A multi-kinematic-state target automatic collision avoidance method

Abstract

The application provides a kind of multi-static target automatic collision avoidance method, it is related to ship collision avoidance technical field, including the following steps: obtaining all possible collision avoidance measures scheme;All possible collision avoidance measures are classified and valued according to the priority level of compliance with the rules of the sea navigation;Judge the meeting situation of the ship and the surrounding target, according to the meeting situation, select several kinds of collision avoidance measures that comply with the rules of the sea navigation by matrix method and sort by priority level;The ship navigation information is input to the collision avoidance decision system, the collision avoidance decision system searches from the highest priority level measure in turn until the required collision avoidance measure is retrieved;The ship executes the collision avoidance measure that meets the requirements, when the decision system detects that the ship and the surrounding ships and obstacles are not in collision danger, it will sail according to the planned route or take the action of re-navigation.The application can cope with and solve almost all meeting situations encountered in the process of ship navigation in open waters.

Description

An automatic collision avoidance method for multiple moving and static objects Technical Field

[0001] This invention relates to the field of ship collision avoidance technology, and more particularly to an automatic collision avoidance method for multiple moving and static objects. Background Technology

[0002] Automatic collision avoidance technology is an essential function for autonomous and unmanned ships. The "Intelligent Ship Specification" and "Autonomous Cargo Transport Ship Specification" published by the China Classification Society clearly stipulate that all ships that have obtained autonomous navigation certification must have the ability to automatically avoid collisions based on scene perception information.

[0003] Scholars both at home and abroad have proposed many algorithms for automatic collision avoidance decision-making and path planning for ships, including geometric analytical methods, fuzzy logic algorithms, speed barrier methods, multi-agent cooperation, knowledge-based expert systems, artificial potential field methods, and heuristic methods based on genetic, ant colony, and particle swarm optimization algorithms.

[0004] These algorithms have expanded and enriched the solution methods and approaches for ship collision avoidance decision models, but many problems still remain to be solved. Traditional control algorithms do not fully consider surrounding environmental factors, rules, or situations where rules are deviated from. Most traditional control algorithms are based on the target ship acting according to collision avoidance rules, but in actual navigation, due to practical needs, the target ship may need to deviate from the rules; some target ships may even violate the rules. These situations can lead to turbulence in the control algorithm during calculation, preventing the controller from taking effective collision avoidance actions. Traditional control algorithms do not consider ship maneuverability; most existing control algorithms only consider the ship's steering gear characteristics, without considering the ship's turning characteristics, heading stability, and directional stability, etc.; they cannot consider the automatic collision avoidance problem from a global perspective and require further improvement and refinement. Existing control algorithms cannot handle multi-ship encounters; most existing control algorithms can only handle collision avoidance between two ships, but multi-ship encounters frequently occur in actual navigation. How to handle such situations places higher demands on the design of control algorithms. Existing control algorithms cannot handle both dynamic and static obstacles simultaneously; their collision avoidance measures are limited, often involving only steering without integration with the planned route; their computation speed is insufficient for real-time requirements; controllers designed based on these algorithms require extensive data acquisition, and the computer needs computation time to run the control program, resulting in delays. Newly designed control algorithms should be simpler, faster, and meet real-time requirements as much as possible; existing algorithms lack uniqueness and determinism in their solutions; they cannot prevent collisions from sudden, uncoordinated actions by other vessels under critical conditions. The most basic requirement for collision avoidance is that vessels at risk of collision must adhere to collision avoidance rules until they have cleared the way; if a vessel suddenly takes uncoordinated collision avoidance action at approach distance, the automatic collision avoidance algorithm and controller may be unable to make a collision decision quickly enough, leading to a collision. Summary of the Invention

[0005] In view of this, the purpose of this invention is to propose an automatic collision avoidance method for multiple moving and static objects, so as to solve the technical problems of existing algorithms, such as not considering the case of deviation from the rules, not considering the case of multiple ships meeting, failure to transmit collision avoidance information in real time, and collision avoidance behavior with inconsistent approach distances.

[0006] The technical means employed in this invention are as follows:

[0007] An automatic collision avoidance method for multiple moving and static objects includes the following steps:

[0008] Obtain all possible collision avoidance measures; obtain the vessel's navigation information; classify and assign values ​​to all possible collision avoidance measures according to their priority levels in accordance with maritime navigation rules;

[0009] Assess the encounter situation between the vessel and surrounding objects, and select several collision avoidance measures that comply with maritime navigation rules using a matrix method based on the encounter situation, and sort them by priority level.

[0010] The ship's navigation information is input into the collision avoidance decision system, which searches sequentially from the highest priority measure until a collision avoidance measure that meets the requirements is found.

[0011] This vessel will take collision avoidance measures that meet the requirements. When the decision-making system detects that there is no risk of collision between this vessel and surrounding vessels and obstacles, it will proceed along the planned route or take rerouting action.

[0012] Furthermore, the collision avoidance measures include turning right, turning left, decelerating, accelerating, turning right and decelerating simultaneously, turning left and decelerating simultaneously, turning right and accelerating simultaneously, turning left and accelerating simultaneously, stopping the ship, and replanning the planned route.

[0013] Furthermore, the determination of the encounter situation between the ship and surrounding objects includes the following steps:

[0014] Judge the encounter situation between two or more ships by comparing the course of other ships with that of your own ship;

[0015] By calculating the nearest encounter distance and the time to reach the nearest encounter distance, it can be determined whether there is a risk of collision between the vessel and other vessels.

[0016] If there is no risk of collision, no collision avoidance action is required; proceed along the planned route. If there is a risk of collision, take collision avoidance action.

[0017] Furthermore, the collision avoidance rules include:

[0018] When encountering a situation where the vessel is overtaking: if the vessel is judged to be overtaking or suspected of overtaking another vessel according to the rules, the vessel shall give way to the vessel being overtaken.

[0019] When the encounter situation is a head-on situation: if the rules determine that the vessel is in a head-on or suspected head-on situation with another vessel, the vessel and the other vessel should each turn to starboard to pass on the port side of the other vessel.

[0020] When the encounter situation is a crossover situation: if the rules determine that the vessel is in a crossover situation with another vessel, and the other vessel is on the starboard side of the vessel, the vessel shall give way to the other vessel; if the other vessel is on the port side of the vessel, and the other vessel fails to take measures in accordance with the rules to create an imminent situation, the vessel may take maneuvering actions on its own to avoid a collision.

[0021] Furthermore, when encountering a situation of overtaking: if the rules determine that the vessel is overtaking or is suspected of overtaking another vessel, the vessel shall give way to the overtaken vessel, and the collision avoidance measures shall include turning to starboard, turning to port, turning to starboard while accelerating, and turning to port while accelerating.

[0022] When the encounter situation is a head-on situation, if the rules determine that the vessel is in a head-on or suspected head-on situation with another vessel, the vessel and the other vessel should each turn to starboard to pass on the port side of the other vessel, and the collision avoidance measure is to turn to starboard.

[0023] When the encounter situation is a cross encounter, if the rules determine that the vessel is in a cross encounter situation with another vessel, and the other vessel is on the starboard side of the vessel, the vessel shall give way to the other vessel; if the other vessel is on the port side of the vessel, and the other vessel fails to take measures in accordance with the rules to create an imminent situation, the vessel may take maneuvering actions on its own to avoid a collision, and the collision avoidance measure shall be to turn to starboard.

[0024] Furthermore, the navigation information of this vessel includes: the planned course of this vessel, the planned speed of this vessel, the course of this vessel and other surrounding vessels, the speed of this vessel and other surrounding vessels, the position information of this vessel and other surrounding vessels, the position information of surrounding static landmarks, the nearest rendezvous distance of surrounding vessels, the nearest rendezvous time of surrounding vessels, the relative bearing of surrounding vessels, the distance of surrounding vessels, and the relative heading angle of surrounding vessels.

[0025] Compared with the prior art, the present invention has the following advantages:

[0026] 1. The present invention provides an automatic collision avoidance method for multiple moving and static objects. By using a matrix method to select several collision avoidance measures that conform to maritime navigation rules and sort them according to priority level, an automatic collision avoidance decision system for ships is designed.

[0027] 2. This invention classifies and assigns values ​​to all possible collision avoidance measures according to their priority levels in accordance with maritime navigation rules. It uses a collision avoidance decision system to search sequentially from the measures with the highest priority level until a collision avoidance measure that meets the requirements is found.

[0028] 3. This invention requires the vessel to perform collision avoidance measures that meet the requirements. When the decision-making system detects that there is no risk of collision between the vessel and surrounding vessels and obstacles, it will sail according to the planned route or take rerouting action, which can achieve collision avoidance behavior for almost all encounter situations encountered by vessels during navigation in open waters. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 is a schematic diagram of the test platform model of the present invention.

[0031] Figure 2 shows the orientational relationship of the three encounter situations according to the present invention.

[0032] Figure 3 is a flowchart of the algorithm of the present invention.

[0033] Figure 4 shows the experimental results of the present invention when the encounter situation is a face-to-face situation.

[0034] Figure 5 shows the experimental results of the present invention when the encountered situation is a cross situation.

[0035] Figure 6 shows the experimental results of the present invention when the encounter situation is a left cross encounter.

[0036] Figure 7 shows the experimental results of the present invention in a situation of overtaking.

[0037] Figure 8 shows the experimental results of the encounter situation of the present invention, which is a multi-object encounter. Detailed Implementation

[0038] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0039] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0040] This invention provides an automatic collision avoidance method for multiple moving and static objects, comprising the following steps:

[0041] All possible collision avoidance measures are classified and assigned values ​​according to their priority level in accordance with maritime navigation rules; for example, they can be divided into several categories such as turning right, turning left, decelerating, accelerating, turning right and decelerating at the same time, turning left and decelerating at the same time, turning right and accelerating at the same time, turning left and accelerating at the same time, stopping the ship and replanning the planned route; maritime navigation rules can be existing rules or manually input rules.

[0042] The encounter situation between two or more ships is determined by the course of the approaching ship and the ship itself, as shown in Figure 2.

[0043] By calculating the nearest encounter distance (DCPA) and the time to reach the nearest encounter distance (TCPA), it is determined whether there is a risk of collision between our vessel and the target vessel;

[0044] If there is no risk of collision, no collision avoidance action is required; continue on the planned route. If there is a risk of collision, collision avoidance action is necessary. The four stages of collision avoidance action are shown in Table 1:

[0045] Table 1. Four stages of collision avoidance maneuvers

[0046]

[0047] If the situation is one of overtaking: If the rules determine that the vessel is overtaking or is suspected of overtaking another vessel, the vessel should give way to the overtaken vessel. Collision avoidance measures include turning right, turning left, turning right while accelerating, and turning left while accelerating. Decision row vector: [10.900000.40.30.20].

[0048] If the encounter situation is a head-on collision: If, according to the rules, the situation is a head-on collision or a suspected head-on collision, both vessels should turn to starboard to pass over the other vessel's port side. Collision avoidance measures include turning to starboard, etc. Decision row vector: [10000.600.400.20].

[0049] If the encounter situation is a crossover: According to the rules, if the other vessel is on the starboard side of this vessel, this vessel should give way to the other vessel; if the other vessel is on the port side of this vessel and the other vessel fails to take measures as required by the rules, creating a tense situation, this vessel may take maneuvering actions independently to avoid a collision. Collision avoidance measures may include turning to starboard, etc. Decision row vector: [100.80.70.600.400.20].

[0050] Multiple-ship encounter situation: This ship is simultaneously at risk of collision with several other ships. Assuming that three ships are in overtaking, head-on, and cross-encounter situations with this ship respectively, a decision matrix can be formed.

[0051] [1.00.90.00.00.00.00.40.30.20.0;

[0052] 1.00.00.00.00.60.00.40.00.20.0;

[0053] 1.00.00.80.70.60.00.40.00.20.0).

[0054] By taking the smallest value, we can obtain the decision row vector: [1.00.00.00.00.00.00.40.00.20.0]. The collision avoidance measures that can be taken are turning right, turning right while accelerating, stopping the ship, and replanning the planned route.

[0055] The system outputs collision avoidance measures by calculating and searching through algorithms.

[0056] The system decision system is designed as follows:

[0057] The so-called collision avoidance decision-making hierarchy search algorithm first classifies and assigns values ​​to all possible collision avoidance measures according to their priority in the collision avoidance rules. For example, these can be categorized into several types: turning right, turning left, decelerating, accelerating, turning right and decelerating simultaneously, turning left and decelerating simultaneously, turning right and accelerating simultaneously, turning left and accelerating simultaneously, stopping, and replanning the planned route, with values ​​of 1, 0.9, 0.8, 0.7, 0.6, 0.5, 0.4, ..., 0, respectively. Next, it assesses the encounter situation between the vessel and surrounding landmarks, and selects the collision avoidance measures that conform to the rules using a matrix method based on the encounter situation. Finally, it searches sequentially starting with the measures with the highest priority until a collision avoidance measure that meets the requirements is found.

[0058] Collision avoidance measures are not limited to those listed above and can be more precisely classified depending on the circumstances. This invention temporarily categorizes collision avoidance measures into the listed categories, and the collision avoidance measure assignment table is shown in Table 2.

[0059] Table 2. Collision Avoidance Measures Assignment Table

[0060]

[0061] After taking collision avoidance actions, if the decision-making system detects that there is no risk of collision between the vessel and surrounding vessels and obstacles, the vessel will proceed along the planned route or resume navigation.

[0062] Example 1

[0063] Overall framework of algorithm design:

[0064] A test platform was built using the C++ programming language. Considering the impact of ship maneuverability on collision avoidance decisions, a controller was added to the test platform, and a relatively accurate mathematical model of ship motion was established. A schematic diagram of the test platform model is shown in Figure 1. The specific algorithm flow is shown in Figure 3. For experimental simplicity, only ship number 0 was added to the automatic collision avoidance program, with a safety distance set at 1000 meters. The ship's domain was defined as a circle centered at the ship's center and with the safety distance as its radius. When a collision risk was detected, the conditions for triggering collision avoidance action were set to a distance less than 2000 meters or a TCPA (Collision Avoidance Action) time less than 6 minutes.

[0065] Algorithm Detail Process

[0066] (1) Obtain the planned course and planned speed of the ship, the course (COG), speed and position information of the ship and other ships around it, the position information of surrounding static objects, and the DCPA (distance to nearest meeting), TCPA (time to nearest meeting), RB (bearing), DT (distance), RC (heading angle) and other information of surrounding ships in real time from equipment such as radar and electronic chart information system.

[0067] (2) Input the acquired information into the collision avoidance decision system.

[0068] (3) The decision-making system searches for collision avoidance decisions according to the pre-set priorities. It judges the encounter situation. If there is no collision risk and |CA-COG| < the set value, it sails according to the planned route; if there is no collision risk and |CA-COG| > = the set value, it takes a rerouting action; if there is a collision risk, as long as one ship is at risk of collision, it starts searching for collision avoidance decisions and searches for the collision avoidance actions to be taken.

[0069] (4) System outputs collision avoidance measures.

[0070] (5) Retracing Operation: When the decision-making system detects that there is no collision risk between the vessel and surrounding vessels and obstacles, it will proceed along the planned route or take retracing action. Proceeding along the planned route when there is no collision risk is easy to understand. Regarding the specific criteria for retracing action, when TCPA is sufficiently large, it can be considered that there is no collision risk; additionally, when TCPA is negative and DT (distance) is greater than the safe distance, it can also be considered that there is no collision risk. Retracing action can be seen as the reverse movement of collision avoidance action; therefore, it also adopts a hierarchical search method. The difference between retracing action and collision avoidance action is that retracing action is a reverse search, detecting collision avoidance action while searching.

[0071] Example 2

[0072] As shown in Figure 4, Example 2 illustrates a head-on encounter situation. Three different head-on encounter scenarios were set: Ship 0 had a heading of 045° and a speed of 14.9 m / s, while Ship 1 had a heading of 225° and speeds of 10 m / s, 15 m / s, and 25 m / s, respectively. The experimental results are shown in Figure 4. In Figure A, only Ship 0 took a right turn, while Ship 1 did not. Ship 0 took a right turn alone according to the rules, and turned back after Ship 1 cleared the way. In Figures B and C, both Ship 0 and Ship 1 took a right turn according to the rules, passing on the port side of the other ship. In Figure D, both ships took a right turn according to the rules, but Ship 1 turned back before clearing the way, causing Ship 0 to have to turn right again to increase the distance between the two ships and avoid a collision. This demonstrates that the algorithm can make corresponding decisions in real time based on the situation, exhibiting real-time characteristics. The collision avoidance experiments conducted at three different speeds show that the algorithm can meet the real-time collision avoidance decision-making requirements under different speed conditions.

[0073] Example 3

[0074] As shown in Figure 5, Example 3 illustrates the situation where the encounter situation is a crossover. Two experiments were designed for crossover encounter situations: a right crossover situation and a left crossover situation.

[0075] Crossing Situation: The initial state of vessel 0 (ship #0) is set as follows: heading 045°, speed 14.9 m / s, position (-5000, -5000); the initial state of vessel #1 is set as: heading 270°, speed 15 m / s, position (8000, 0). The experimental results are shown in Figure 5. Initially, both vessels proceed along their planned routes from their initial positions. Upon reaching position a, vessel #0 detects a crossing situation with vessel #1 and begins to take collision avoidance measures by turning right, changing its heading to 062° and maintaining this heading until it passes position b. After clearing the way, vessel #0 begins to turn back, changing its heading from 062° to 035° until it returns to its planned route. As the vessel approaches its planned route, its heading slowly returns from 035° to the planned heading of 045°. The vessel then maintains its planned heading until there is another collision risk. The entire avoidance process fully complies with the collision avoidance rules regarding the actions of the giving vessel in a crossing situation.

[0076] Example 4

[0077] As shown in Figure 6, Example 4 illustrates a port cross-traffic situation. The initial states of the main vessel are: heading 045°, speed 14.9 m / s, position (-5000, -5000); the initial states of vessel 2 are: heading 180°, speed 15 m / s, position (7000, 0). Compared to the cross-traffic situation, the port cross-traffic situation is defined from the perspective of the vessel traveling in the straight. The purpose of the experiment is to observe how the vessel traveling in the straight takes maneuvering actions when the yielding vessel fails to take collision avoidance measures according to the rules. Therefore, the conditions for the vessel traveling in the straight to trigger collision avoidance actions are set as a distance of less than 1800 meters or a TCPA (Collision-Track Action) of less than 5 minutes, which is later than the timing of collision avoidance actions taken by the yielding vessel. As shown in Figure 6, at time A, ship 2 failed to fulfill its right-of-way obligation, and ship 0, which was sailing in the straight direction, began to maneuver and turn to the right; at time B, ship 2 fulfilled its right-of-way obligation and began to turn to the right, and ship 0 detected this information and began to turn back; at time C, ship 0 was about to return to the planned route, and ship 2 took a return-to-course action.

[0078] Example 5

[0079] As shown in Figure 7, Example 5 illustrates the situation where the encounter is a pursuit / overtaking maneuver. Ship 0 is set with an initial heading of 045°, a speed of 14.9 m / s, and a position of (-5000, -5000); Ship 1 is set with an initial heading of 045°, a speed of 5 m / s, and a position of (-3000, -3000). The experimental results are shown in Figure 7. At time A, Ship 0 begins the pursuit / overtaking maneuver and turns to the right; segment BC is the parallel pursuit / overtaking phase; at time C, Ship 0 calculates and determines that it can take a turn back, and begins turning to the left to return; at time D, Ship 0 returns, and the pursuit / overtaking maneuver ends.

[0080] Example 6

[0081] As shown in Figure 8, Example 6 illustrates the scenario where multiple targets are encountered. The initial target states are set as follows: Ship 0: heading 045°, speed 14.9 m / s, position (-5000, -5000); Ship 1: heading 180°, speed 10 m / s, position (0, 7000); Ship 2: heading 270°, speed 10 m / s, position (8000, 0); Ship 3: heading 225°, speed 10 m / s, position (3500, 3500); Ship 4: heading 045°, speed 15 m / s, position (-6500, -6500); Target 5: position (-3000, -3200); Target 6: position (3500, 9000). The experimental results are shown in Figure 8. The positions of each ship at different times are marked sequentially with a, b, c, d, e, and f. a represents the initial position of the target. At position a, ship 4 overtakes ship 0. To avoid affecting ship 0, ship 4 turns its course to 000°. Target 5 is a static target located directly in front of ship 0, posing a collision risk. Ship 0 turns right to avoid target 5. At position b, ship 0 has passed target 5 and is turning back. At position c, ship 0 and ship 2 are in a cross-encounter situation, and ship 3 is also involved. A head-on encounter situation was established, and a right turn was taken to pass behind ship 2. At position d, ship 0 passed, allowing ships 2 and 3 to pass, and then turned back. At position e, because ship 1 suddenly changed course at position d, it encountered ship 0 at position e, resulting in a left-hand crossover. Since ship 1 did not take the right turn as required by the rules, ship 0 took its own maneuvering action. Shortly after passing position e, ship 1 took a right turn to avoid collision. When ships 0 and 1 reached position f, the collision hazard was eliminated, and ship 0 turned back. The entire experiment demonstrates that the designed algorithm can handle situations involving moving and static objects, multiple ships with collision hazards, and deviations from the rules.

[0082] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0083] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0084] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0085] The units described as separate components may or may not be physically separate. 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 units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0086] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0087] If the integrated unit is implemented as 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 invention, in essence, 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. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0088] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An automatic collision avoidance method for multiple moving and static objects, characterized in that, The process includes the following steps: obtaining all possible collision avoidance measures; obtaining the vessel's navigation information; classifying and assigning values ​​to all possible collision avoidance measures according to their priority level in accordance with maritime navigation rules, including turning right, turning left, decelerating, accelerating, turning right and decelerating simultaneously, turning left and decelerating simultaneously, turning right and accelerating simultaneously, turning left and accelerating simultaneously, stopping the vessel, and replanning the planned route; the assigned values ​​include 1, 0.9, 0.8, 0.7, 0.6, 0.5, 0.4, ..., 0; determining the encounter situation between the vessel and surrounding objects, and selecting several types of collision avoidance measures that comply with maritime navigation rules based on the encounter situation using a matrix method. Collision avoidance measures are sorted by priority; the vessel's navigation information is input into the collision avoidance decision system, which searches sequentially from the highest priority measure until a collision avoidance measure that meets the requirements is found; the vessel executes the collision avoidance measure that meets the requirements, and when the decision system detects that there is no risk of collision between the vessel and surrounding vessels and obstacles, it will sail according to the planned route or take rerouting action; based on the encounter situation, several types of collision avoidance measures that comply with maritime navigation rules are selected using a matrix method, specifically including: the encounter situation includes overtaking situation, head-on encounter situation and cross encounter situation, and a decision matrix is ​​constructed based on the encounter situation, the decision matrix is ​​as follows: [1.0 0.9 0.0 0.0 0.0 0.0 0.4 0.3 0.2 0.0; 1.0 0.0 0.0 0.0 0.6 0.0 0.4 0.0 0.2 0.0; 1.0 0.0 0.8 0.7 0.6 0.0 0.4 0.0 0.2 0.0] By taking the smallest value, the decision row vector is obtained: [1.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.2 0.0].

2. The automatic collision avoidance method for multiple moving and static objects according to claim 1, characterized in that, The process of determining the encounter situation between the vessel and surrounding objects includes the following steps: determining the encounter situation between two or more vessels by comparing the course of other vessels with that of the vessel; determining whether there is a collision risk between the vessel and other vessels by calculating the nearest encounter distance and the time to reach the nearest encounter distance; if there is no collision risk, no collision avoidance action is required, and the vessel continues on the planned route; if there is a collision risk, collision avoidance action is taken.

3. The automatic collision avoidance method for multiple moving and static objects according to claim 2, characterized in that, The aforementioned maritime navigation rules include: When the encounter situation is an overtaking situation: if the rules determine that the vessel is overtaking or suspected of overtaking another vessel, the vessel shall give way to the overtaken vessel; when the encounter situation is a face-to-face situation: if the rules determine that the vessel is facing another vessel or suspected of facing another vessel, both the vessel and the other vessel shall turn to starboard to pass on the port side of the other vessel; when the encounter situation is a crossing situation: if the rules determine that the vessel is crossing another vessel, and the other vessel is on the starboard side of the vessel, the vessel shall give way to the other vessel; if the other vessel is on the port side of the vessel, and the other vessel fails to take measures in accordance with the rules to create an imminent situation, the vessel may take maneuvering actions independently to avoid a collision.

4. The automatic collision avoidance method for multiple moving and static objects according to claim 3, characterized in that, When the encounter situation is an overtaking situation: if the rules determine that the vessel is overtaking or suspected of overtaking another vessel, the vessel shall give way to the overtaking vessel. Collision avoidance measures include turning to starboard, turning to port, turning to starboard while accelerating, or turning to port while accelerating. When the encounter situation is a face-to-face situation, if the rules determine that the vessel is facing another vessel or suspected of facing another vessel, both vessels shall turn to starboard to pass on the port side of the other vessel. Collision avoidance measures include turning to starboard. When the encounter situation is a crossing situation, if the rules determine that the vessel is crossing another vessel, and the other vessel is on the starboard side of the vessel, the vessel shall give way to the other vessel. If the other vessel is on the port side of the vessel and the other vessel fails to take measures as required by the rules, creating a tense situation, the vessel may take maneuvering actions independently to avoid a collision. Collision avoidance measures include turning to starboard.

5. The automatic collision avoidance method for multiple moving and static objects according to claim 1, characterized in that, The navigation information of this vessel includes: the planned course of this vessel, the planned speed of this vessel, the course of this vessel and other surrounding vessels, the speed of this vessel and other surrounding vessels, the position information of this vessel and other surrounding vessels, the position information of surrounding static landmarks, the nearest rendezvous distance of surrounding vessels, the nearest rendezvous time of surrounding vessels, the relative bearing of surrounding vessels, the distance of surrounding vessels, and the relative heading angle of surrounding vessels.

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