig. 6 is a diagram of experimental results of the situation of the present application in which the meeting situation is left-hand cross-meeting.
Fig. 7 is a diagram of experimental results of the present application in a situation of crossing.
Fig. 8 is a diagram of experimental results of the present application meeting a situation of multiple objects.
Detailed Description
In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the application described herein may be implemented in sequences other than those illustrated or otherwise 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.
The application provides an automatic collision prevention method for multiple dynamic and static objects, which comprises the following steps:
performing hierarchical classification and assignment on all possible collision avoidance measures according to the priority level conforming to the offshore navigation rule; for example, the method can be divided into right steering, left steering, deceleration, acceleration, right steering simultaneous deceleration, left steering simultaneous deceleration, right steering simultaneous acceleration, left steering simultaneous acceleration, ship stopping, planning of a planned route again and the like; the offshore navigation rules may be existing rules or manually entered rules.
Judging meeting situations between two or more vessels by the heading of the incoming vessel and the own vessel, as shown in figure 2;
judging whether collision danger exists between the ship and the target ship or not by calculating the nearest meeting Distance (DCPA) and the time to reach the nearest meeting distance (TCPA);
if the collision risk is avoided, no collision avoidance action is needed, and the vehicle sails according to a planned route; if there is a collision risk, collision avoidance actions need to be taken. The four phases of the collision avoidance are shown in table 1:
TABLE 1 four phases of anti-Collision action
If the situation is a pursuit situation: when the ship overtakes or is suspected to overtake other ship situations according to the rules, the ship should give way to the overtaken ship. The collision prevention measures which can be adopted are rightward steering, leftward steering, rightward steering and simultaneous acceleration, leftward steering and simultaneous acceleration, and the like. Decision row vector: [10.900000.40.30.20].
If the meeting situation is a meeting situation: when judging that the ship and other ship are in a situation of being in or suspected of being in a situation of being in contact according to rules, the ship and other ship should respectively turn right, so that the ship and other ship travel through the port of the other ship. The collision prevention measures which can be taken are rightward steering and the like. Decision row vector: [10000.600.400.20].
If the meeting situation is a cross situation: when judging that the ship and other ships are in a cross meeting situation according to rules, if the other ships are on the starboard side of the ship, the ship should give way to the other ships; if the other ship is on the port side of the ship, the ship can independently take the operation action to avoid collision when the other ship does not take measures to form an urgent situation according to rules. The collision prevention measures which can be taken are rightward steering and the like. Decision row vector: [100.80.70.600.400.20].
Multiple boats meet situation: the ship and several ships have collision danger at the same time, and if three ships respectively form a cross situation, a opposite situation and a cross meeting situation with the ship, a decision matrix can be formed
[1.00.90.00.00.00.00.40.30.20.0；
1.00.00.00.00.60.00.40.00.20.0；
1.00.00.80.70.60.00.40.00.20.0]。
By taking the small value operation, the decision row vector can be obtained: the 1.00.00.00.00.00.00.40.00.20.0 collision prevention measures can be rightward steering, rightward steering and simultaneous acceleration, ship stopping and planning of the planned route again, etc.
The decision search is carried out through calculation of an algorithm, and the system outputs collision avoidance measures;
the system decision system is designed as follows:
the collision avoidance decision hierarchical search algorithm firstly carries out hierarchical classification and assignment on all possible collision avoidance measures according to the priority levels in the collision avoidance rules, for example, the method can be divided into right steering, left steering, deceleration, acceleration, right steering simultaneous deceleration, left steering simultaneous deceleration, right steering simultaneous acceleration, left steering simultaneous acceleration, ship stopping, planning of a route and the like, and can be sequentially assigned into 1, 0.9, 0.8, 0.7, 0.6, 0.5, 0.4, …,0 and the like. And secondly, judging meeting situations of the ship and surrounding objects, and selecting several types of collision avoidance measures conforming to rules according to the meeting situations by using a matrix method. And finally, sequentially searching from the measure with the highest priority level until the collision prevention measure meeting the requirement is searched.
The collision prevention measures are not limited to the above listed items, and can be more accurately classified according to conditions. The application temporarily classifies the collision avoidance measures into the listed categories, and the collision avoidance measure assignment table is shown in table 2.
Table 2 Table for assigning values to anti-collision measures
After the ship takes collision avoidance action, when the decision system detects that the ship has no collision danger with surrounding ships and obstacles, the ship sails according to a planned route or takes re-sailing action.
Example 1
Integral framework of algorithm design:
and (3) constructing a test platform by using a C++ programming language, adding a controller into the test platform and simultaneously constructing a relatively accurate ship motion mathematical model in consideration of the influence of ship operability on collision avoidance decisions. A schematic diagram of the test platform model is shown in fig. 1. The specific flow of the algorithm is shown in fig. 3. For the sake of simple experiment, only 0 number ship adds automatic collision preventing program, and the safety distance is set to 1000 meters, and the ship field is round with center of circle and safety distance as radius. When there is a risk of collision, the conditions for triggering the collision avoidance action are set to a distance of less than 2000 meters or a TCPA of less than 6 minutes.
Algorithm specific flow
(1) The method comprises the steps of acquiring the planned heading (Course ofAdvanced) and planned speed (speed) of the ship from radar, an electronic chart information system and other equipment in real time, and acquiring the heading (COG), speed (speed) and position information of the ship and other surrounding ships, the position information of surrounding static objects, DCPA (nearest meeting distance), TCPA (nearest meeting time), RB (relative azimuth), DT (distance), RC (relative heading angle) and other information of the surrounding ships.
(2) And inputting the acquired information into a collision avoidance decision system.
(3) And the decision system performs collision avoidance decision search according to the preset priority. Judging the situation, and sailing according to a planned route if collision risk is avoided and the absolute CA-COG is smaller than a set value; if no collision risk exists and |CA-COG| > is set, a re-navigation action is adopted; if collision risk exists, if only one ship has collision risk, starting collision avoidance decision search, and searching for collision avoidance actions to be adopted.
(4) And outputting collision prevention measures by the system.
(5) And (3) re-voyage action, wherein when the decision-making system detects that the ship has no collision danger with surrounding ships and obstacles, the ship voyages according to a planned route or takes the re-voyage action. When the TCPA is large enough, the collision risk can be considered to be absent; in addition, when TCPA is negative and DT (distance) is greater than the safe distance, it is also considered that there is no risk of collision. The re-navigation action can be regarded as the reverse motion of the anti-collision action, so a hierarchical search method is adopted, and the method is different from the anti-collision action in that the re-navigation action is reverse search, and the anti-collision action is detected at the same time of search.
Example 2
As shown in fig. 4, embodiment 2 is a case when the meeting situation is a hedonic situation. Setting the meeting situations under three different speeds, namely, the heading 045 degrees of the No. 0 ship, the heading 14.9m/s and the heading 225 degrees of the No. 1 ship, wherein the speeds are respectively 10m/s, 15m/s and 25m/s. The experimental results are shown in fig. 4, panel a: only the ship No. 0 takes rightward steering action, the ship No. 1 takes no action, the ship No. 0 takes rightward steering action independently according to rules, and the ship No. 1 takes sailing back action after going clear; b and C: the ship No. 0 and the ship No. 1 are both steered rightwards according to rules and pass through the port of the other ship; d, drawing: the two ships also take right steering measures according to rules, but the No. 1 ship takes back navigation measures before going clear, and the sailing is too early, so that the No. 0 ship has to steer right again to increase the distance between the two ships so as to avoid collision danger. The algorithm can make corresponding decisions according to the current situation in real time, and has the characteristic of instantaneity. Comprehensive experiment on three different navigational speeds shows that the algorithm can meet the real-time collision avoidance decision requirement under the condition of different navigational speeds.
Example 3
As shown in fig. 5, embodiment 3 is a case where the meeting situation is a cross situation. Two experiments were designed for the cross-meeting situation: right and left crossover scenarios.
Right-hand cross-meeting situation: setting the initial state of the ship (No. 0 ship): heading 045 °, speed 14.9m/s, position (-5000 ); initial state of ship No. 1: heading 270 °, speed 15m/s, position (8000,0). As shown in fig. 5, when two vessels travel from the initial position to the position a along the planned route, the position 0 detects that the two vessels cross and meet the position 1, a collision prevention measure for steering right is adopted, the heading is turned to 062 degrees and kept until the position b passes over the clear, the position 0 begins to fly back from 062 degrees to 035 degrees until the vessels travel back to the planned route, when the vessels approach the planned route, the heading slowly returns to the planned heading 045 degrees from 035 degrees, and then the vessels keep the planned heading until collision danger exists. The whole avoidance process completely meets the requirement of collision avoidance rules on actions taken by the road giving ship in the cross meeting situation.
Example 4
As shown in fig. 6, embodiment 4 is a case when the meeting situation is a left-hand cross-meeting situation. Setting the initial state of the ship: heading 045 °, speed 14.9m/s, position (-5000 ); initial state of ship No. 2: heading 180 °, speed 15m/s, position (7000,0). The left-hand cross-over situation is defined from the perspective of the straight-forward vessel relative to the cross-over situation, and the aim of the experiment is primarily to observe how the straight-forward vessel takes manoeuvres when the yielding vessel does not take collision avoidance measures on a regular basis. Therefore, the condition that the straight-going ship triggers the collision avoidance action is set to be that the distance is less than 1800 meters or the TCPA is less than 5 minutes, and the moment for the road ship to take the collision avoidance action is later than the moment for the road ship to take the collision avoidance action. As shown in fig. 6, at time a, the No. 2 ship fails to fulfill the responsibility of the yielding ship, and the No. 0 ship, which is a straight ship, starts taking maneuvering action and starts turning right; at the moment B, the No. 2 ship fulfills the responsibility of the yielding ship, starts to turn right, and the No. 0 ship detects the information and starts the sailing back action; at time C, ship number 0 is about to return to the planned route, and ship number 2 takes a re-voyage action.
Example 5
As shown in fig. 7, embodiment 5 is a case where the meeting situation is a chase situation. Setting the initial heading 045 degrees of the No. 0 ship, the navigational speed 14.9m/s and the position (-5000 ); the initial heading 045 degree, the navigational speed 5m/s and the position (-3000 ) of the ship 1. The experimental result is shown in fig. 7, and at the time A, the ship number 0 starts to chase and turn right; the BC section is a parallel overtaking stage, the time C is the time, the ship number 0 can take a sailing measure at the moment through accounting, and the ship starts to turn left and sails back; and at the moment D, the No. 0 ship sails back, and the pursuit is finished.
Example 6
As shown in fig. 8, embodiment 6 is a case when the meeting situation is a multi-object meeting. Setting an initial state of a target: 0 ship heading 045 degrees, speed 14.9m/s, position (-5000 ); the heading of the No. 1 ship is 180 degrees, the navigational speed is 10m/s, and the position (0, 7000) is provided; the heading of the No. 2 ship is 270 degrees, the navigational speed is 10m/s, and the position (8000,0) is provided; the heading of the No. 3 ship is 225 degrees, the navigational speed is 10m/s, and the position (3500 ); heading 045 degrees of ship number 4, speed 15m/s, position (-6500 ); number 5 target position (-3000, -3200); number 6 target position (3500, 9000). As shown in fig. 8, the experimental results show that a, b, c, d, e, f is sequentially used for marking the positions of the vessels at different moments on the track of each vessel, a is the initial position of the target, and when a is positioned, the No. 4 vessel overtakes the No. 0 vessel, the heading of the No. 4 vessel is changed into 000 degrees, the No. 5 target is a static target and is positioned right in front of the No. 0 vessel, the collision risk is caused with the No. 0 vessel, and the No. 0 vessel is turned right to avoid the No. 5 target; when the ship is at the position b, the ship number 0 is driven to clear the object mark number 5, and sailing back; in the position c, the ship number 0 and the ship number 2 form a cross meeting situation, and form a meeting situation with the ship number 3 at the same time, and a right steering action is adopted to pass through the stern of the ship number 2; when the ship is at the d position, the ship number 0 runs through the ship numbers 2 and 3, and sails back; when the ship is at the e position, the ship 1 suddenly changes the course at the d position, and when the ship reaches the e position, the ship 1 and the ship 0 form a left-crossing meeting situation, and the ship 1 adopts a right steering measure according to rules, so that the ship 0 independently adopts a manipulation action; and the ship 1 takes avoidance measures for steering right after passing through the e position, and when the ship 0 and the ship 1 reach the f position, the collision danger is relieved, and the ship 0 sails back. The designed algorithm can process situations of dynamic and static targets, collision danger of multiple ships, deviation from rules and the like in the whole experimental process.
The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application may be embodied essentially or in part or all of the technical solution or in part in the form of a software product stored in a storage medium, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a Read-only memory (ROM), a random access memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the application.
Claims (6)
1. The automatic collision prevention method for the multiple dynamic and static objects is characterized by comprising the following steps of:
acquiring all possible collision avoidance measures; acquiring navigation information of the ship; performing hierarchical classification and assignment on all possible collision avoidance measures according to the priority level conforming to the offshore navigation rule;
judging meeting situations of the ship and surrounding objects, selecting several types of collision avoidance measures conforming to the offshore navigation rules according to the meeting situations by using a matrix method, and sequencing according to priority;
inputting navigation information of the ship to a collision avoidance decision system, and sequentially searching from the highest-priority measure by the collision avoidance decision system until collision avoidance measures meeting the requirements are searched;
the ship executes collision avoidance measures meeting requirements, and sails or takes re-sailing actions according to a planned route when the decision-making system detects that the ship has no collision danger with surrounding ships and obstacles.
2. The automatic collision avoidance method of multiple dynamic and static objects of claim 1 wherein the collision avoidance measure scheme comprises steering right, steering left, decelerating, accelerating, steering right while decelerating, steering left while decelerating, steering right while accelerating, steering left while accelerating, stopping and rescheduling the planned course.
3. The automatic collision avoidance method for multiple dynamic and static objects according to claim 1, wherein the determining the meeting situation of the ship and the surrounding objects comprises the following steps:
judging meeting situations between two or more vessels according to the heading of the other vessel and the own vessel;
judging whether collision danger exists between the ship and other ships or not by calculating the nearest meeting distance and the time for reaching the nearest meeting distance;
if the collision risk is avoided, no collision avoidance action is needed, and the vehicle sails according to a planned route; if collision danger exists, collision avoidance actions are adopted.
4. The automatic collision avoidance method of multiple dynamic and static objects of claim 3 wherein the collision avoidance rules comprise:
when the meeting situation is a pursuit situation: when judging that the ship overtakes or is suspected to overtake other ship situations according to rules, the ship should give way to the overtaken ship;
when the meeting situation is a meeting situation: when judging that the ship and other ship are in a meeting or suspected meeting situation according to rules, the ship and other ship should respectively turn right so as to drive through from the port of the other ship;
when meeting situation is a cross situation: when judging that the ship and other ships are in a cross meeting situation according to rules, if the other ships are on the starboard side of the ship, the ship should give way to the other ships; if the other ship is on the port side of the ship, the ship can independently take the operation action to avoid collision when the other ship does not take measures to form an urgent situation according to rules.
5. The automatic collision avoidance method of multiple dynamic and static objects of claim 4, wherein,
when the meeting situation is a pursuit situation: when the ship overtakes or is suspected to overtake other ship situations according to the rules, the ship should give way to the overtaken ship, and the adopted collision avoidance measures comprise rightward steering, leftward steering, rightward steering simultaneous acceleration and leftward steering simultaneous acceleration;
when the meeting situation is a meeting situation, judging that the ship and other ship are in a meeting or suspected meeting situation according to rules, and turning the ship and other ship to the right respectively, so that the ship passes through the port of the other ship, and taking a collision prevention measure to turn to the right;
when the meeting situation is a crossing situation, judging that the ship and the other ship are in a crossing meeting situation according to rules, and if the other ship is on the starboard of the ship, giving way to the ship; if the other ship is on the port side of the ship, and the other ship does not take measures to form an urgent situation according to rules, the ship can independently take control actions to avoid collision, and the taken collision prevention measures are steering rightwards 。
6. The automatic collision avoidance method of multiple dynamic and static objects of claim 1, wherein the vessel voyage information comprises: the planned course of the ship, the planned navigational speed of the ship, the navigational speeds of the ship and other surrounding ships, the positional information of the surrounding static object, the nearest meeting distance of other surrounding ships, the nearest meeting time of other surrounding ships, the relative azimuth of other surrounding ships, the distance of other surrounding ships and the relative course angle of other surrounding ships.
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| CN117132012B (en) * | 2023-10-27 | 2024-03-29 | 武汉理工大学 | Multi-ship collision prevention method for predicting collision danger area, electronic equipment and storage medium |
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