Route planning methods, devices, and vessels based on optimal control theory

Abstract

This application discloses a route planning method, apparatus, and vessel based on optimal control theory. The method includes: obtaining the estimated operating cost of the vessel based on the travel route, travel speed, travel position, and channel data; modeling the vessel in Matlab based on the estimated operating cost using optimal control theory to obtain the vessel's negative utility model, and determining the route path corresponding to the minimum negative utility. By analyzing and processing the estimated operating cost generated by the vessel during its journey, high-precision calculation and control of the estimated operating cost of the vessel during port entry and exit can be achieved. Furthermore, by modeling the vessel in Matlab, when deviations occur in the vessel's operating path, adaptive adjustments can be made quickly based on existing data, ensuring that the negative utility is minimized, thereby achieving real-time adjustment of the route path and effectively improving the vessel's navigation efficiency.

Description

Technical Field

[0001] This invention relates to the field of route planning technology, and in particular to a route planning method, apparatus and vessel based on optimal control theory. Background Technology

[0002] Ports and waterways, as vital transportation hubs, serve crucial functions such as ship berthing, foreign trade, and cargo loading and unloading, making them indispensable links in waterway-road transportation. With the continuous increase in international trade, the growing throughput of ports poses significant challenges to the safety and efficiency of port operations.

[0003] In traditional port pilotage, pilots primarily guide vessels safely into and out of the port, or move them to different berths within the port. However, the complex natural environment of port waterways and the limited navigable waters can easily lead to deviations in vessel path planning within the port waterways, resulting in low navigation efficiency for vessels entering and leaving the port.

[0004] Therefore, in the existing technology, there is a problem of low navigation efficiency due to deviations in path planning during the process of guiding ships in and out of ports. Summary of the Invention

[0005] In view of this, it is necessary to provide a route planning method, device and vessel based on optimal control theory to solve the problem of low navigation efficiency caused by deviations in route planning when guiding vessels into and out of ports in the existing technology.

[0006] To address the above problems, this invention provides a route planning method based on optimal control theory, comprising:

[0007] To obtain data on a ship's route, speed, position, and waterway.

[0008] Based on the route, speed, position, and channel data, the estimated operating cost of the vessel is obtained. The estimated operating cost includes at least one of the following: route sub-cost, channel curvature effect sub-cost, channel boundary impact on port side sub-cost, channel boundary impact on starboard side sub-cost, and vessel speed sub-cost, as well as destination sub-cost.

[0009] Based on the estimated operating costs, the ship is modeled in Matlab using optimal control theory to obtain the ship's negative utility model;

[0010] Based on the negative utility model, the flight path corresponding to the minimum negative utility is determined.

[0011] Furthermore, obtaining the ship's route includes:

[0012] Construct port and waterway maps;

[0013] Obtain the ship's origin and determine its destination based on the port and waterway map;

[0014] Based on the starting point and the destination, the ship's route is determined through route planning.

[0015] Furthermore, based on the route, speed, position, and channel data, the estimated operating costs of the vessel are obtained, including:

[0016] Set the sub-cost coefficients for route, channel curvature effect, channel boundary influence on port side, channel boundary influence on starboard side, and ship speed.

[0017] The route cost of a vessel is determined based on the route cost coefficient, the route, and the speed.

[0018] Based on the vessel's position and channel data, determine the channel curvature effect cost.

[0019] Based on the vessel's position and channel data, determine the sub-costs of the impact of the channel boundary on the port side and the sub-costs of the impact of the channel boundary on the starboard side, respectively.

[0020] Determine the ship's speed sub-cost based on its travel speed;

[0021] Determine the terminal cost of the ship based on the route and speed of travel;

[0022] The estimated operating cost of the ship is obtained based on the route cost coefficient, the channel curvature effect cost coefficient, the channel boundary impact cost coefficient on the port side, the channel boundary impact cost coefficient on the starboard side, the ship speed cost coefficient, the route cost, the channel curvature effect cost, the channel boundary impact cost on the port side, the channel boundary impact cost on the starboard side, the ship speed cost, and the destination cost.

[0023] Furthermore, based on the route sub-cost coefficient, channel curvature effect sub-cost coefficient, channel boundary impact on port side sub-cost coefficient, channel boundary impact on starboard side sub-cost coefficient, ship speed sub-cost coefficient, route sub-cost, channel curvature effect sub-cost, channel boundary impact on port side sub-cost, channel boundary impact on starboard side sub-cost, ship speed sub-cost, and destination sub-cost, the estimated operating cost of the ship is obtained, including:

[0024] The operating cost of a ship is determined by weighted summation based on the sub-cost coefficients of route, channel curvature effect, channel boundary influence on port side, channel boundary influence on starboard side, ship speed, route sub-cost, channel curvature effect sub-cost, channel boundary influence on port side, channel boundary influence on starboard side, and ship speed sub-cost.

[0025] The estimated operating cost of the ship is obtained by summing the operating cost and the terminal sub-cost.

[0026] Furthermore, based on the route sub-cost coefficient, the route, and the speed, the ship's route sub-cost is determined, including:

[0027] Determine the ship's travel time based on the route and speed;

[0028] Based on the route cost coefficient and travel time, the route cost of the vessel is determined using the route cost integral formula.

[0029] Furthermore, based on the vessel's position and channel data, the channel curvature effect sub-cost is determined, including:

[0030] Based on the vessel's position and channel data, determine the channel curvature and distance from the convex bank.

[0031] Based on the channel curvature intensity and the distance to the convex bank, the channel curvature effect sub-cost of the vessel is determined using the channel curvature effect cost formula.

[0032] Furthermore, based on the vessel's position and channel data, the sub-costs of the influence of the channel boundary on the port side and the sub-costs of the influence of the channel boundary on the starboard side are determined, including:

[0033] Based on the vessel's position and channel data, determine the left channel width ratio, right channel width ratio, left boundary distance, and right boundary distance;

[0034] Based on the left channel width ratio, right channel width ratio, left boundary distance, and right boundary distance, the left scaling parameter and right scaling parameter are determined respectively according to the scaling parameter calculation formula;

[0035] Based on the left scaling parameter and the left boundary distance, and using the cost calculation formula for the impact of the channel boundary on the port side, the sub-cost of the impact of the channel boundary on the port side is determined.

[0036] Based on the right scaling parameter and the right boundary distance, and using the cost calculation formula for the impact of the channel boundary on the starboard side, the sub-cost of the impact of the channel boundary on the starboard side is determined.

[0037] Furthermore, based on the ship's speed, the ship's speed sub-cost is determined, including:

[0038] Based on the speed of travel, the ship speed sub-cost is determined using the ship speed cost calculation formula.

[0039] To address the above problems, the present invention also provides a route planning device based on optimal control theory, comprising:

[0040] The data acquisition module is used to acquire data on the ship's route, speed, position, and waterway.

[0041] The estimated operating cost calculation module is used to obtain the estimated operating cost of the ship based on the route, speed, position and channel data. The estimated operating cost includes at least one of the following: route sub-cost, channel curvature effect sub-cost, channel boundary impact on port side sub-cost, channel boundary impact on starboard side sub-cost and ship speed sub-cost, as well as destination sub-cost.

[0042] The negative utility model building module is used to model the ship in Matlab based on the estimated operating costs and optimal control theory to obtain the ship's negative utility model.

[0043] The route planning module is used to determine the route corresponding to the minimum negative utility based on the negative utility model.

[0044] To address the aforementioned problems, the present invention also provides a ship, including an onboard control device. The onboard control device includes a processor and a memory, the memory storing a computer program. When the computer program is executed by the processor, it implements the route path planning method based on optimal control theory as described in any of the above technical solutions, or includes a route path planning device based on optimal control theory as described in any of the above technical solutions.

[0045] The beneficial effects of the above embodiments are as follows: This invention provides a route planning method, apparatus, and vessel based on optimal control theory. The method includes: obtaining the estimated operating cost of the vessel based on the travel route, travel speed, travel position, and waterway data; modeling the vessel in Matlab based on optimal control theory according to the estimated operating cost to obtain the vessel's negative utility model, and determining the route path corresponding to the minimum negative utility. By analyzing and processing the estimated operating cost generated by the vessel during its journey, high-precision calculation and control of the estimated operating cost of the vessel during port entry and exit can be achieved. Furthermore, by modeling the vessel in Matlab, when the vessel's operating path deviates, it can quickly make adaptive adjustments based on existing data and ensure that the negative utility is minimized, thereby achieving real-time adjustment of the route path and effectively improving the vessel's navigation efficiency. Attached Figure Description

[0046] Figure 1A flowchart illustrating an embodiment of the route planning method based on optimal control theory provided by the present invention;

[0047] Figure 2 A schematic flowchart illustrating an embodiment of the present invention for obtaining a ship's route;

[0048] Figure 3 A schematic flowchart illustrating an embodiment of the present invention for obtaining the estimated operating cost of a ship;

[0049] Figure 4 A flowchart illustrating an embodiment of the present invention for determining the sub-cost of the influence of the channel boundary on the port side and the sub-cost of the influence of the channel boundary on the starboard side;

[0050] Figure 5 A schematic diagram illustrating the results of an embodiment of the generated recommended route provided by the present invention;

[0051] Figure 6 This is a structural block diagram of an embodiment of the route planning device based on optimal control theory provided by the present invention. Detailed Implementation

[0052] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0053] Ports and waterways, as important transportation hubs, play a vital role in ship berthing, foreign trade, and cargo loading and unloading, making them indispensable transportation links in water-road transportation. Currently, pilots mainly guide ships into and out of ports or shift berths within the port. However, due to the complex natural environment of port waterways, path planning within these waterways is prone to errors, resulting in low navigation efficiency for ships entering and leaving the port.

[0054] Therefore, in the existing technology, there is a problem of low navigation efficiency due to deviations in path planning during the process of guiding ships in and out of ports.

[0055] To address the aforementioned problems, this invention provides a route planning method, apparatus, and vessel based on optimal control theory, which will be described in detail below.

[0056] like Figure 1 As shown, Figure 1 This is a flowchart illustrating an embodiment of the route planning method based on optimal control theory provided by the present invention. The route planning method based on optimal control theory includes:

[0057] Step S101: Obtain the ship's route, speed, position, and channel data;

[0058] Step S102: Based on the route, speed, position and channel data, obtain the estimated operating cost of the ship. The estimated operating cost includes at least one of the following: route sub-cost, channel curvature effect sub-cost, channel boundary impact on port side sub-cost, channel boundary impact on starboard side sub-cost and ship speed sub-cost, as well as destination sub-cost.

[0059] Step S103: Based on the estimated operating cost, model the ship using Matlab based on optimal control theory to obtain the ship's negative utility model;

[0060] Step S104: Based on the negative utility model, determine the route path corresponding to the minimum negative utility.

[0061] In this embodiment, firstly, the ship's route, speed, position, and channel data are acquired; secondly, based on the route, speed, position, and channel data, the estimated operating cost of the ship is obtained, wherein the estimated operating cost includes at least one of the following: route sub-cost, channel curvature effect sub-cost, channel boundary influence on the port side sub-cost, channel boundary influence on the starboard side sub-cost, and ship speed sub-cost, as well as destination sub-cost; then, based on the estimated operating cost, the ship is modeled using Matlab based on optimal control theory to obtain the ship's negative utility model; finally, based on the negative utility model, the route path corresponding to the minimum negative utility is determined.

[0062] In this embodiment, by analyzing and processing the estimated operating costs generated by the ship during its journey, it is possible to calculate and control the estimated operating costs of the ship during its entry and exit from the port with high precision. Furthermore, by modeling the ship using Matlab, when the ship's operating path deviates, it can quickly make adaptive adjustments based on existing data and ensure that the negative utility is minimized, thereby achieving real-time adjustment of the route path and effectively improving the ship's navigation efficiency.

[0063] In a preferred embodiment, in step S101, in order to obtain the ship's route, such as... Figure 2 As shown, Figure 2 This is a schematic flowchart illustrating an embodiment of the present invention for obtaining a ship's route. Obtaining the ship's route includes:

[0064] Step S111: Construct a port and waterway map;

[0065] Step S112: Obtain the origin of the vessel and determine the destination of the vessel based on the port channel map;

[0066] Step S113: Based on the starting point and the destination, determine the ship's route through route planning.

[0067] In this embodiment, firstly, a port channel map is constructed; then, the starting point of the ship is obtained, and the destination of the ship is determined based on the port channel map; finally, the ship's route is determined through route planning based on the starting point and destination.

[0068] In this embodiment, the optimal route for ships is obtained based on the port channel map, which can effectively reduce the operating distance of ships during the process of entering and leaving the port and improve navigation efficiency.

[0069] In a preferred embodiment, in step S102, in order to obtain the estimated operating cost of the ship, such as... Figure 3 As shown, Figure 3 This is a schematic flowchart illustrating an embodiment of the present invention for obtaining the estimated operating cost of a ship. Obtaining the estimated operating cost of a ship includes:

[0070] Step S121: Set the route sub-cost coefficient, channel curvature effect sub-cost coefficient, channel boundary influence on port side sub-cost coefficient, channel boundary influence on starboard side sub-cost coefficient, and ship speed sub-cost coefficient;

[0071] Step S122: Determine the ship's route cost based on the route cost coefficient, the route, and the speed.

[0072] Step S123: Determine the channel curvature effect cost of the vessel based on its position and channel data;

[0073] Step S124: Based on the ship's position and channel data, determine the sub-costs of the influence of the channel boundary on the port side and the sub-costs of the influence of the channel boundary on the starboard side, respectively;

[0074] Step S125: Determine the ship speed sub-cost based on the ship's speed;

[0075] Step S126: Determine the ship's destination sub-cost based on the route and speed;

[0076] Step S127: Based on the route sub-cost coefficient, channel curvature effect sub-cost coefficient, channel boundary influence on port side sub-cost coefficient, channel boundary influence on starboard side sub-cost coefficient, ship speed sub-cost coefficient, route sub-cost, channel curvature effect sub-cost, channel boundary influence on port side sub-cost, channel boundary influence on starboard side sub-cost, ship speed sub-cost, and destination sub-cost, obtain the estimated operating cost of the ship.

[0077] In this embodiment, firstly, the following sub-cost coefficients are set: route sub-cost coefficient, channel curvature effect sub-cost coefficient, channel boundary influence on port side sub-cost coefficient, channel boundary influence on starboard side sub-cost coefficient, and ship speed sub-cost coefficient. Secondly, the route sub-cost of the ship is determined based on the route sub-cost coefficient, the route, and the speed. The channel curvature effect sub-cost of the ship is determined based on the position and channel data. The channel boundary influence on port side and channel boundary influence on starboard side sub-cost are determined based on the position and channel data. The ship speed sub-cost is determined based on the speed. The destination sub-cost of the ship is determined based on the route and speed. Finally, the estimated operating cost of the ship is obtained based on the route sub-cost coefficient, channel curvature effect sub-cost coefficient, channel boundary influence on port side sub-cost coefficient, channel boundary influence on starboard side sub-cost coefficient, ship speed sub-cost coefficient, route sub-cost, channel curvature effect sub-cost, channel boundary influence on port side sub-cost, channel boundary influence on starboard side sub-cost, ship speed sub-cost, and destination sub-cost.

[0078] In this embodiment, by performing data calculations on each sub-cost in the estimated operating cost of a ship, the various costs incurred by the ship during its entry and exit from the port can be quantitatively determined. Furthermore, by setting coefficients for each sub-cost and based on integrated calculations, the costs incurred by the ship when operating according to the route are determined, thereby determining the final estimated operating cost, so as to determine the optimal route.

[0079] In a preferred embodiment, in step S127, in order to obtain the estimated operating cost of the ship, the operating cost of the ship is determined by weighted summation based on the route sub-cost coefficient, the channel curvature effect sub-cost coefficient, the channel boundary influence on the port side sub-cost coefficient, the channel boundary influence on the starboard side sub-cost coefficient, the ship speed sub-cost coefficient, the route sub-cost, the channel curvature effect sub-cost, the channel boundary influence on the port side sub-cost, the channel boundary influence on the starboard side sub-cost, and the ship speed sub-cost; then, the estimated operating cost of the ship is obtained by summing the operating cost and the destination sub-cost.

[0080] As a preferred embodiment, the negative utility model selects a route by predicting and minimizing the expected negative utility of following the route path. In the selection of a ship route, it is necessary to analyze the speed and position of the ship in the route path.

[0081] In one specific embodiment, velocity v and position x are considered as control input and output, respectively. To apply control, considering the ship's position x (state) and velocity v (control), the ship's position x(t) at instant t is used... This is represented by the following statement. Then, using ship kinematics, under the constraint of x(τ), the present invention predicts the route cost and determines the future position x(τ) where τ>t.

[0082] dx=vdt+dε

[0083] subject to

[0084] Where x is the ship's current position; v is the ship's current speed; dx is the derivative of the ship's position; dv is the derivative of the ship's speed; τ is the given time; dε is a small disturbance; and x(τ) is the ship's position at the given time. Let t be the position of the ship at instant t.

[0085] Where v = v(τ) represents the ship's speed when τ > t; dε is a function that follows N(0,σ). 2 ) distribution.

[0086] It should be noted that white noise reflects the uncertainty of expected traffic conditions, which is caused by a lack of experience or the randomness of future conditions.

[0087] Furthermore, in order to determine the expected negative utility, let [t,t] t ) represents the planning period, where t and t t These are the current time and the preset destination time, respectively. The ship is expected to arrive at its destination within this time period, denoted by t. a Represent the time of arrival at the destination, and make T = min(t t ,t a Consider any velocity v [t,T) Cause trajectory x [t,T) The change in expected negative utility C is defined as:

[0088] C(T,v [t,T) )=∫ t T L(τ,x(τ),v(τ))dτ+φ(T,x(T))

[0089] Where C represents the negative utility, L represents the operating cost, φ represents the endpoint cost, T represents the time to reach the endpoint, t represents any time, and τ represents a given time.

[0090] In this embodiment, the operating cost L(τ,x(τ),v(τ)) reflects the cost incurred by the ship at a given time τ, at position x(τ) and control speed v(τ), within a short time interval [τ,τ+dτ). The destination cost φ(T,x(T)) reflects the negative revenue incurred because the ship arrives at position x(T) at the destination time T but is not at its destination. Calculating the costs incurred during ship operation using the formula for expected negative utility improves the reliability of expected negative utility.

[0091] In a preferred embodiment, in step S122, in order to determine the route sub-cost of the vessel, firstly, the vessel's travel time is determined based on the travel route and travel speed; then, based on the route sub-cost coefficient and travel time, the vessel's route sub-cost is determined based on the route cost integral formula.

[0092] In one specific embodiment, the effect of the estimated flight time on operating costs is the estimated flight time multiplied by the time pressure to reach the destination. The estimated flight time is defined as L1.

[0093] L1(t,x,v)=1

[0094] The integral formula for route cost is as follows:

[0095] ∫ t T c1·L1(τ,x(τ),v(τ))dτ=∫ t T c1dτ=c1(Tt)

[0096] Where T is the time it takes for the ship to reach its destination; t is any time; and c1 is the route cost coefficient.

[0097] In a preferred embodiment, in step S123, in order to determine the channel curvature effect sub-cost of the ship, firstly, the channel curvature intensity and the distance to the convex bank of the ship are determined based on the ship's position and channel data; then, based on the channel curvature intensity and the distance to the convex bank, the channel curvature effect sub-cost of the ship is determined based on the channel curvature effect cost formula.

[0098] The formula for the cost of channel curvature effect is as follows:

[0099]

[0100] Where L2 is the channel curvature effect cost; θ is the channel angle change; S is the channel arc length, approximately equal to the length of the curve centerline; θ / S is the channel curvature intensity; d cv (x) represents the distance to the convex bank.

[0101] It should be noted that L2 only increases in the curved areas of the channel, generating repulsive force from the convex bank. The channel curvature intensity represents the directional change of the ship per unit distance.

[0102] In a preferred embodiment, in step S124, in order to determine the sub-cost of the influence of the channel boundary on the port side and the sub-cost of the influence of the channel boundary on the starboard side, respectively, as follows: Figure 4 As shown, Figure 4The flowchart illustrating an embodiment of the present invention for determining the sub-costs of the influence of the channel boundary on the port side and the sub-costs of the influence of the channel boundary on the starboard side includes:

[0103] Step S1241: Based on the vessel's position and channel data, determine the left channel width ratio, right channel width ratio, left boundary distance, and right boundary distance;

[0104] Step S1242: Based on the left channel width ratio, right channel width ratio, left boundary distance, and right boundary distance, determine the left scaling parameter and right scaling parameter respectively according to the scaling parameter calculation formula;

[0105] Step S1243: Based on the left scaling parameter and the left boundary distance, determine the sub-cost of the impact of the channel boundary on the port side according to the cost calculation formula for the impact of the channel boundary on the port side;

[0106] Step S1244: Based on the right scaling parameter and the right boundary distance, determine the sub-cost of the influence of the channel boundary on the starboard side using the cost calculation formula for the influence of the channel boundary on the starboard side.

[0107] In this embodiment, firstly, based on the vessel's position and channel data, the port channel width ratio, starboard channel width ratio, port boundary distance, and starboard boundary distance are determined. Secondly, based on the port channel width ratio, starboard channel width ratio, port boundary distance, and starboard boundary distance, the port scaling parameter and starboard scaling parameter are determined using the scaling parameter calculation formula. Then, based on the port scaling parameter and port boundary distance, and using the channel boundary impact cost calculation formula, the channel boundary impact sub-cost on the port side is determined. Finally, based on the starboard scaling parameter and starboard boundary distance, and using the channel boundary impact cost calculation formula, the channel boundary impact sub-cost on the starboard side is determined.

[0108] In this embodiment, by calculating the impact of the shore wall on the ship during operation, the estimated operating costs borne by the ship during operation are calculated more comprehensively, which is more conducive to obtaining the optimal route path.

[0109] In one specific embodiment, the impact of the channel boundaries on the port and starboard sides in the expected route cost is treated as a monotonically decreasing (linear) function of the distance to the boundary in the corresponding region. The formula for calculating the sub-cost L3 of the impact of the channel boundaries on the port side is as follows:

[0110]

[0111] The formula for calculating the sub-cost L4 of the effect of the channel boundary on the starboard side is as follows:

[0112]

[0113] Where R1 is the left scaling parameter, R2 is the right scaling parameter, d1(x) is the left boundary distance, and d2(x) is the right boundary distance.

[0114] Furthermore, the formula for calculating the left scaling parameter R1 is as follows:

[0115] R1 = [d1(x) + d2(x)]·r1

[0116] The formula for calculating the right scaling parameter R2 is:

[0117] R² = [d₁(x) + d₂(x)]·r²

[0118] Where r1 is the width ratio of the left channel and r2 is the width ratio of the right channel.

[0119] In this embodiment, by calculating the impact of the channel boundary on the ship's operation and by using data calculation, the sub-costs of the impact of the channel boundary on the port side and the sub-costs of the impact of the channel boundary on the starboard side are accurately determined, thereby improving the reliability of the final estimated operating cost.

[0120] In a preferred embodiment, in step S125, in order to determine the ship speed sub-cost, the ship speed sub-cost is determined based on the ship speed cost calculation formula according to the travel speed.

[0121] In one specific embodiment, the formula for calculating ship speed cost is as follows:

[0122]

[0123] By using the above methods, through data analysis and processing of the estimated operating costs generated by ships during their journey, it is possible to achieve high-precision calculation and control of the estimated operating costs of ships entering and leaving ports. Furthermore, by modeling ships using Matlab, when deviations occur in the ship's operating path, adaptive adjustments can be made quickly based on existing data, ensuring that negative effects are minimized, thereby achieving real-time adjustment of the route and effectively improving the ship's navigation efficiency.

[0124] Furthermore, to test the effectiveness of the above method, a waterway network was constructed at the mouth of the Meuse River in the Port of Rotterdam, including the Meuse River, its basin, berths, and part of the waterway. This network was then planned using the optimal control theory-based route planning method, taking into account the location distribution of the Meuse River, its basin, berths, and the waterway. After the user inputs different starting and ending points, recommended routes were generated based on preset costs, such as... Figure 5 As shown, Figure 5This is a schematic diagram illustrating an embodiment of the recommended route generated by the present invention. Users can operate the route based on their familiarity with the port, their ship driving habits, and the generated recommended route reference.

[0125] To address the aforementioned problems, this invention also provides a route planning device based on optimal control theory, such as... Figure 6 As shown, Figure 6 This is a structural block diagram of an embodiment of the route planning device based on optimal control theory provided by the present invention. The route planning device 600 based on optimal control theory includes:

[0126] The data acquisition module 601 is used to acquire the ship's route, speed, position, and channel data;

[0127] The estimated operating cost calculation module 602 is used to obtain the estimated operating cost of the ship based on the route, speed, position and channel data. The estimated operating cost includes at least one of the following: route sub-cost, channel curvature effect sub-cost, channel boundary impact on port side sub-cost, channel boundary impact on starboard side sub-cost and ship speed sub-cost, as well as destination sub-cost.

[0128] The negative utility model construction module 603 is used to model the ship in Matlab based on the estimated operating cost and optimal control theory to obtain the ship's negative utility model.

[0129] The route planning module 604 is used to determine the route corresponding to the minimum negative utility based on the negative utility model.

[0130] The present invention also provides a ship, including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the route path planning method based on optimal control theory as described in any of the above technical solutions, or includes the route path planning device based on optimal control theory as described in any of the above technical solutions.

[0131] In some embodiments, the memory can be an internal storage unit of a computer device, such as a hard drive or RAM. In other embodiments, the memory can be an external storage device of the computer device, such as a plug-in hard drive, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card. Furthermore, the memory can include both internal and external storage units. The memory is used to store application software and various types of data installed on the computer device, such as program code for installing the computer device. The memory can also be used to temporarily store data that has been output or will be output. In one embodiment, a route planning program based on optimal control theory can be executed by a processor to implement the route planning method based on optimal control theory according to various embodiments of the present invention.

[0132] In some embodiments, the processor may be a central processing unit (CPU), a microprocessor, or other data processing chip, used to run program code stored in memory or process data, such as executing a route planning program based on optimal control theory.

[0133] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0134] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A route planning method based on optimal control theory, characterized in that, include: To obtain data on a ship's route, speed, position, and waterway. Based on the travel route, travel speed, travel position, and channel data, the estimated operating cost of the vessel is obtained, wherein the estimated operating cost includes at least one of the following: route sub-cost, channel curvature effect sub-cost, channel boundary impact on port side sub-cost, channel boundary impact on starboard side sub-cost, and vessel speed sub-cost, as well as destination sub-cost. Based on the estimated operating costs, the ship is modeled in Matlab using optimal control theory to obtain the ship's negative utility model. Based on the aforementioned negative utility model, determine the flight path corresponding to the minimum negative utility; Among them, let Denotes the planning period, where t and These are the current time and the preset end time, respectively. Indicate the time of arrival at the destination, and make Considering arbitrary speeds Caused trajectory The change in the expected negative utility C is defined as: Where C represents negative utility and L represents operating cost. Let T be the destination cost, T be the time to reach the destination, t be any time, and τ be a given time. Operating costs It reflects the position x(τ) and control velocity v(τ) at a given time τ, within a small time interval. Costs generated internally; terminal costs This reflects the fact that the ship arrives at the destination time T. The negative benefits arising from the location being outside the destination are calculated using the expected negative utility C to determine the costs incurred during the ship's operation.

2. The route planning method based on optimal control theory according to claim 1, characterized in that, Obtain the ship's route, including: Construct port and waterway maps; Obtain the origin of the vessel and, based on the port and waterway map, determine the destination of the vessel; Based on the starting point and the ending point, the route of the vessel is determined through route planning.

3. The route planning method based on optimal control theory according to claim 1, characterized in that, Based on the travel route, travel speed, travel position, and waterway data, the estimated operating cost of the vessel is obtained, including: Set the sub-cost coefficients for route, channel curvature effect, channel boundary influence on port side, channel boundary influence on starboard side, and ship speed. The route sub-cost of the vessel is determined based on the route sub-cost coefficient, the route, and the speed. Based on the travel position and the channel data, determine the channel curvature effect cost of the vessel; Based on the travel position and the channel data, determine the sub-cost of the influence of the channel boundary on the port side and the sub-cost of the influence of the channel boundary on the starboard side of the vessel, respectively. Based on the travel speed, determine the ship speed sub-cost of the ship; The destination sub-cost of the vessel is determined based on the travel route and the travel speed. The estimated operating cost of the vessel is obtained based on the route sub-cost coefficient, the channel curvature effect sub-cost coefficient, the channel boundary influence cost coefficient on the port side, the channel boundary influence cost coefficient on the starboard side, the vessel speed sub-cost coefficient, the route sub-cost, the channel curvature effect sub-cost, the channel boundary influence cost on the port side, the channel boundary influence cost on the starboard side, the vessel speed sub-cost, and the destination sub-cost.

4. The route planning method based on optimal control theory according to claim 3, characterized in that, The estimated operating cost of the vessel is obtained based on the route sub-cost coefficient, the channel curvature effect sub-cost coefficient, the channel boundary impact cost coefficient on the port side, the channel boundary impact cost coefficient on the starboard side, the vessel speed sub-cost coefficient, the route sub-cost, the channel curvature effect sub-cost, the channel boundary impact cost on the port side, the channel boundary impact cost on the starboard side, the vessel speed sub-cost, and the destination sub-cost, including: The operating cost of the vessel is determined by weighted summation based on the route sub-cost coefficient, the channel curvature effect sub-cost coefficient, the channel boundary influence on the port side sub-cost coefficient, the channel boundary influence on the starboard side sub-cost coefficient, the vessel speed sub-cost coefficient, the route sub-cost, the channel curvature effect sub-cost, the channel boundary influence on the port side sub-cost, the channel boundary influence on the starboard side sub-cost, and the vessel speed sub-cost. The estimated operating cost of the vessel is obtained by summing the operating cost and the endpoint sub-cost.

5. The route planning method based on optimal control theory according to claim 3, characterized in that, The route sub-cost of the vessel is determined based on the route sub-cost coefficient, the route, and the speed, including: The travel time of the vessel is determined based on the travel route and the travel speed. Based on the route sub-cost coefficient and the travel time, the route sub-cost of the vessel is determined using the route cost integral formula.

6. The route planning method based on optimal control theory according to claim 3, characterized in that, Based on the vessel's position and the channel data, determine the channel curvature effect sub-cost of the vessel, including: Based on the travel position and the channel data, determine the channel curvature intensity and the distance to the convex bank of the vessel; Based on the channel curvature intensity and the distance to the convex bank, the channel curvature effect sub-cost of the vessel is determined using the channel curvature effect cost formula.

7. The route planning method based on optimal control theory according to claim 3, characterized in that, Based on the vessel's position and the channel data, determine the sub-costs of the influence of the channel boundary on the port side and the sub-costs of the influence of the channel boundary on the starboard side, including: Based on the travel position and the channel data, determine the ship's left channel width ratio, right channel width ratio, left boundary distance, and right boundary distance; Based on the left channel width ratio, the right channel width ratio, the left boundary distance, and the right boundary distance, the left scaling parameter and the right scaling parameter are determined respectively according to the scaling parameter calculation formula; Based on the left scaling parameter and the left boundary distance, and using the cost calculation formula for the impact of the channel boundary on the port side, the sub-cost of the impact of the channel boundary on the port side is determined. Based on the right scaling parameter and the right boundary distance, and using the cost calculation formula for the impact of the channel boundary on the starboard side, the sub-cost of the impact of the channel boundary on the starboard side is determined.

8. The route planning method based on optimal control theory according to claim 3, characterized in that, Based on the travel speed, the ship speed sub-cost is determined, including: Based on the stated travel speed, the ship speed sub-cost is determined using the ship speed cost calculation formula.

9. A route planning device based on optimal control theory, characterized in that, include: The data acquisition module is used to acquire data on the ship's route, speed, position, and waterway. The estimated operating cost calculation module is used to obtain the estimated operating cost of the ship based on the travel route, the travel speed, the travel position and the channel data. The estimated operating cost includes at least one of the following: route sub-cost, channel curvature effect sub-cost, channel boundary impact on port side sub-cost, channel boundary impact on starboard side sub-cost and ship speed sub-cost, as well as destination sub-cost. The negative utility model construction module is used to model the ship in Matlab based on the estimated operating cost and optimal control theory to obtain the ship's negative utility model. The route planning module is used to determine the route corresponding to the minimum negative utility based on the negative utility model. Among them, let Denotes the planning period, where t and These are the current time and the preset end time, respectively. Indicate the time of arrival at the destination, and make Considering arbitrary speeds Caused trajectory The change in expected negative utility C is defined as: Where C represents negative utility and L represents operating cost. Let T be the destination cost, T be the time to reach the destination, t be any time, and τ be a given time. Operating costs It reflects the position x(τ) and control velocity v(τ) at a given time τ, within a small time interval. Costs generated internally; terminal costs This reflects the fact that the ship arrives at the destination time T. The negative benefits arising from being located at a point but not at the destination are calculated using the expected negative utility C to determine the costs incurred during the ship's operation.

10. A ship, characterized in that, The system includes a shipborne control device, which includes a processor and a memory. The memory stores a computer program, and when the computer program is executed by the processor, it implements the route planning method based on optimal control theory as described in any one of claims 1-8.

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