A ship obstacle avoidance path planning system and method

Abstract

The application discloses a ship obstacle avoidance path planning system and method, comprising: a reef monitoring module, a wind monitoring module, a sea wave monitoring module and a turning path planning module arranged on an anchoring structure; the reef monitoring module comprises a sonar sensor, a contour recognition unit connected with the sonar sensor, a three-dimensional image unit and a safety range unit; the wind monitoring module comprises a wind detection device, a wind speed recording unit and a wind direction recording unit connected with the wind detection device; the sea wave monitoring module comprises a sea wave detection device, a sea current recording unit and a tidal range unit connected with the sea wave detection device; and the turning path planning module comprises a turning angle unit, a turning speed unit and a turning radius unit. The application adopts modular design, comprehensively considers ship operation data and environmental data, can respond to environmental changes in real time, dynamically adjusts turning parameters, ensures that the ship travels on a safe and reliable path, and effectively avoids accidents.

Description

Technical Field

[0001] This invention relates to the field of ship obstacle avoidance technology, and in particular to a ship obstacle avoidance path planning system and planning method. Background Technology

[0002] Whether in the exploitation of marine resources or in maritime transport, ships must navigate the sea to complete their tasks. When ships are sailing on the water, collisions with other vessels, various fixed or floating objects are possible, potentially leading to personal injury or property damage. Therefore, collision avoidance and obstacle avoidance have become extremely important aspects of a ship's mission.

[0003] Ship obstacle avoidance control involves using various sensory devices on the ship to perform various avoidance maneuvers against external obstacles that impede its direction of movement, and then continuing its previous actions. In recent years, the application of lidar in ship navigation has been increasing. Compared with other distance sensors, lidar can simultaneously consider both accuracy and speed requirements, which is particularly suitable for the marine field.

[0004] However, when the laser beam in lidar propagates in water, the water absorbs and scatters the laser, which reduces the laser energy and detection range. At the same time, the diameter of the laser beam is small, making it difficult to cover the entire water area. For reefs in wide waters, it is impossible to identify the complete edge of the reef and form a complete safety range for the reef. In addition, it cannot provide an effective obstacle avoidance route when ships are navigating.

[0005] Therefore, there is a need to provide a ship obstacle avoidance path planning system with high reef recognition, high degree of safety range establishment, and clear obstacle avoidance routes to solve the above problems. Summary of the Invention

[0006] This invention overcomes the shortcomings of the prior art and provides a ship obstacle avoidance path planning system and planning method.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows: a ship obstacle avoidance path planning system, comprising: an anchoring structure set around a reef, and a reef monitoring module, a wind monitoring module, a wave monitoring module, and a turning path planning module set on the anchoring structure;

[0008] The reef monitoring module includes: several sonar sensors, a contour recognition unit connected to the sonar sensors, a three-dimensional image unit, and a safety range unit; the reef monitoring module is used to monitor the edge of underwater reefs and generate three-dimensional images of the reefs.

[0009] The wind monitoring module includes: a wind detection device, a wind speed recording unit and a wind direction recording unit connected to the wind detection device; the wind monitoring module is used to monitor the wind conditions around the reef and record wind speed and wind direction data.

[0010] The wave monitoring module includes: several wave detection devices, a current recording unit and a tidal rise unit connected to the wave detection devices; the wave monitoring module is used to monitor the wave and tidal conditions around the reef, and record wave direction data, wave velocity data and tidal rise data.

[0011] The steering path planning module includes a steering angle unit, a steering speed unit, and a steering radius unit. The steering path planning module is used to summarize and calculate the ship's heading data, ship speed data, wind force data, and wave data to generate safe steering angle data, safe steering speed data, and safe steering radius data.

[0012] In a preferred embodiment of the present invention, the contour recognition unit is used to perform multi-angle contour recognition on the reefs identified by the sonar sensor to generate several contour recognition data, the three-dimensional image unit is used to construct a three-dimensional image of the reef based on the several contour recognition data, and the safety range unit is used to divide the safety range of the reef based on the ship's heading data and ship speed data.

[0013] In a preferred embodiment of the present invention, the wind speed recording unit is used to record the wind speed changes around the reef in real time, and the wind direction recording unit is used to record the wind direction changes that match the wind speed changes around the reef in real time.

[0014] In a preferred embodiment of the present invention, the ocean current recording unit is used to record the direction and speed of ocean waves around the reef in real time, and the tidal rise unit is used to record the tidal rise of the sea surface around the reef.

[0015] In a preferred embodiment of the present invention, the steering path planning module further includes a data transmission unit, used to transmit the safe steering angle data, the safe steering speed data and the safe steering radius data to the ship for steering operation when the ship travels within the communication range of the path planning device.

[0016] In a preferred embodiment of the present invention, the turning path planning module is connected to the reef monitoring module, the wind monitoring module and the wave monitoring module.

[0017] In a preferred embodiment of the present invention, the anchoring structure includes: a fixed base, a plurality of anchoring cables disposed on one side of the fixed base, and an anchor hook disposed at one end of the anchoring cables.

[0018] This invention also provides a planning method for a ship obstacle avoidance path planning system, comprising the following steps:

[0019] S1. The edge of the reef is scanned by the reef monitoring module to construct a three-dimensional image of the reef;

[0020] S2. The wind direction and wind speed at the reef are monitored in real time through the wind monitoring module to obtain wind speed and wind direction data.

[0021] S3. The wave monitoring module monitors the direction and speed of the waves and the tidal rise in real time to obtain wave direction data, wave speed data and tidal rise data.

[0022] S4. When the ship is within the communication range of the monitoring device, send the ship's heading data and speed data to the turning path planning module to obtain the safe distance data from the reef.

[0023] S5. Calculate the safe steering angle data, safe steering speed data, and safe steering radius data.

[0024] In a preferred embodiment of the present invention, obtaining the reef safety distance data in step S4 specifically includes the following steps:

[0025] S41. Obtain ship speed V data and heading angle α data;

[0026] S42. Calculate the horizontal component of the ship's speed, V. x V x =V*cosα;

[0027] S43. Calculate the horizontal component of the ship's speed, V. y V y =V*sinα;

[0028] S44. The calculated safe distance from the reef is D0 = V. x *T+0.5*V y *T 2 , where T is the avoidance time, T≥5min.

[0029] In a preferred embodiment of the present invention, in step S5, the safe steering angle data, safe steering speed data, and safe steering radius data are calculated. The specific steps are as follows:

[0030] S51. Calculate the wind thrust F based on wind speed and wind direction data. w and its line of action direction γ w The wave thrust F is calculated based on wave direction and velocity data. s and its line of action direction γ s ; Calculate the thrust F generated by the tides based on tidal rise data. t and its line of action direction γ t Thus, the total external force F and the direction of the total line of action γ are obtained;

[0031] S52. Calculate the turning radius R1 = V of the ship at the initial turning angle θ1. 2 / F·tanθ1, calculate the time required for the ship to turn at an angle of θ1, T1=R1 / V, and calculate the distance traveled by the ship in time T1, D1=V*T1;

[0032] S53. Determine if D1 is less than the safe distance from the reef, D0. If D1 ≥ D0, then the steering parameters are θ1 and R1. If D1 < D0, then continue to adjust the steering parameters to meet the safe distance requirement: adjust the steering angle θ2 = θ1 + Δθ, and adjust the steering radius R2 = V. 2 / F·tanθ2, correct the turning time T2 and distance D2, repeat the judgment and correction steps until D2≥D0.

[0033] This invention addresses the shortcomings of the prior art and has the following beneficial effects:

[0034] (1) This invention provides a ship obstacle avoidance path planning system and planning method. It adopts a modular design, with data communication between modules, which is easy to expand and upgrade. By using multiple sensor modules to monitor the environmental conditions around the ship, the ship operation data and environmental data are comprehensively considered to calculate a safe turning path that fully considers various factors. It can respond to environmental changes in real time, dynamically adjust the turning parameters, ensure that the ship travels on a safe and reliable path, and effectively avoid accidents.

[0035] (2) The present invention can monitor the position and shape changes of underwater reefs in real time through the reef monitoring module. The sonar sensor technology can realize underwater three-dimensional imaging and obtain more accurate and detailed position data of the reefs, solving the problem that it is difficult to form a complete safety range of the reefs in the prior art. At the same time, by combining the contour recognition unit and the three-dimensional image unit, a three-dimensional image model of the reef can be generated, providing a more intuitive and vivid reference for path planning.

[0036] (3) The present invention can monitor wind direction and speed data in different areas of the route in real time through the wind monitoring module, providing important environmental reference conditions for route planning. By comparing with meteorological data, the wind environment of the current and predicted areas can be judged more accurately, providing a basis for planning a reliable route. At the same time, it can identify strong wind areas that are not conducive to navigation, setting important safety constraints for route planning.

[0037] (4) This invention uses a wave monitoring module to monitor wave height, period and direction in different areas of the route in real time, providing important marine environmental references for route planning. It can also identify areas with poor wave conditions, setting important safety constraints for route planning. Furthermore, it can assess the impact of different waves on ships based on ship type and cargo, improving the flexibility of route selection.

[0038] (5) This invention uses the turning path planning module in conjunction with other modules to monitor the sea wave environment around the reef and wind conditions. It can accurately calculate the best turning parameters to avoid the reef, effectively avoid collisions between ships and reefs, evaluate the ship's wind and wave resistance under different planned paths, select the path with less energy consumption, and reduce the energy consumption rate of the ship during navigation. Attached Figure Description

[0039] 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 only some embodiments recorded in the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a schematic diagram of the ship obstacle avoidance path planning system in this invention;

[0041] Figure 2 This is a three-dimensional structural diagram of the ship obstacle avoidance path planning system of the present invention;

[0042] Figure 3 This is a three-dimensional structural diagram of the wind monitoring module and the wave monitoring module of the present invention;

[0043] Figure 4 This is a three-dimensional structural diagram of the reef monitoring module of the present invention;

[0044] Figure 5 This is a three-dimensional structural diagram of the anchoring structure of the present invention;

[0045] Figure 6 This is a flowchart of the path planning method of the present invention;

[0046] Figure 7 This is a flowchart illustrating the calculation process for safe steering data in this invention;

[0047] In the diagram: 1. Anchoring structure; 11. Fixing seat; 12. Anchoring cable; 13. Anchor hook; 2. Reef monitoring module; 21. Sonar sensor; 3. Wind monitoring module; 31. Wind detection device; 4. Wave monitoring module; 41. Wave detection device. Detailed Implementation

[0048] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. 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 are within the scope of protection of the present invention.

[0049] like Figure 1 The diagram shown is a structural schematic of a ship obstacle avoidance path planning system. Figure 2 This is a three-dimensional structural diagram of the ship obstacle avoidance path planning system of the present invention; it includes: an anchoring structure set around a reef, and a reef monitoring module, a wind monitoring module, a wave monitoring module and a turning path planning module set on the anchoring structure.

[0050] The turning path planning module is connected to the reef monitoring module, the wind monitoring module, and the wave monitoring module. The turning path planning module includes a turning angle unit, a turning speed unit, and a turning radius unit. It is used to aggregate and calculate ship heading data, ship speed data, wind data, and wave data to generate safe turning angle data, safe turning speed data, and safe turning radius data.

[0051] The steering path planning module also includes a data transmission unit, which transmits the safe steering angle data, the safe steering speed data, and the safe steering radius data to the ship for steering operation when the ship is within the communication range of the path planning device.

[0052] By using the turning path planning module in conjunction with other modules, the system monitors the sea wave environment and wind conditions around the reef, accurately calculates the optimal turning parameters to avoid the reef, and evaluates the ship's wind and wave resistance under different planned paths, selecting the path with less energy consumption and reducing the ship's energy consumption rate during navigation.

[0053] Figure 3 This is a three-dimensional structural diagram of the wind monitoring module and wave monitoring module of the present invention; the wind monitoring module includes: a wind detection device, a wind speed recording unit and a wind direction recording unit connected to the wind detection device; the wind monitoring module is used to monitor the wind conditions around the reef and record wind speed data and wind direction data; the wind speed recording unit is used to record the wind speed changes around the reef in real time, and the wind direction recording unit is used to record the wind direction changes that match the wind speed changes around the reef in real time.

[0054] The wind monitoring module can monitor wind direction and speed data in different areas of the route. By comparing it with data from the meteorological department, it can more accurately judge the wind environment in the current and predicted areas, providing a basis for planning a reliable route. At the same time, it can identify areas of strong wind that are unfavorable to navigation, setting important safety constraints for route planning.

[0055] The wave monitoring module includes: several wave detection devices, a current recording unit and a tidal rise unit connected to the wave detection devices; the wave monitoring module is used to monitor the wave and tidal conditions around the reef, and record wave direction data, wave velocity data and tidal rise data; the current recording unit is used to record the wave direction and wave velocity around the reef in real time, and the tidal rise unit is used to record the tidal rise of the sea surface around the reef.

[0056] The wave monitoring module can monitor wave height, period, and direction in different areas of the shipping route in real time. It can also identify areas with poor wave conditions and assess the impact of different waves on ships based on ship type and cargo, thereby improving the flexibility of route selection.

[0057] Figure 4 This is a three-dimensional structural diagram of the reef monitoring module of the present invention; the reef monitoring module includes: several sonar sensors, a contour recognition unit connected to the sonar sensors, a three-dimensional image unit and a safety range unit; the reef monitoring module is used to monitor the edge of underwater reefs and generate three-dimensional images of the reefs.

[0058] The contour recognition unit is used to perform multi-angle contour recognition on the reefs identified by the sonar sensor to generate several contour recognition data. The three-dimensional image unit is used to construct a three-dimensional image of the reef based on the several contour recognition data. The safety range unit is used to divide the safety range of the reef based on the ship's heading data and ship speed data.

[0059] The reef monitoring module can monitor the position and shape changes of underwater reefs in real time. Sonar sensor technology enables underwater three-dimensional imaging, obtaining more accurate and detailed position data of the reefs. At the same time, by combining the contour recognition unit and the three-dimensional image unit, a three-dimensional image model of the reef can be generated.

[0060] Figure 5 This is a three-dimensional structural diagram of the anchoring structure of the present invention; the anchoring structure includes: a fixed base, a plurality of anchoring cables disposed on one side of the fixed base, and an anchor hook disposed at one end of the anchoring cables.

[0061] This invention also provides a planning method for a ship obstacle avoidance path planning system. Figure 6 This is a flowchart of the path planning method of the present invention, which includes the following steps:

[0062] S1. The edge of the reef is scanned by the reef monitoring module to construct a three-dimensional image of the reef;

[0063] S2. The wind direction and wind speed at the reef are monitored in real time through the wind monitoring module to obtain wind speed and wind direction data.

[0064] S3. The wave monitoring module monitors the direction and speed of the waves and the tidal rise in real time to obtain wave direction data, wave speed data and tidal rise data.

[0065] S4. When the ship is within the communication range of the monitoring device, send the ship's heading data and speed data to the turning path planning module to obtain the safe distance data from the reef.

[0066] S5. Calculate the safe steering angle data, safe steering speed data, and safe steering radius data.

[0067] It should be noted that obtaining the reef safety distance data in S4 specifically includes the following steps:

[0068] S41. Obtain ship speed V data and heading angle α data;

[0069] S42. Calculate the horizontal component of the ship's speed, V. x V x =V*cosα;

[0070] S43. Calculate the horizontal component of the ship's speed, V. y V y =V*sinα;

[0071] S44. The calculated safe distance from the reef is D0 = V. x *T+0.5*V y *T 2 , where T is the avoidance time, T≥5min.

[0072] Figure 7 This is a flowchart of the calculation process for safe steering data according to the present invention; in step S5, safe steering angle data, safe steering speed data, and safe steering radius data are calculated, and the specific steps are as follows:

[0073] S51. Calculate the wind thrust F based on wind speed and wind direction data. w and its line of action direction γ w The wave thrust F is calculated based on wave direction and velocity data. s and its line of action direction γ s ; Calculate the thrust F generated by the tides based on tidal rise data. t and its line of action direction γ t Thus, the total external force F and the direction of the total line of action γ are obtained;

[0074] S52. Calculate the turning radius R1 = V of the ship at the initial turning angle θ1. 2 / F·tanθ1, calculate the time required for the ship to turn at an angle of θ1, T1=R1 / V, and calculate the distance traveled by the ship in time T1, D1=V*T1;

[0075] S53. Determine if D1 is less than the safe distance from the reef, D0. If D1 ≥ D0, then the steering parameters are θ1 and R1. If D1 < D0, then continue to adjust the steering parameters to meet the safe distance requirement: adjust the steering angle θ2 = θ1 + Δθ, and adjust the steering radius R2 = V. 2 / F·tanθ2, correct the turning time T2 and distance D2, repeat the judgment and correction steps until D2≥D0.

[0076] By using the turning path planning module in conjunction with other modules and monitoring the surrounding sea wave environment and wind conditions, the optimal turning parameters for avoiding the reef can be accurately calculated, effectively preventing collisions between ships and reefs. The module can also assess the ship's wind and wave resistance under different planned paths, select the path with lower energy consumption, and reduce the ship's energy consumption rate during navigation.

[0077] Example 1

[0078] S1. The reef monitoring module scans the edge of the reef to construct a three-dimensional image of the reef. The reef is an irregular shape, 10 meters long and 5 meters wide.

[0079] S2. Environmental data is obtained through the monitoring module: wind speed 5m / s, wind direction 90 degrees; ocean wave direction 180 degrees, current speed 1m / s, tidal rise 1m.

[0080] S3. The wave monitoring module monitors the direction and speed of the waves and the tidal rise in real time, and obtains wave direction data, wave speed data and tidal rise data.

[0081] S4. When the ship is within the communication range of the monitoring device, send the ship's heading data and speed data to the turning path planning module. The ship's speed is 20 knots (about 10 m / s) and the heading angle α is 45 degrees.

[0082] Calculate the horizontal component of the ship's speed:

[0083] V x =V*cosα=10cos45°=7.07m / s, V y =V*sinα=10sin45°=7.07m / s.

[0084] The avoidance time T is set to 5 minutes. The safe distance from the reef is calculated using the formula:

[0085] D0=V x *T+0.5*V y *T 2 =7.07*5+0.5*7.07*5 2 =123m.

[0086] S5. Calculate external force action according to environmental data:

[0087] Wind thrust F w =0.5*wind speed 2 *area=0.5*5 2 *100=125N, line of action direction γ w =90 degrees;

[0088] Wave thrust F s =wave flow velocity 2 *area=1 2 *100=100N, line of action direction γ s =180 degrees.

[0089] Tidal thrust Ft=tidal rise area=1*100=100N, line of action direction γt=180 degrees.

[0090] Then the total external force

[0091] Total line of action direction γ=arctan((F s +F t ) / F w )=arctan((100+100) / 125)=63.4 degrees.

[0092] Set the initial turning angle θ1=30 degrees, calculate the turning radius R1=V 2 / F·tanθ1=10 2 / 250*tan30°=120m; calculate the turning time T1=R1 / V=120 / 10=12s;

[0093] Calculate the navigation distance D1=V*T1=10*12=120m<D0, which does not meet the safety distance requirement.

[0094] Then the corrected turning angle θ2=θ1+Δθ=30+5=35 degrees, calculate the turning radius R2=V 2 / F·tanθ2=10 2 / 250*tan35°=144m; calculate the turning time T2=R2 / V=144 / 10=14.4s;

[0095] The calculated navigation distance D2 = V * T2 = 10 * 14.4 = 144m > D0, which meets the safety distance requirement.

[0096] Comparative Example 1

[0097] During navigation, a vessel's lidar system begins scanning the navigation channel. The lidar uses near-infrared laser with a wavelength of 905 nm, an emission pulse frequency of 10 kHz, and a maximum effective range of 200 meters.

[0098] Within a 200-meter range, the lidar successfully detected a 20-meter-long, 10-meter-wide reef obstacle 100 meters ahead. Based on the reef's location and size, the radar system calculated that the ship would collide with the reef if it continued on its original course.

[0099] The system then sent a avoidance command to the ship's autopilot system. The command was: turn the bow 15 degrees to the right and reduce the speed to 80% of its original speed. Upon receiving the command, the autopilot system immediately executed the turning and deceleration maneuvers.

[0100] By maneuvering with a 15-degree turn and deceleration, the vessel successfully avoided the reef obstacle. The radar system continued to monitor the channel, searching for other potential obstacles, and constantly adjusted the channel plan and vessel maneuvers based on real-time conditions to ensure safe navigation.

[0101] Experimental Example 1

[0102] This experiment uses Example 1 and Comparative Example 1 to conduct obstacle avoidance tests in the same sea area, and the following results are shown in Table 1.

[0103] Table 1

[0104] Reef identification completeness (%) 96 87 Identify usage duration (s) 25 57 Global path length (m) 734.8 892.3 Local path length (m) 229.1 205.3 Turnaround decision time (s) 8.7 16.5 Accuracy of safe distance range (m) 4.5 7.5

[0105] As shown in the table above, when using the proposed planning method and the traditional planning method to conduct obstacle avoidance tests in the same sea area, the proposed planning method uses sonar in conjunction with a three-dimensional imaging unit to identify reefs from multiple directions. The resulting reef images are more complete than those obtained by the traditional planning method, which only uses lidar to detect reefs. Furthermore, the proposed planning method takes less time to identify reefs, saving identification time during navigation.

[0106] Meanwhile, the global path length based on this planning method is relatively short, which can save fuel consumption, and the accuracy of the safe distance range is controlled within 5m, which improves the accuracy of steering and ensures the precision of path planning.

[0107] Based on the preferred embodiments of the present invention described above, those skilled in the art can make various changes and modifications without departing from the inventive concept. The technical scope of this invention is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A ship obstacle avoidance path planning system, comprising: An anchoring structure surrounding a reef, and a reef monitoring module, a wind monitoring module, a wave monitoring module, and a turning path planning module mounted on the anchoring structure, characterized in that: The reef monitoring module includes: several sonar sensors, a contour recognition unit connected to the sonar sensors, a three-dimensional image unit, and a safety range unit; the reef monitoring module is used to monitor the edge of underwater reefs and generate three-dimensional images of the reefs. The wind monitoring module includes: a wind detection device, a wind speed recording unit and a wind direction recording unit connected to the wind detection device; the wind monitoring module is used to monitor the wind conditions around the reef and record wind speed and wind direction data. The wave monitoring module includes: several wave detection devices, a current recording unit and a tidal rise unit connected to the wave detection devices; the wave monitoring module is used to monitor the wave and tidal conditions around the reef, and record wave direction data, wave velocity data and tidal rise data. The steering path planning module includes a steering angle unit, a steering speed unit, and a steering radius unit. The steering path planning module is used to summarize and calculate the ship's heading data, ship speed data, wind data, and wave data to generate safe steering angle data, safe steering speed data, and safe steering radius data.

2. The ship obstacle avoidance path planning system according to claim 1, characterized in that: The contour recognition unit is used to perform multi-angle contour recognition on the reefs identified by the sonar sensor to generate several contour recognition data. The three-dimensional image unit is used to construct a three-dimensional image of the reef based on the several contour recognition data. The safety range unit is used to divide the safety range of the reef based on the ship's heading data and ship speed data.

3. The ship obstacle avoidance path planning system according to claim 1, characterized in that: The wind speed recording unit is used to record the wind speed changes around the reef in real time, and the wind direction recording unit is used to record the wind direction changes that match the wind speed changes around the reef in real time.

4. The ship obstacle avoidance path planning system according to claim 1, characterized in that: The ocean current recording unit is used to record the direction and speed of ocean waves around the reef in real time, and the tidal rise unit is used to record the tidal rise of the sea surface around the reef.

5. A ship obstacle avoidance path planning system according to claim 1, characterized in that: The steering path planning module also includes a data transmission unit, which transmits the safe steering angle data, the safe steering speed data, and the safe steering radius data to the ship for steering operation when the ship is within the communication range of the path planning device.

6. A ship obstacle avoidance path planning system according to claim 5, characterized in that: The turning path planning module is connected to the reef monitoring module, the wind monitoring module, and the wave monitoring module.

7. A ship obstacle avoidance path planning system according to claim 1, characterized in that: The anchoring structure includes: a fixed base, a plurality of anchoring cables disposed on one side of the fixed base, and an anchor hook disposed at one end of the anchoring cables.

8. A planning method for a ship obstacle avoidance path planning system based on claims 1-7, characterized in that, Includes the following steps: S1. The edge of the reef is scanned by the reef monitoring module to construct a three-dimensional image of the reef; S2. The wind direction and wind speed at the reef are monitored in real time through the wind monitoring module to obtain wind speed and wind direction data. S3. The wave monitoring module monitors the direction and speed of the waves and the tidal rise in real time to obtain wave direction data, wave speed data and tidal rise data. S4. When the ship is within the communication range of the monitoring device, send the ship's heading data and speed data to the turning path planning module to obtain the safe distance data from the reef. S5. Calculate the safe steering angle data, safe steering speed data, and safe steering radius data.

9. The planning method for a ship obstacle avoidance path planning system according to claim 8, characterized in that: In step S4, obtaining the safe distance data for the reef specifically includes the following steps: S41. Obtain ship speed V data and heading angle α data; S42. Calculate the horizontal component of the ship's speed, V. x V x =V*cosα; S43. Calculate the horizontal component of the ship's speed, V. y V y =V*sinα; S44. The calculated safe distance from the reef is D0 = V. x *T+0.5*V y *T 2 , where T is the avoidance time, T≥5min.

10. The planning method for a ship obstacle avoidance path planning system according to claim 8, characterized in that: In step S5, the safe steering angle data, safe steering speed data, and safe steering radius data are calculated. The specific steps are as follows: S51. Calculate the wind thrust F based on wind speed and wind direction data. w and its line of action direction γ w The wave thrust F is calculated based on wave direction and velocity data. s and its line of action direction γ s ; Calculate the thrust F generated by the tides based on tidal rise data. t and its line of action direction γ t Thus, the total external force F and the direction of the total line of action γ are obtained; S52. Calculate the turning radius R1 = V of the ship at the initial turning angle θ1. 2 / F·tanθ1, calculate the time required for the ship to turn at an angle of θ1, T1=R1 / V, and calculate the distance traveled by the ship in time T1, D1=V*T1; S53. Determine if D1 is less than the safe distance D0 from the reef. If D1 ≥ D0, then the steering parameters are θ1 and R1. If D1 < D0, then continue to adjust the steering parameters to meet the safe distance requirement: adjust the steering angle θ2 = θ1 + Δθ, and adjust the steering radius R2 = V. 2 / F·tanθ2, correct the turning time T2 and distance D2, repeat the judgment and correction steps until D2≥D0.

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