Ship control method and device in inland river scene, electronic equipment and storage medium

Abstract

The invention discloses a ship control method and device in an inland river scene, electronic equipment and a storage medium, and can be applied to the technical field of intelligent navigation of ships. According to the method, the ship traveling wave energy distribution rule is calculated according to the first state information and the second state information which are acquired in real time, then the first following distance is determined, and then path planning is performed by combining the ship energy consumption, the ship traveling wave energy distribution rule, the safety margin and the total navigation time which are acquired in real time to obtain the first navigation path of the target ship; a first sailing control instruction of the target ship is predicted by adopting a nonlinear model control method so as to control the sailing process of the target ship in the inland river scene, and meanwhile, the sailing process of the target ship in the inland river scene is controlled by a second sailing control instruction generated by dynamically adjusting the first sailing path according to the channel environment change information. Therefore, the balance between the energy efficiency and the sailing efficiency can be realized in the whole sailing process of the target ship, and emergencies in the sailing process can be effectively coped with.

Description

Technical Field

[0001] The present application relates to the field of intelligent ship navigation technology, and in particular to a ship control method and device, electronic equipment and storage medium in an inland river scenario. Background Art

[0002] In related technologies, traditional inland waterway autopilot systems focus on the heading-keeping function, and usually separate heading control and speed control. However, current inland waterways have problems such as high ship density, narrow channels, and frequent interference from other ships, making it difficult for traditional control methods to achieve a balance between energy efficiency and navigation efficiency while ensuring safety. At the same time, in the complex environment of inland waterways, due to the existence of ship waves, ships that are too far apart will reduce traffic efficiency and increase energy consumption, while ships that are too close will threaten safety and increase operational difficulty. In addition, existing control methods are unable to cope with emergencies during navigation, nor can they fully and effectively reduce energy consumption to improve navigation efficiency.

[0003] In summary, the technical problems existing in the relevant technologies need to be improved. Summary of the Invention

[0004] The main purpose of the embodiments of the present application is to propose a ship control method and device, electronic equipment and storage medium in an inland river scenario, which can achieve a balance between energy efficiency and navigation efficiency and effectively deal with emergencies during navigation.

[0005] To achieve the above objectives, one aspect of an embodiment of the present application provides a ship control method in an inland river scenario, the method comprising the following steps:

[0006] Acquire in real time first status information and ship energy consumption of a target ship, and acquire second status information corresponding to a ship ahead of the target ship;

[0007] Calculating a ship wave energy distribution law according to the first state information and the second state information;

[0008] determining a first following distance according to the ship wave energy distribution law;

[0009] performing path planning based on the ship energy consumption, the ship wave energy distribution law, the safety margin, the total sailing time, and the first following distance to obtain a first sailing path of the target ship;

[0010] Based on the first navigation path, a nonlinear model control method is used to predict and obtain a first navigation control instruction for the target ship;

[0011] controlling the navigation process of the target ship in the inland river scenario according to the first navigation control instruction;

[0012] Real-time acquisition of information on changes in the channel environment of the target ship during navigation;

[0013] Dynamically adjusting the first navigation path according to the waterway environment change information to obtain a second navigation path;

[0014] According to the second navigation path, a nonlinear model control method is used to predict and obtain a second navigation control instruction for the target ship;

[0015] The navigation process of the target ship in the inland river scenario is adjusted according to the second navigation control instruction.

[0016] In some embodiments, the calculating the ship wave energy distribution law according to the first state information and the second state information includes:

[0017] Obtaining the initial energy of the ship wave of the ship ahead of the target ship;

[0018] Calculating the real-time distance between the target ship and the preceding ship according to the position information of the first state information and the position of the second state information;

[0019] The energy distribution law of the ship wave is obtained by calculation according to the initial energy of the ship wave and the real-time distance.

[0020] In some embodiments, performing path planning based on the ship energy consumption, the ship wave energy distribution law, the safety margin, the total navigation time, and the first following distance to obtain the first navigation path of the target ship includes:

[0021] Calculating the current total energy consumption of the target ship according to the ship energy consumption and the ship wave energy distribution law;

[0022] Constructing a comprehensive evaluation function according to the current total energy consumption, the safety margin and the total navigation time;

[0023] Obtaining the starting position, ending position and channel information of the target ship;

[0024] According to the starting position, the ending position, the comprehensive evaluation function and the first following distance, a first navigation path of the target ship is determined in the channel information by a heuristic search algorithm of path planning.

[0025] In some embodiments, the step of predicting and obtaining the first navigation control instruction of the target ship based on the first navigation path using a nonlinear model control method includes:

[0026] Predicting the predicted coordinates of the target ship based on the real-time heading information, real-time speed information, and real-time attitude information of the first state information;

[0027] Obtaining the expected coordinates of the target ship in the first navigation path;

[0028] Calculating an expected heading angle and an expected speed of the target ship according to the predicted coordinates and the expected coordinates;

[0029] Calculating a heading error according to the desired heading angle;

[0030] Calculating a speed error based on the desired speed;

[0031] According to the heading error, the speed error, the control amount, the control increment and the current total energy consumption, a nonlinear model control method is used to construct an energy efficiency constraint optimization objective function;

[0032] The energy efficiency constraint optimization objective function is solved to obtain a first navigation control instruction for the target ship.

[0033] In some embodiments, the energy efficiency constraint optimization objective function is formulated as follows:

[0034]

[0035] In the formula, J represents the energy efficiency constraint optimization objective function value; e ψ (t)=ψ(t)-ψ d (t) represents the heading error at time t; ψ d (t) represents the expected heading angle at time t; ψ(t) represents the predicted heading angle at time t; e u =u(t)-u d (t) represents the velocity error at time t; u d (t) represents the expected speed at time t; u(t) represents the predicted speed at time t; U(t) represents the control amount at time t; ΔU(t) represents the control increment at time t; E(t) represents the current total energy consumption at time t; q1 to q5 all represent weight coefficients; N represents the prediction step size.

[0036] In some embodiments, dynamically adjusting the first navigation path according to the waterway environment change information to obtain the second navigation path includes:

[0037] When an emergency is determined to exist according to the channel environment change information, a plurality of obstacle avoidance paths to be processed are generated according to the current state information of the target ship, the surrounding environment information and the first navigation path;

[0038] Construct risk assessment function;

[0039] Performing risk assessment on each of the obstacle avoidance paths to be processed using the risk assessment function;

[0040] The second navigation path is determined from the plurality of obstacle avoidance paths to be processed based on the risk assessment result.

[0041] In some embodiments, the risk assessment function is formulated as follows:

[0042] R(t)=w1D -1 +w2E+w3ΔT;

[0043] In the formula, R(t) represents the risk assessment function value at time t; D represents the minimum distance between the target ship and the obstacle; E represents the current total energy consumption; ΔT represents the navigation delay time of the target ship; w1, w2, and w3 all represent dynamic weight coefficients.

[0044] To achieve the above objectives, another aspect of the present application provides a ship control device for an inland river scenario, the device comprising:

[0045] a sensing unit configured to obtain, in real time, first status information and energy consumption of a target ship, second status information corresponding to a preceding ship of the target ship, and information on changes in the channel environment of the target ship during navigation;

[0046] a planning control unit, the planning control unit being configured to calculate a ship wave energy distribution law based on the first state information and the second state information; determine a first following distance based on the ship wave energy distribution law; perform path planning based on the ship energy consumption, the ship wave energy distribution law, a safety margin, a total navigation time, and the first following distance to obtain a first navigation path of the target ship; predict a first navigation control instruction for the target ship based on the first navigation path using a nonlinear model control method; and dynamically adjust the first navigation path based on the waterway environment change information to obtain a second navigation path; and predict a second navigation control instruction for the target ship based on the second navigation path using a nonlinear model control method;

[0047] An execution unit is used to control the navigation process of the target ship in the inland river scenario according to the first navigation control instruction; and adjust the navigation process of the target ship in the inland river scenario according to the second navigation control instruction.

[0048] To achieve the above objectives, another aspect of the present application provides an electronic device, including:

[0049] at least one processor;

[0050] at least one memory for storing at least one program;

[0051] When the at least one program is executed by the at least one processor, the at least one processor implements the above method.

[0052] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and the computer program implements the above-mentioned method when executed by a processor.

[0053] Embodiments of the present application include at least the following beneficial effects: The present application provides a ship control method and device, electronic device, and storage medium in an inland waterway scenario. The solution calculates a ship wave energy distribution law based on first state information and second state information acquired in real time, and then determines a first following distance based on the ship wave energy distribution law. Path planning is performed based on the real-time acquired ship energy consumption, ship wave energy distribution law, safety margin, total navigation time, and the first following distance to obtain a first navigation path for the target ship. Based on the first navigation path, a nonlinear model control method is used to predict a first navigation control instruction for the target ship, so as to control the navigation process of the target ship in the inland waterway scenario using the first navigation control instruction. Simultaneously, after obtaining real-time information on changes in the channel environment during the navigation process of the target ship, the first navigation path is dynamically adjusted based on the channel environment change information to obtain a second navigation path. Based on the second navigation path, a nonlinear model control method is used to predict a second navigation control instruction for the target ship, so as to adjust the navigation process of the target ship in the inland waterway scenario using the second navigation control instruction. This ensures that the entire navigation process of the target ship achieves a balance between energy efficiency and navigation efficiency, and effectively responds to emergencies during the navigation process. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] Figure 1 This is a flow chart of a ship control method in an inland river scenario provided by an embodiment of the present application;

[0055] Figure 2 This is an overall flow chart of the ship control method in the inland river scenario provided by an embodiment of the present application;

[0056] Figure 3 This is a flow chart of the path planning provided by the embodiment of the present application;

[0057] Figure 4 This is a flow chart of a method for dynamic obstacle avoidance in an emergency situation provided by an embodiment of the present application;

[0058] Figure 5 It is a structural diagram of a ship control device in an inland river scenario provided by an embodiment of the present application. DETAILED DESCRIPTION

[0059] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of the present application. They are merely examples of devices and methods consistent with some aspects of the embodiments of the present application.

[0060] It will be understood that the terms "first", "second", etc. used in this application may be used herein to describe various concepts, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the words "if" and "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0061] The terms "at least one", "plurality", "each", "any", etc. used in this application include "at least one", "two" or more, "plurality" or "each", "any" or "any one", "each" or "any one" as used herein.

[0062] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0063] In related technologies, traditional inland waterway autopilot systems focus on the heading-keeping function, and usually separate heading control and speed control. However, current inland waterways have problems such as high ship density, narrow channels, and frequent interference from other ships, making it difficult for traditional control methods to achieve a balance between energy efficiency and navigation efficiency while ensuring safety. At the same time, in the complex environment of inland waterways, due to the existence of ship waves, ships that are too far apart will reduce traffic efficiency and increase energy consumption, while ships that are too close will threaten safety and increase operational difficulty. In addition, existing control methods are unable to cope with emergencies during navigation, nor can they fully and effectively reduce energy consumption to improve navigation efficiency.

[0064] In view of this, the embodiments of the present application provide a ship control method and device, electronic equipment and storage medium in an inland river scenario, which can achieve a balance between energy efficiency and navigation efficiency and effectively deal with emergencies during navigation.

[0065] The ship control method in the inland river scenario provided by the embodiment of the present application relates to the field of intelligent navigation technology for ships. The ship control method in the inland river scenario provided by the embodiment of the present application can be applied to a terminal, can also be applied to a server, and can also be software running in a terminal or a server. In some embodiments, the terminal can be a smart phone, a tablet computer, a laptop computer, a desktop computer, a smart speaker, a smart watch, and a car terminal, etc., but is not limited to this; the server side can be configured as an independent physical server, or as a server cluster or distributed system composed of multiple physical servers, and can also be configured as a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms. The server can also be a node server in a blockchain network; the software can be an application that implements the ship control method in the inland river scenario, etc., but is not limited to the above forms.

[0066] The present application can be used in many general or special computer system environments or configurations. For example: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, distributed computing environments including any of the above systems or devices, and the like. The present application can be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, and the like that perform specific tasks or implement specific abstract data types. The present application can also be practiced in distributed computing environments in which tasks are performed by remote processing devices connected via a communication network. In a distributed computing environment, program modules can be located in local and remote computer storage media, including storage devices.

[0067] The following is a detailed description of the embodiments of the present application with reference to the accompanying drawings:

[0068] Figure 1 This is an optional flow chart of a ship control method in an inland river scenario provided by an embodiment of the present application. Figure 1 The method may include but is not limited to steps S101 to S110:

[0069] Step S101: acquiring first status information and ship energy consumption of a target ship in real time, and acquiring second status information corresponding to a ship ahead of the target ship;

[0070] Step S102: Calculate the energy distribution law of ship waves according to the first state information and the second state information;

[0071] Step S103: determining a first following distance according to the energy distribution law of ship waves;

[0072] Step S104: Path planning is performed based on the ship's energy consumption, the energy distribution law of the ship's traveling waves, the safety margin, the total sailing time, and the first following distance to obtain a first sailing path for the target ship;

[0073] Step S105: Based on the first navigation path, a nonlinear model control method is used to predict and obtain a first navigation control instruction of the target ship;

[0074] Step S106: controlling the navigation process of the target ship in the inland river scenario according to the first navigation control instruction;

[0075] Step S107: acquiring in real time information on changes in the channel environment of the target ship during navigation;

[0076] Step S108: Dynamically adjust the first navigation path according to the waterway environment change information to obtain a second navigation path;

[0077] Step S109: According to the second navigation path, a nonlinear model control method is used to predict and obtain a second navigation control instruction of the target ship;

[0078] Step S110: adjusting the navigation process of the target ship in the inland river scenario according to the second navigation control instruction.

[0079] It can be understood that the first status information and the second status information may include but are not limited to real-time position information, real-time heading information, real-time speed information, real-time attitude information, etc. of the corresponding ship.

[0080] Specifically, after obtaining the first state information and the second state information, this embodiment can obtain the initial energy of the ship wave of the ship in front of the target ship, and calculate the real-time distance between the target ship and the ship in front according to the position information of the first state information and the position of the second state information. Then, the energy distribution law of the ship wave is calculated according to the initial energy of the ship wave and the real-time distance, and then the first following distance is determined according to the energy distribution law of the ship wave.

[0081] It is understood that in this embodiment, the first navigation path of the target ship can be obtained by performing path planning based on the ship's energy consumption, the energy distribution pattern of the ship's wave, the safety margin, the total navigation time, and the first following distance. Specifically, the path planning process of this embodiment includes but is not limited to:

[0082] Calculate the current total energy consumption of the target ship based on the ship's energy consumption and the energy distribution law of the ship's traveling waves;

[0083] A comprehensive evaluation function is constructed based on the current total energy consumption, safety margin and total navigation time;

[0084] Obtain the starting position, ending position and channel information of the target ship;

[0085] According to the starting position, the ending position, the comprehensive evaluation function and the first following distance, the first navigation path of the target ship is determined in the channel information through the heuristic search algorithm of path planning.

[0086] It is understood that this embodiment generates the optimal navigation path as the first navigation path by inputting the starting point information, the end point information, and the waterway information, while ensuring safety, by calculating factors such as the total energy consumption and efficiency of the ship. Specifically, this embodiment constructs a multi-objective optimization model, with minimizing the total energy consumption of navigation, ensuring the safety margin, and optimizing the navigation time as the optimization objective function. Among them, the multi-objective optimization model takes energy efficiency as the core constraint, introduces the ship dynamic parameters, the waterway environment, and the influencing factors of the ship's travel wave, and constructs a comprehensive evaluation function with the following formula:

[0087] Q=αE+βS -1 +γT;

[0088] In the formula, E represents the total energy consumption of the ship, S represents the safety margin, T represents the sailing time, and α, β, and γ are weight coefficients.

[0089] In this embodiment, the ship wave characteristics generated by the preceding ship are taken into account, and the total energy consumption E of the ship is composed of two parts: E(t) = E t (t)-E s (t); where E t (t) is the ship’s own environmental factors and energy consumption at time t, E s (t) represents the ship wave energy, which is expressed as follows:

[0090] E s (t) = E0e -λd ;

[0091] In the formula, E s (d) represents the ship wave energy at a distance of d, E0 represents the initial energy of the ship wave, λ represents the energy attenuation coefficient, and d represents the distance to the preceding ship.

[0092] This embodiment analyzes the propagation patterns and energy distribution of ship waves to calculate an optimal following distance that maximizes the drag reduction effect of ship waves, as the first following distance. The first following distance can be determined by the displacement, ship type, speed, and current hydrological conditions of the leading ship.

[0093] After obtaining the first following distance, this embodiment uses a heuristic search algorithm (A* algorithm) for path planning combined with a dynamic programming method to determine the navigation path with the best energy efficiency as the first navigation path, and simultaneously generates a velocity profile corresponding to the path.

[0094] In the embodiment of the present application, after obtaining the first navigation path, the embodiment uses a nonlinear model control method to predict the first navigation control instruction of the target ship. Specifically, the prediction process includes but is not limited to the following steps:

[0095] Predicting the predicted coordinates of the target ship based on the real-time heading information, real-time speed information, and real-time attitude information of the first state information;

[0096] Obtaining the expected coordinates of the target ship in the first navigation path;

[0097] Calculating an expected heading angle and an expected speed of the target ship according to the predicted coordinates and the expected coordinates;

[0098] Calculate the heading error based on the desired heading angle;

[0099] Calculate the speed error based on the expected speed;

[0100] According to the heading error, speed error, control amount, control increment and current total energy consumption, the nonlinear model control method is used to construct the energy efficiency constraint optimization objective function;

[0101] The energy efficiency constraint optimization objective function is solved to obtain the first navigation control instruction of the target ship.

[0102] It is understood that this embodiment, by establishing a dynamic model for the coupled relationship between heading and speed changes under energy efficiency constraints, can overcome the limitations of traditional autopilot systems where heading control and speed control are independent of each other. Specifically, the formula for calculating the desired heading angle of the target ship in this embodiment is as follows:

[0103]

[0104] In the formula, ψ d (t) represents the expected heading angle of the target ship at time t; (x ref (t),y ref (t)) represents the expected coordinates of the target ship at time t in the first navigation path; (x(t), y(t)) represents the predicted coordinates of the target ship at time t; Δt represents the time increment.

[0105] The calculation formula for the expected speed of the target ship is as follows:

[0106]

[0107] In the formula, ud (t) represents the expected speed of the target ship at time t; (x ref (t),y ref (t)) represents the expected coordinates of the target ship at time t in the first navigation path; (x(t), y(t)) represents the predicted coordinates of the target ship at time t; Δt represents the time increment.

[0108] Specifically, the predicted coordinates of the target ship at time t can be predicted by sensing the real-time coordinates of the target ship at time t-1 as well as the real-time sailing speed, sailing direction, attitude information, etc.

[0109] It can be understood that the energy efficiency constraint optimization objective function of this embodiment can be constructed by the position coordinates (x, y), heading angle ψ, longitudinal and transverse speeds (u, v) and steering angular velocity r of the target ship using the nonlinear model predictive control (MPC) method, and its formula is as follows:

[0110]

[0111] In the formula, J represents the energy efficiency constraint optimization objective function value; e ψ (t)=ψ(t)-ψ d (t) represents the heading error at time t; ψ d (t) represents the expected heading angle at time t; ψ(t) represents the predicted heading angle at time t; e u =u(t)-u d (t) represents the velocity error at time t; u d (t) represents the expected speed at time t; u(t) represents the predicted speed at time t; U(t) represents the control amount at time t; ΔU(t) represents the control increment at time t; E(t) represents the current total energy consumption at time t; q1 to q5 all represent weight coefficients; N represents the prediction step size.

[0112] This embodiment simultaneously introduces ship dynamic constraints, namely operation quantity constraints, and solves the energy efficiency constraint optimization objective function within each sampling period to generate a collaborative control strategy for heading and speed, and dynamically adjusts the weight coefficient according to the navigation environment and energy efficiency status to achieve optimal control of the ship under energy efficiency constraints.

[0113] Specifically, after determining the first navigation control instruction including the heading control instruction and the speed control instruction through the energy efficiency constraint optimization objective function, this embodiment converts the first navigation control instruction into an actual physical control action. It can be understood that this embodiment optimizes the heading control instruction in real time according to the ship's speed, load status and hydrological conditions through the automatic rudder execution module to ensure accurate heading adjustment under various navigation conditions. The propulsion system control module accurately controls the main engine speed and propeller pitch through the speed control instruction to achieve precise adjustment of the ship's speed. The unit composed of the automatic rudder execution module and the propulsion system control module adopts a feedforward-feedback composite control structure to establish a nonlinear mapping relationship between propulsion power and ship speed, introduces a speed prediction model to compensate for water flow interference, and achieves speed control accuracy. An information interaction mechanism is established between the two modules to ensure that the heading adjustment is coordinated with the speed change, avoiding energy efficiency loss and excessive wear due to control conflicts.

[0114] It is understood that, while controlling the navigation of the target vessel in an inland river according to the first navigation control instruction, this embodiment also obtains real-time information about changes in the channel environment during navigation of the target vessel, and dynamically adjusts the first navigation path according to the channel environment change information to obtain a second navigation path. Specifically, the process of adjusting the first navigation path includes, but is not limited to, the following steps:

[0115] When an emergency is determined based on the waterway environment change information, multiple obstacle avoidance paths to be processed are generated based on the current state information of the target ship, the surrounding environment information and the first navigation path;

[0116] Construct risk assessment function;

[0117] Perform risk assessment on each obstacle avoidance path to be processed through risk assessment function;

[0118] A second navigation path is determined from the plurality of obstacle avoidance paths to be processed based on the risk assessment result.

[0119] It is understandable that this embodiment can monitor the changes in the waterway environment in real time and dynamically optimize the navigation plan. Specifically, it can continuously scan the surrounding waters through multi-sensor fusion technology to promptly detect emergencies such as sudden intrusion of other ships, changes in waterway conditions, and other emergency events. When a potential risk is identified, the response emergency mechanism is immediately activated. Specifically, this embodiment can generate multiple obstacle avoidance paths to be processed based on the current status information of the target ship, the surrounding environment information and the first navigation path. Among them, each obstacle avoidance path can be risk assessed by the risk assessment function of the following formula:

[0120] R(t)=w1D -1 +w2E+w3ΔT;

[0121] In the formula, R(t) represents the risk assessment function value at time t; D represents the minimum distance between the target ship and the obstacle; E represents the current total energy consumption; ΔT represents the navigation delay time of the target ship; w1, w2, and w3 all represent dynamic weight coefficients.

[0122] In this embodiment, the embodiment adopts the rolling horizon optimization strategy to seek the best balance between safety and energy efficiency while maintaining the optimal distance from the preceding ship. The distance can be calculated by the ship wave energy attenuation model E s and a safety margin S. This embodiment determines a target obstacle avoidance path from among multiple pending obstacle avoidance paths, then navigates based on that target path. After passing the risky obstacle, the first navigation path is replanned based on the state information obtained upon exiting the risky obstacle, forming a second navigation path. Consequently, this embodiment enables the target vessel to maximize the drag reduction effect of the ship waves generated by the preceding vessel while maintaining a sufficient safety margin, achieving the dual optimization goals of safety and energy efficiency.

[0123] It will be appreciated that, after obtaining the second navigation path, this embodiment re-determines the second navigation control instructions, including the heading control instructions and the speed control instructions, through the energy efficiency constraint optimization objective function, and controls the navigation process of the target vessel based on the second navigation control instructions. Specifically, the navigation control instructions of this embodiment can be updated in real time. That is, when the vessel reaches the current moment, the navigation control instructions for the next moment are updated in real time based on the current moment's ship status information, thereby ensuring that the vessel's navigation process conforms to the current actual situation.

[0124] From the above content, it can be seen that the method of the embodiment of the present application is used to control the ship automatic pilot control system in the inland river scenario. Figure 2 As shown, this embodiment first obtains the current position coordinates, heading angle, speed and attitude information of the ship through the ship status perception module, and records the ship load condition and displacement data at the same time, providing basic parameters for subsequent energy consumption calculations. Subsequently, the coordinates of the navigation start and end points and the ship route information are received, and the navigation task priority requirements, such as time priority or energy consumption priority, are determined, and the navigation path calculation is performed after setting the safety margin parameters. Then, the channel boundary, water depth information and water flow conditions are obtained through the environmental perception module, and the position, heading and speed information of other ships in the channel are obtained through the AIS system to establish a digital model of the channel navigation environment. Finally, according to the ship characteristics and navigation requirements, the control parameters of the heading-speed coupling control module are configured, the energy efficiency constraint threshold and safety margin parameters are set, and the dynamically adjusted risk assessment parameters are initialized. The navigation path is adjusted based on the risk assessment parameters, and the navigation process of the ship is controlled. From Figure 2It can be seen that before the voyage is completed, this embodiment will repeatedly obtain ship status information and surrounding environment information through the perception unit, and perform risk assessment and navigation path adjustment based on the surrounding environment information, so as to ensure that the energy consumption of the target ship throughout the voyage is minimized, while avoiding frequent acceleration and deceleration operations, reducing energy waste and equipment wear.

[0125] During the route planning stage, Figure 3 As shown, a multi-objective optimization model is first constructed with the objective functions of minimizing total energy consumption, ensuring a safety margin, and optimizing navigation time. Channel boundaries, water depth limits, and other vessel positions are considered as spatial constraints, while ship maneuverability and propulsion system characteristics are considered as dynamic constraints. An improved A* algorithm combined with dynamic programming is then used to solve the optimization problem, generating a spatial navigation path consisting of a series of waypoints and assigning an optimized desired speed value to each waypoint. Next, a drag reduction route optimization based on ship waves is performed. The navigation state of the preceding ship in the channel is identified, the propagation patterns and energy distribution characteristics of the ship waves are analyzed, and the optimal following distance that maximizes the drag reduction effect of the ship waves is calculated. Waypoint positions are then adjusted based on the ship wave characteristics to ensure that the navigation path lies within the optimal drag reduction region. Finally, the optimal navigation speed for each segment is calculated, combining the channel characteristics and the influence of the ship waves. This generates a speed profile with the highest energy efficiency. This minimizes energy consumption throughout the entire voyage while avoiding frequent acceleration and deceleration operations, reducing energy waste and equipment wear, and thus completing the navigation path planning.

[0126] During navigation, if Figure 4 As shown, this embodiment continuously scans the surrounding waters to obtain the latest information on the channel environment and other ships, monitors changes in the ship's wave energy, and evaluates the drag reduction effect, while also detecting potential risk factors and emergencies. It then calculates the minimum safe distance and collision risk index from surrounding ships, predicts the movement trajectory of other ships, and assesses the potential intersection risk. When the risk exceeds a preset threshold, a warning signal is triggered. When an emergency or safety risk is identified, the system activates an emergency response mechanism, generates multiple candidate obstacle avoidance trajectories, evaluates each trajectory using a risk assessment function, selects the obstacle avoidance strategy with the best combination of energy efficiency and safety, and replans the path after completing the obstacle avoidance operation to restore the optimal navigation route.

[0127] It is understood that during navigation, this embodiment determines the current desired heading angle and desired speed based on the planned navigation route, constructs a multi-objective control cost function that takes energy efficiency constraints into account, uses a nonlinear model predictive control method to solve the optimal control quantity, and decomposes the control instructions into heading control instructions and speed control instructions. The autopilot execution module receives the heading control instructions and controls the action of the steering gear. The propulsion system control module receives the speed control instructions and adjusts the main engine speed to enable the ship to accurately track the planned route during navigation. At the same time, the system monitors the main engine fuel consumption rate and changes in ship resistance in real time, analyzes the deviation between actual energy consumption and expected energy consumption, and dynamically adjusts the control parameters and navigation strategy based on the energy consumption monitoring results to further optimize energy efficiency performance.

[0128] Specifically, the entire control process of this embodiment is iteratively executed at fixed time intervals, employing a rolling horizon optimization strategy to continuously update and optimize control decisions until the navigation destination is reached, completing the entire navigation mission. Through the implementation of the above process, this embodiment achieves deep coupling of heading control and speed control, fully leveraging the drag reduction effect of ship waves to effectively reduce ship navigation energy consumption. While ensuring safety, it also balances the multi-objective requirements of energy efficiency and navigation efficiency. Furthermore, this embodiment possesses environmental perception and dynamic response capabilities, capable of adapting to the complex navigation environment of inland waterways and enhancing the level of intelligent navigation for ships.

[0129] Based on this, this embodiment achieves deep coupling of heading and speed control, overcoming the limitations of traditional separate control. It also leverages the drag reduction effect of ship waves to effectively reduce ship navigation energy consumption. While ensuring safety, it balances the multi-objective requirements of energy efficiency and navigation efficiency, and possesses environmental perception and dynamic response capabilities to adapt to the complex navigation environment of inland waterways.

[0130] Reference Figure 5 The present invention provides a ship control device for inland waterway scenarios. The device includes a sensing unit, a planning and control unit, and an execution unit. The sensing unit includes a ship state sensing module, an environment sensing module, and an energy consumption monitoring module; the planning and control unit includes a route planning module, a dynamic adjustment module, and a heading-speed-energy consumption coupled control module; and the execution unit includes an autopilot execution module and a propulsion system control module.

[0131] Specifically, the sensing unit is used to obtain in real time the first state information and energy consumption of the target ship, obtain in real time the second state information corresponding to the ship ahead of the target ship, and obtain in real time information on changes in the channel environment of the target ship during navigation;

[0132] The planning and control unit is configured to calculate a ship wave energy distribution law based on the first state information and the second state information; determine a first following distance based on the ship wave energy distribution law; perform path planning based on the ship energy consumption, the ship wave energy distribution law, the safety margin, the total sailing time, and the first following distance to obtain a first navigation path of the target ship; based on the first navigation path, use a nonlinear model control method to predict and obtain a first navigation control instruction for the target ship; and dynamically adjust the first navigation path based on information about changes in the waterway environment to obtain a second navigation path; and based on the second navigation path, use a nonlinear model control method to predict and obtain a second navigation control instruction for the target ship.

[0133] The execution unit is used to control the navigation process of the target ship in the inland river scene according to the first navigation control instruction; and adjust the navigation process of the target ship in the inland river scene according to the second navigation control instruction.

[0134] It can be understood that the contents of the above method embodiments are all applicable to the present device embodiments, the functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0135] The present application also provides an electronic device comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the above method when executing the computer program. The electronic device can be any smart terminal including a tablet computer, an in-vehicle computer, or the like.

[0136] It can be understood that the contents of the above method embodiments are applicable to the present device embodiments, the functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0137] An embodiment of the present application further provides a computer-readable storage medium, which stores a computer program, and the computer program implements the above method when executed by a processor.

[0138] It can be understood that the contents of the above method embodiments are all applicable to the present storage medium embodiment, the functions specifically implemented by the present storage medium embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0139] The embodiments described in the embodiments of this application are intended to more clearly illustrate the technical solutions of the embodiments of this application and do not constitute a limitation on the technical solutions provided by the embodiments of this application. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0140] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of the present application, and may include more or fewer steps than shown in the figures, or a combination of certain steps, or different steps.

[0141] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, i.e., they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of this embodiment.

[0142] Those skilled in the art will appreciate that all or some of the steps in the methods, systems, and functional modules / units in the devices disclosed above may be implemented as software, firmware, hardware, or appropriate combinations thereof.

[0143] The terms "first", "second", "third", "fourth", etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0144] It should be understood that in this application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0145] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the above-mentioned units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0146] The units described above as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0147] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0148] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes multiple instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of various embodiments of the present application. The aforementioned storage medium includes: various media that can store programs, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0149] The preferred embodiments of the present invention are described above with reference to the accompanying drawings, but are not intended to limit the scope of the present invention. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and essence of the present invention should be within the scope of the present invention.

Claims

1. A ship control method in an inland river scenario, characterized in that: The method comprises the following steps: Acquire in real time first status information and ship energy consumption of a target ship, and acquire second status information corresponding to a ship ahead of the target ship; Calculating a ship wave energy distribution law according to the first state information and the second state information; determining a first following distance according to the ship wave energy distribution law; performing path planning based on the ship energy consumption, the ship wave energy distribution law, the safety margin, the total sailing time, and the first following distance to obtain a first sailing path of the target ship; Based on the first navigation path, a nonlinear model control method is used to predict and obtain a first navigation control instruction for the target ship; controlling the navigation process of the target ship in the inland river scenario according to the first navigation control instruction; Real-time acquisition of information on changes in the channel environment of the target ship during navigation; Dynamically adjusting the first navigation path according to the waterway environment change information to obtain a second navigation path; According to the second navigation path, a nonlinear model control method is used to predict and obtain a second navigation control instruction for the target ship; The navigation process of the target ship in the inland river scenario is adjusted according to the second navigation control instruction.

2. The method according to claim 1, characterized in that The calculating the ship wave energy distribution law according to the first state information and the second state information includes: Obtaining the initial energy of the ship wave of the ship ahead of the target ship; Calculating the real-time distance between the target ship and the preceding ship according to the position information of the first state information and the position of the second state information; The energy distribution law of the ship wave is obtained by calculation according to the initial energy of the ship wave and the real-time distance.

3. The method according to claim 1, characterized in that The performing path planning according to the ship energy consumption, the ship wave energy distribution law, the safety margin, the total sailing time and the first following distance to obtain the first sailing path of the target ship includes: Calculating the current total energy consumption of the target ship according to the ship energy consumption and the ship wave energy distribution law; Constructing a comprehensive evaluation function according to the current total energy consumption, the safety margin and the total navigation time; Obtaining the starting position, ending position and channel information of the target ship; According to the starting position, the ending position, the comprehensive evaluation function and the first following distance, a first navigation path of the target ship is determined in the channel information by a heuristic search algorithm of path planning.

4. The method according to claim 3, characterized in that The method of predicting and obtaining a first navigation control instruction for the target ship based on the first navigation path by using a nonlinear model control method includes: Predicting the predicted coordinates of the target ship based on the real-time heading information, real-time speed information, and real-time attitude information of the first state information; Obtaining the expected coordinates of the target ship in the first navigation path; Calculating an expected heading angle and an expected speed of the target ship according to the predicted coordinates and the expected coordinates; Calculating a heading error according to the desired heading angle; Calculating a speed error based on the desired speed; According to the heading error, the speed error, the control amount, the control increment and the current total energy consumption, a nonlinear model control method is used to construct an energy efficiency constraint optimization objective function; The energy efficiency constraint optimization objective function is solved to obtain a first navigation control instruction for the target ship.

5. The method according to claim 4, characterized in that The formula of the energy efficiency constraint optimization objective function is as follows: In the formula, J represents the energy efficiency constraint optimization objective function value; e ψ (t)=ψ(t)-ψ d (t) represents the heading error at time t; ψ d (t) represents the expected heading angle at time t; ψ(t) represents the predicted heading angle at time t; e u =u(t)-u d (t) represents the velocity error at time t; u d (t) represents the expected speed at time t; u(t) represents the predicted speed at time t; U(t) represents the control amount at time t; ΔU(t) represents the control increment at time t; E(t) represents the current total energy consumption at time t; q1 to q5 all represent weight coefficients; N represents the prediction step size.

6. The method according to claim 1, characterized in that The dynamically adjusting the first navigation path according to the waterway environment change information to obtain a second navigation path includes: When an emergency is determined to exist according to the channel environment change information, a plurality of obstacle avoidance paths to be processed are generated according to the current state information of the target ship, the surrounding environment information and the first navigation path; Construct risk assessment function; Performing risk assessment on each of the obstacle avoidance paths to be processed using the risk assessment function; The second navigation path is determined from the plurality of obstacle avoidance paths to be processed based on the risk assessment result.

7. The method according to claim 6, characterized in that The formula of the risk assessment function is as follows: R(t)=w1D -1 +w2E+w3ΔT; In the formula, R(t) represents the risk assessment function value at time t; D represents the minimum distance between the target ship and the obstacle; E represents the current total energy consumption; ΔT represents the navigation delay time of the target ship; w1, w2, and w3 all represent dynamic weight coefficients.

8. A ship control device in an inland river scenario, characterized in that: The device comprises: a sensing unit configured to obtain, in real time, first status information and energy consumption of a target ship, second status information corresponding to a preceding ship of the target ship, and information on changes in the channel environment of the target ship during navigation; a planning control unit, the planning control unit being configured to calculate a ship wave energy distribution law based on the first state information and the second state information; determine a first following distance based on the ship wave energy distribution law; perform path planning based on the ship energy consumption, the ship wave energy distribution law, a safety margin, a total navigation time, and the first following distance to obtain a first navigation path of the target ship; predict a first navigation control instruction for the target ship based on the first navigation path using a nonlinear model control method; and dynamically adjust the first navigation path based on the waterway environment change information to obtain a second navigation path; and predict a second navigation control instruction for the target ship based on the second navigation path using a nonlinear model control method; An execution unit is used to control the navigation process of the target ship in the inland river scenario according to the first navigation control instruction; and adjust the navigation process of the target ship in the inland river scenario according to the second navigation control instruction.

9. An electronic device, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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