A method for testing intelligent navigation function of a ship

Abstract

The application discloses a kind of ship intelligent navigation function test methods, it is related to ship test technical field, the method includes: sending control instruction to test ship, control instruction is used to indicate the navigation mode of test ship, and it contains in control instruction, and it is avoided to meet the instruction and the steering instruction of obstacle avoidance;Obtaining the data of berthing and unberthing in the navigation process based on berthing and unberthing instruction of test ship, and calculating automatic berthing and unberthing performance index based on berthing and unberthing data;Obtaining the data of collision avoidance in the navigation process based on the instruction of obstacle avoidance of test ship, and calculating automatic collision avoidance performance index based on collision avoidance data;Response data is obtained in the navigation process based on the steering instruction of test ship, and calculating steering performance index based on response data;Based on automatic berthing and unberthing index, automatic collision avoidance performance index and steering performance index, determine the performance parameter of test ship intelligent navigation.Using the method, the test precision and the test comprehensiveness of ship navigation capability can be improved.

Description

Technical Field

[0001] This application relates to the field of ship testing technology, and in particular to a testing method for intelligent navigation functions of ships. Background Technology

[0002] With the accelerated evolution of a new round of technological revolution and major changes in the international maritime rules system, next-generation information technologies, represented by big data, the Internet of Things, cloud computing, edge computing, and artificial intelligence, are rapidly integrating with the business models and production systems of the shipbuilding industry. This is vigorously promoting the intelligent upgrading of ship design, manufacturing, and operation and maintenance, bringing significant opportunities for technological transformation in the shipbuilding industry. Major shipbuilding nations worldwide are significantly increasing their R&D efforts in integrated design and manufacturing, autonomous navigation systems, remote control systems, and integrated ship-shore-sea information platforms, aiming to seize the commanding heights of the shipbuilding industry in the intelligent era.

[0003] Strengthening the testing and verification capabilities of intelligent ships is a crucial step in the independent research and development of key components, equipment, and systems for intelligent ships. In particular, verifying the navigation capabilities of intelligent ships requires a comprehensive testing method. Currently, relying on simple tests and observations to determine a ship's intelligent navigation capabilities is inaccurate and ineffective. Summary of the Invention

[0004] In response to the aforementioned problems and technical requirements, the applicant has proposed a testing method for intelligent navigation functions of ships. The technical solution of this application is as follows:

[0005] On the one hand, a testing method for intelligent navigation functions of ships is provided, including the following steps:

[0006] Send control commands to the test vessel, the control commands being used to instruct the test vessel on its navigation mode, the control commands including berthing and unberthing commands, obstacle avoidance commands, and steering commands;

[0007] Acquire berthing and unberthing data of the test vessel during navigation based on the berthing and unberthing command, and calculate automatic berthing and unberthing performance indicators based on the berthing and unberthing data. The automatic berthing and unberthing performance indicators are related to at least one of the following: safety, rationality, economy and completion of berthing and unberthing.

[0008] The system acquires collision avoidance data of the test vessel during navigation based on the obstacle avoidance command, and calculates automatic collision avoidance performance index based on the collision avoidance data. The automatic collision avoidance performance index is related to the collision avoidance rationality.

[0009] The test vessel's response data during navigation based on the steering command is obtained, and steering performance indicators are calculated based on the response data. The steering performance indicators are related to the vessel's responsiveness to steering.

[0010] Based on the automatic berthing and unberthing indicators, the automatic collision avoidance performance indicators, and the steering performance indicators, the performance parameters of the test vessel's intelligent navigation are determined.

[0011] Its further technical solution is as follows:

[0012] The collision avoidance rationality includes the rationality of the timing of the maneuver, the rationality of the maneuver magnitude, the rationality of the avoidance method, and the rationality of the collision avoidance result;

[0013] The calculation of automatic collision avoidance performance indicators based on the collision avoidance data includes:

[0014] The collision avoidance start distance is calculated based on the collision avoidance data, and the reasonableness of the maneuvering time is determined based on the distance difference between the collision avoidance start distance and the collision avoidance distance. The distance difference and the reasonableness of the maneuvering time are negatively correlated. The collision avoidance start distance is the actual distance between the test vessel and the obstacle at the start of collision avoidance, and the collision avoidance distance is the preset maximum collision avoidance distance.

[0015] The collision avoidance maneuver amplitude is calculated based on the collision avoidance data, and the reasonableness of the maneuver amplitude is determined based on the collision avoidance maneuver amplitude. The reasonableness of the maneuver amplitude is positively correlated with the collision avoidance maneuver amplitude.

[0016] The collision avoidance method is determined based on the collision avoidance data, and the rationality of the collision avoidance method is determined based on the collision avoidance method. The rationality of the collision avoidance position corresponding to unilateral collision avoidance is higher than the rationality of the collision avoidance position corresponding to other collision avoidance methods.

[0017] The collision avoidance trajectory is calculated based on the collision avoidance data, and the reasonableness of the collision avoidance result is determined based on the intersection index with the obstacle indicated by the collision avoidance trajectory. The intersection index is negatively correlated with the reasonableness of the collision avoidance, and the intersection index is used to indicate the probability of the test vessel intersecting with the obstacle.

[0018] The automatic collision avoidance performance index is obtained by weighting the rationality of the timing of the maneuver, the rationality of the maneuver amplitude, the rationality of the avoidance method, and the rationality of the collision avoidance result.

[0019] Further options include:

[0020] The collision avoidance data includes the test vessel's heading angle and rudder angle data during the collision avoidance period;

[0021] The calculation of the collision avoidance maneuver amplitude based on the collision avoidance data includes:

[0022] The maximum and average values ​​of the heading angle and the rudder angle during the collision avoidance period are calculated, and the collision avoidance maneuver amplitude is determined based on the maximum and average values ​​of the heading angle and the rudder angle. The collision avoidance maneuver amplitude is positively correlated with the maximum and average values.

[0023] The collision avoidance data includes the latitude and longitude of the test vessel and the obstacles during the collision avoidance period;

[0024] Determining the avoidance method based on the collision avoidance data includes:

[0025] The latitude and longitude of the test vessel and the latitude and longitude of the obstacle are converted into the coordinates of the test vessel and the obstacle in the same rectangular coordinate system;

[0026] A body coordinate system is established with the coordinates of the test vessel as the origin, and the coordinates of the obstacle are transformed into body obstacle coordinates in the body coordinate system;

[0027] The obstacle avoidance method of the test vessel is determined based on the quadrant position of the obstacle's coordinates in the body coordinate system.

[0028] The steering command is a Z-shaped steering command, and the calculation of steering performance indicators based on the response data includes:

[0029] Based on the navigation data of the test vessel during the navigation process according to the Z-shaped steering command, the turning performance index and the directional stability index are calculated.

[0030] The turning performance parameters are determined based on the turning performance index and the directional stability index, and the heading change performance index is determined based on the turning performance parameters. The turning performance parameters and the heading change performance index are positively correlated.

[0031] Based on the first and second overtake angles during the test vessel's navigation according to the Z-shaped steering command, the course maintenance performance index is determined, wherein the overtake angle is negatively correlated with the course maintenance performance index.

[0032] The steering performance index is obtained by weighting the heading change performance index and the heading hold performance index.

[0033] The method for determining the bow performance parameters based on the slewing performance index and the directional stability index is as follows:

[0034] P=K′(1-T′+T′e 1 / T′ )

[0035] Wherein, K′ is the dimensionless value of the rotation performance index, and T′ is the dimensionless value of the directional stability index.

[0036] The calculation of automatic berthing performance indicators based on the berthing and departure data includes:

[0037] Based on the berthing and unberthing data, the real-time distance between the test vessel and obstacles during the berthing and unberthing process is determined, and based on the relationship between the real-time distance and the danger distance threshold, the berthing and unberthing safety index is determined, wherein the berthing and unberthing safety index indicates navigation safety when the real-time distance is greater than the danger distance threshold.

[0038] Based on the berthing and departure data, the track deviation and maneuvering change parameters of the test vessel during the berthing and departure process are determined, and the berthing and departure rationality index is determined based on the track deviation and the maneuvering change parameters. The track deviation and the berthing and departure rationality index are positively correlated, and the maneuvering change parameters are negatively correlated with the berthing and departure rationality index.

[0039] The berthing and departure economy index is determined based on the real-time power in the berthing and departure data, and the berthing and departure economy index is negatively correlated with the real-time power.

[0040] The berthing position at the end of berthing is determined based on the berthing data in the berthing and departure data, and the departure path is determined based on the departure data in the berthing and departure data; the berthing and departure completion index is determined based on the berthing position and the departure path, and the deviation between the berthing position and the planned position is positively correlated with the berthing and departure completion index, and the deviation between the departure path and the planned path is negatively correlated with the berthing and departure completion index;

[0041] The automatic berthing performance index is determined by the berthing safety index, the berthing rationality index, the berthing economy index, and the berthing completion index.

[0042] The determination of the real-time distance between the test vessel and obstacles during berthing and unberthing based on the berthing and unberthing data includes:

[0043] Based on the latitude and longitude of the test vessel and the latitude and longitude of the obstacle in the berthing and unberthing data, the first real-time distance is determined;

[0044] Based on the radar's position on the test vessel, the distance between the radar on the test vessel and the obstacle in the berthing and departure data is corrected to obtain a second real-time distance;

[0045] The minimum value between the first real-time distance and the second real-time distance is determined as the real-time distance.

[0046] The determination of the test vessel's track deviation and maneuvering parameters during berthing and unberthing based on the berthing and unberthing data includes:

[0047] The berthing and unberthing paths of the test vessel during the berthing and unberthing process are determined based on the berthing and unberthing data.

[0048] The error area is calculated based on the berthing and unberthing paths and the planned path, and the error area is used as the track deviation.

[0049] Based on the berthing and unberthing data, the speed change rate, power change rate, and rudder angle change rate of the test vessel were calculated.

[0050] The rate of change of speed, the rate of change of power, and the rate of change of rudder angle are determined as the maneuvering change parameters.

[0051] Determining the berthing position at the end of berthing based on the berthing data in the berthing and departure data includes:

[0052] Based on the course and latitude and longitude of the test vessel in the berthing data, a body coordinate system with the test vessel as the center is established.

[0053] The berth coordinates are converted into the horizontal and vertical coordinates of the berth in the body coordinate system, and the berthing orientation is determined based on the horizontal and vertical coordinates of the berth.

[0054] The beneficial technical effects of this application are:

[0055] In this embodiment, the test vessel is controlled by control commands to automatically berth and unberth, avoid obstacles, and navigate according to steering commands. This allows for the acquisition of real-time navigation data during the navigation process. This real-time navigation data is then quantified to obtain the vessel's automatic berthing and unberthing performance indicators, automatic collision avoidance performance indicators, and steering performance indicators, thus comprehensively obtaining performance parameters characterizing the vessel's intelligent navigation capabilities. Specifically, the automatic berthing and unberthing indicators are determined based on at least one of the following: safety, rationality, economy, and completion rate. The automatic collision avoidance performance indicators are determined based on the rationality of collision avoidance, and the steering performance indicators are determined based on the vessel's responsiveness to steering. This multi-faceted testing of the vessel's intelligent navigation capabilities, coupled with the quantification of indicators based on real-time data from various navigation processes, improves the accuracy of the tests and yields more objective performance indicators. The method provided in this embodiment improves the accuracy and comprehensiveness of testing vessel navigation capabilities. Attached Figure Description

[0056] Figure 1 This is a structural block diagram of a test system for intelligent navigation functions of ships provided in an exemplary embodiment of this application;

[0057] Figure 2 This is a flowchart of a testing process provided in an exemplary embodiment of this application. Detailed Implementation

[0058] The specific embodiments of this application will be further described below with reference to the accompanying drawings.

[0059] This application provides a method for testing the intelligent navigation function of a ship. The method includes the following steps:

[0060] Step S1: Send control commands to the test vessel. The control commands are used to instruct the test vessel on its navigation mode. The control commands include berthing and unberthing commands, obstacle avoidance commands, and steering commands.

[0061] In this embodiment of the application, the intelligent navigation process of the ship is tested by controlling the test ship to automatically berth and unberth, automatically avoid obstacles, and automatically steer.

[0062] Among them, the berthing and unberthing commands can be sent by the automatic berthing and unberthing system, including berthing commands and unberthing commands; the obstacle collision avoidance commands can be sent by the intelligent collision avoidance system; and the steering commands can be sent by the intelligent steering system.

[0063] Step S2: Obtain berthing and unberthing data of the test vessel during navigation based on berthing and unberthing commands, and calculate automatic berthing and unberthing performance indicators based on the berthing and unberthing data.

[0064] Upon receiving a berthing command, the test vessel automatically berths, and navigation data is acquired during the berthing process. Similarly, upon receiving a departure command, the test vessel automatically departs, and navigation data is acquired during the departure process. Based on the navigation data from both berthing and departure processes, the performance indicators for automatic berthing and departure are calculated.

[0065] Optionally, the automatic berthing / unberthing index is related to at least one of the following: safety, rationality, economy, and completion rate of berthing / unberthing. It can be determined based on at least one of the following: berthing / unberthing safety index, berthing / unberthing rationality index, berthing / unberthing economy index, and berthing / unberthing completion index. Specifically, the berthing / unberthing safety index indicates the safety during the berthing / unberthing process; the berthing / unberthing rationality index indicates the rationality of the berthing / unberthing process; the berthing / unberthing economy index indicates the economic value incurred during the berthing / unberthing process; and the berthing / unberthing completion index indicates the completion status at the end of the berthing / unberthing process.

[0066] Furthermore, each index can be quantified based on berthing and departure data.

[0067] Step S3: Obtain collision avoidance data of the test vessel during navigation based on obstacle avoidance commands, and calculate automatic collision avoidance performance indicators based on the collision avoidance data.

[0068] Upon receiving an obstacle avoidance command, the test vessel automatically avoids collisions. Collision avoidance data can be acquired during the automatic collision avoidance process, and automatic collision avoidance performance indicators can be calculated.

[0069] Optionally, the automatic collision avoidance performance index can be determined based on the collision avoidance rationality, which includes the rationality of the maneuver timing, the rationality of the maneuver amplitude, the rationality of the avoidance method, and the rationality of the avoidance result, all of which can be quantified based on the collision avoidance data.

[0070] Step S4: Obtain the response data of the test vessel during navigation based on steering commands, and calculate the steering performance index based on the response data.

[0071] Steering performance indicators are related to a ship's responsiveness to steering. Optionally, the steering commands can be commands used for testing. In this embodiment, the steering command is a Z-shaped steering command, and the test ship can navigate according to the Z-shaped steering command.

[0072] The steering performance indices are calculated based on the response data during navigation using Z-shaped steering commands. These indices can be determined by the heading change performance indices and the heading maintenance performance indices.

[0073] Step S5: Based on the automatic berthing and unberthing performance indicators, automatic collision avoidance performance indicators, and steering performance indicators, determine the performance parameters of the test vessel's intelligent navigation.

[0074] In one possible implementation, the automatic berthing and unberthing performance indicators, automatic collision avoidance performance indicators, and steering performance indicators can be weighted and calculated to obtain the performance parameters of the test vessel's intelligent navigation. The weights for each indicator can be preset.

[0075] In this embodiment, the test vessel is controlled by control commands to automatically berth and unberth, avoid obstacles, and navigate according to steering commands. This allows for the acquisition of real-time navigation data during the navigation process. This real-time navigation data is then quantified to obtain the vessel's automatic berthing and unberthing performance indicators, automatic collision avoidance performance indicators, and steering performance indicators, thus comprehensively obtaining performance parameters characterizing the vessel's intelligent navigation capabilities. Specifically, the automatic berthing and unberthing indicators are determined based on at least one of the following: safety, rationality, economy, and completion rate. The automatic collision avoidance performance indicators are determined based on the rationality of collision avoidance, and the steering performance indicators are determined based on the vessel's responsiveness to steering. This multi-faceted testing of the vessel's intelligent navigation capabilities, coupled with the quantification of indicators based on real-time data from various navigation processes, improves the accuracy of the tests and yields more objective performance indicators. The method provided in this embodiment improves the accuracy and comprehensiveness of testing vessel navigation capabilities.

[0076] The method for calculating the automatic collision avoidance performance index based on the collision avoidance data of the test vessel during the collision avoidance process includes the following steps:

[0077] Step S31: Calculate the collision avoidance start distance based on the collision avoidance data, and determine the rationality of the maneuvering time based on the distance difference between the collision avoidance start distance and the collision avoidance distance. The distance difference and the rationality of the maneuvering time are negatively correlated. The collision avoidance start distance is the actual distance between the test vessel and the obstacle at the start of collision avoidance, and the collision avoidance distance is the preset maximum collision avoidance distance.

[0078] The collision avoidance data includes the collision avoidance start time. Based on this start time, the real-time coordinates of the test vessel and the obstacle can be obtained. These real-time coordinates are latitude and longitude coordinates. It is also necessary to convert the latitude and longitude coordinates of both the test vessel and the obstacle into coordinate data within the same coordinate system. Specifically, the latitude and longitude coordinates must be converted to a Cartesian coordinate system. Optionally, Gaussian transformation methods, cylindrical expansion methods, etc., can be used; this embodiment does not limit the specific methods used.

[0079] The Gaussian coordinate transformation is illustrated below:

[0080] L=2πR

[0081]

[0082]

[0083]

[0084]

[0085] Where R is the Earth's radius, (x n y n (x, y) represents latitude and longitude coordinates, and (x, y) represents coordinates in a rectangular coordinate system.

[0086] After converting the rectangular coordinates of the test ship and the obstacle at the moment of collision avoidance, the distance between the test ship and the obstacle can be calculated based on their corresponding rectangular coordinates. To ensure the accuracy of the distance, it is also corrected by the ship's length. The starting distance between the test ship and the obstacle at the moment of collision avoidance is the distance between their coordinates at the moment of collision avoidance plus 1 / 2 of the ship's length.

[0087] For intelligent collision avoidance systems, a pre-set collision avoidance distance is defined. The maximum collision avoidance distance is when the distance between the test vessel and the obstacle reaches this distance. During collision avoidance, the vessel needs to maneuver as early as possible. The rationality of the maneuver timing can be determined based on the initial collision avoidance distance between the test vessel and the obstacle. In one possible implementation, the difference between the initial collision avoidance distance and the actual collision avoidance distance can be calculated. A smaller difference indicates an earlier maneuver and higher rationality. The distance difference can be quantified as the rationality of the maneuver timing.

[0088] The correlation between distance difference and maneuver timing rationality can be preset. During quantification, the corresponding maneuver timing rationality can be queried based on the calculated distance difference to complete the quantification. In an illustrative example, a reasonable difference range can be set. When the distance difference is within the reasonable difference range, the maneuver timing rationality can be 1; when the distance difference is outside the range, the maneuver timing rationality is 0. In another illustrative example, different difference ranges can be set to correspond to different maneuver timing rationality levels, and the corresponding maneuver timing rationality is determined based on the difference range corresponding to the distance difference.

[0089] Step S32: Calculate the collision avoidance maneuver amplitude based on the collision avoidance data, and determine the rationality of the maneuver amplitude based on the collision avoidance maneuver amplitude. The rationality of the maneuver amplitude is positively correlated with the collision avoidance maneuver amplitude.

[0090] During collision avoidance, the vessel needs to perform significant maneuvers to make other vessels aware that the test vessel is avoiding a collision. The test also needs to assess the reasonableness of these maneuvers. The vessel's rudder angle and heading angle characterize the magnitude of these maneuvers; therefore, the reasonableness of the maneuver magnitude is quantified using these angles. The collision avoidance data also includes the test vessel's heading and rudder angle data during the collision avoidance period. In calculating the collision avoidance maneuver magnitude based on the collision avoidance data, the maximum and average values ​​of the heading and rudder angles during the collision avoidance period are calculated. The collision avoidance maneuver magnitude is determined based on these maximum and average values, showing a positive correlation between the collision avoidance maneuver magnitude and the maximum and average values.

[0091] In one possible implementation, the collision avoidance period can be a preset duration. Heading angle and rudder angle data can be collected within the preset duration after the collision avoidance start time, where the preset duration after the collision avoidance start time is the collision avoidance period. For example, the preset duration could be 20 minutes. During the data collection process, data can be collected at fixed intervals to obtain discrete signal values ​​within the collision avoidance period.

[0092] The eigenvalues ​​of the data during the collision avoidance period are calculated to obtain the maximum and average values. These values ​​are then used for quantification to determine the reasonableness of the maneuver amplitude. The eigenvalue calculation process is as follows:

[0093] argrelmax(x)={i|x[i]>x[i-1] and x[i]>x[i+1], where 1≤i≤n-2

[0094] Where x[i], x[i-1] and x[i+1] are discrete signal values ​​during the collision avoidance period.

[0095] Optionally, a maximum value threshold and an average value threshold can be set. When the maximum value and the average value are greater than the corresponding threshold, the reasonableness of the maneuver range can be determined as 1; when either the maximum value or the average value is less than the corresponding threshold, the reasonableness of the maneuver range can be determined as 0.

[0096] Step S33: Determine the avoidance method based on the collision avoidance data, and determine the rationality of the avoidance method based on the avoidance method. Among them, the rationality of the avoidance position corresponding to unilateral avoidance is higher than the rationality of the avoidance position corresponding to other avoidance methods.

[0097] In this embodiment, the collision avoidance method of the vessel is also tested. The collision avoidance data includes the latitude and longitude of the test vessel and the obstacle during the collision avoidance period. The process of determining the collision avoidance method based on the latitude and longitude of the test vessel and the obstacle includes the following steps:

[0098] Step S331: Convert the latitude and longitude of the test vessel and the latitude and longitude of the obstacle into the coordinates of the test vessel and the obstacle in the same rectangular coordinate system.

[0099] The conversion method can refer to the steps above, and will not be repeated here.

[0100] Step S332: Establish a body coordinate system with the test ship coordinates as the origin, and transform the obstacle coordinates into body obstacle coordinates in the body coordinate system.

[0101] First, a body-following coordinate system is established with the test ship's coordinates as the origin. Then, based on the obstacle's coordinates in this coordinate system, the relative positional relationship between the two objects during collision avoidance can be determined, allowing for the selection of the avoidance method. The body-following coordinate system is based on the test ship's coordinates (Y-axis, Y-axis, y-axis). s0 X s0 (Referring to the origin, the initial bow angle) The coordinate system is used as the reference direction.

[0102] Obstacle coordinates (Y) si X si Transform into body obstacle coordinates (Y′) in body coordinate system si , X′ si The method is as follows:

[0103]

[0104]

[0105] Step S333: Determine the obstacle avoidance method of the test vessel based on the quadrant position of the obstacle coordinates in the body coordinate system.

[0106] The quadrant position of the obstacle in the body coordinate system can be determined based on its coordinates. When the real-time coordinates of the obstacle are always in the second and third quadrants, the avoidance method is determined to be unilateral avoidance.

[0107] Optionally, when the avoidance method is determined to be unilateral avoidance, the reasonableness of the avoidance method can be determined to be 1; when the avoidance method is other, the reasonableness of the avoidance method can be determined to be 0.

[0108] Step S34: Calculate the collision avoidance trajectory based on the collision avoidance data, and determine the reasonableness of the collision avoidance result based on the intersection index with the obstacle indicated by the collision avoidance trajectory. The intersection index is negatively correlated with the reasonableness of the collision avoidance and is used to indicate the probability of the test vessel intersecting with the obstacle.

[0109] After the collision avoidance operation concludes, it is necessary to test whether the other vessel was cleared, i.e., to test the probability of the test vessel intersecting the obstacle after the collision avoidance. The latitude, longitude, and heading of the test vessel at the moment the collision avoidance ended can be obtained. The latitude and longitude of the test vessel are converted to Cartesian coordinates, and the course expression of the test vessel is calculated by combining the coordinates and the course. When the obstacle is another vessel, the latitude, longitude, and longitude of the obstacle vessel at the moment the collision avoidance ended are similarly obtained, and the course expression of the obstacle vessel is calculated. An intersection index is then calculated based on the course expressions of the test vessel and the obstacle vessel. Optionally, if it is calculated that the test vessel and the obstacle will still intersect, the intersection index is 1, and the reasonableness of the collision avoidance result is 0; if it is calculated that the test vessel and the obstacle will not intersect, the intersection index is 0, and the reasonableness of the collision avoidance result is 1.

[0110] Step S35: The reasonableness of the timing of the maneuver, the reasonableness of the maneuver amplitude, the reasonableness of the avoidance method, and the reasonableness of the collision avoidance result are weighted and calculated to obtain the automatic collision avoidance performance index.

[0111] In one possible implementation, collision avoidance rationality can be used as an automatic collision avoidance performance index. The automatic collision avoidance performance index can be obtained by weighting the rationality of the maneuver timing, the rationality of the maneuver amplitude, the rationality of the avoidance method, and the rationality of the collision avoidance result obtained above.

[0112] In another possible implementation, collision avoidance timeliness index, collision avoidance effectiveness index, and collision avoidance economy index can be combined to determine the automatic collision avoidance performance index.

[0113] The collision avoidance effectiveness index can be determined based on the real-time distance between the test vessel and the obstacle, as well as the dangerous collision avoidance distance. The dangerous collision avoidance distance, which is the distance at which a collision is likely, can be preset. Alternatively, when the obstacle is another vessel, it can be calculated based on the positions, speeds, and headings of the test vessel and the obstacle vessel. The calculation method is as follows:

[0114]

[0115] Where L is the length of the ship, K is the ratio of the speeds of the two ships, and Δδ is the angle between the headings of the two ships.

[0116] The collision avoidance data includes the latitude and longitude coordinates of the test vessel and the obstacles. These coordinates are converted and the distance between the two vessels is calculated. The distance is then corrected for by the vessel's captain to obtain the real-time distance. This real-time distance is compared to the dangerous collision avoidance distance. If the real-time distance is greater than the dangerous collision avoidance distance, the collision avoidance is considered effective, and the effectiveness index is 1. If the real-time distance is less than the dangerous collision avoidance distance, the collision avoidance is considered ineffective, and the effectiveness index is 0.

[0117] The collision avoidance timeliness index can be determined based on the difference between the moment the collision avoidance command is issued and the moment the maneuver begins. After issuing the collision avoidance command to the test vessel, the moment of issuance can be recorded. Subsequently, the main shaft speed and rudder angle signals of the test vessel can be acquired, and the maneuver start time can be determined based on the changes in the main shaft speed and rudder angle signals. Optionally, the changes can be determined using discrete partial derivatives or forward differential methods. The forward differential method is shown below:

[0118]

[0119] Here, x(k+1) and x(k) are two adjacent discrete signal values, and Δt is the time interval between the two signals in the time sequence. The discrete signals can be the spindle speed signal or the rudder angle signal. When the calculated rate of change y(k) is greater than the change threshold, it is determined that a large change has occurred in the signal, and this moment can be recorded and taken as the start time of the maneuver. The change threshold can be set according to empirical values; for example, the change threshold can be 3.

[0120] The difference between the moment the collision avoidance command is issued and the moment the maneuver begins is negatively correlated with the collision avoidance timeliness index; that is, the smaller the difference, the higher the timeliness and the higher the collision avoidance timeliness index. Optionally, a difference threshold can be preset. If the difference is less than the threshold, the collision avoidance timeliness index is 1; if the difference is greater than the threshold, the collision avoidance timeliness index is 0.

[0121] The collision avoidance economic indicators can be determined based on the total collision avoidance time. After the collision avoidance begins, the test vessel's course and position can be obtained. Based on the determined test vessel track, once the test vessel's track indicates a stable course, it is determined that the test vessel's route coincides with the original route. The first data acquisition time under that course can be taken as the retracing time. Based on the collision avoidance start time and the retracing time, the total collision avoidance time can be determined.

[0122] The total collision avoidance time is negatively correlated with the collision avoidance economy index; the shorter the total collision avoidance time, the higher the economy index.

[0123] When determining the performance indicators of automatic collision avoidance, the reasonableness of the timing of the maneuver, the reasonableness of the maneuver amplitude, the reasonableness of the avoidance method, and the reasonableness of the collision avoidance result can be weighted first to obtain the collision avoidance reasonableness; then the collision avoidance reasonableness can be weighted with the collision avoidance timeliness indicator, the collision avoidance effectiveness indicator, and the collision avoidance economy indicator to obtain the automatic collision avoidance performance indicators.

[0124] Steering performance indicators can be determined based on the ship's responsiveness to steering commands. This responsiveness can be determined based on heading change performance indicators and heading maintenance performance indicators. The calculation of steering performance indicators based on the test ship's response data to steering commands involves the following steps:

[0125] Step S41: Calculate the turning performance index and directional stability index based on the navigation data of the test ship during the voyage according to the Z-shaped steering command.

[0126] When testing a vessel's responsiveness to steering, a Z-shaped steering command can be issued to the test vessel. During the vessel's navigation based on the Z-shaped steering command, parameters such as speed, rudder angle, heading angle, and bow roll rate can be recorded. Based on the recorded data, the turning performance index K and directional stability index T can be calculated using the first-order maneuverability equation.

[0127] Step S42: Determine the turning performance parameters based on the turning performance index and the directional stability index, and determine the heading change performance index based on the turning performance parameters. The turning performance parameters and the heading change performance index are positively correlated.

[0128] The turning performance index K represents the ratio of the turning torque to the damping torque generated by the rudder during the ship's turn, and T represents the ratio of the inertial torque to the damping torque experienced by the ship during the turn. In this embodiment, the turning performance parameters are obtained by combining the turning performance index K and the directional stability index T.

[0129] The method for determining the bow performance parameters based on the slewing performance index and the directional stability index is as follows:

[0130]

[0131] Where K′ is the dimensionless value of the gyration performance index, and T′ is the dimensionless value of the directional stability index. The dimensionless method is as follows:

[0132]

[0133] Where L is the length of the ship and V is the speed.

[0134] Correspondingly, performance parameter thresholds are preset. When the turning performance parameter is greater than the performance parameter threshold, the heading and turning performance index is determined to be 1. When it is less than the performance parameter threshold, the heading and turning performance index is determined to be 0.

[0135] Step S43: Based on the first and second overtake angles during the test ship's navigation according to the Z-shaped steering command, determine the course maintenance performance index, wherein the overtake angle is negatively correlated with the course maintenance performance index.

[0136] Furthermore, the first and second overtake angles can be calculated based on the acquired navigation data, and the calculation method is as follows:

[0137] ψ OS1 =abs(ψ e -δ1)

[0138] ψ OS2 =abs(ψ′) e -δ2)

[0139] Where, ψ e It is the yaw angle at the moment when the yaw angle first reaches its peak, δ1 is the first maximum rudder angle, and ψ′ e It is the moment when the yaw angle first reaches its lowest value, and δ2 is the first minimum rudder angle.

[0140] A first overshoot threshold is set for the first overshoot angle, and a second overshoot threshold is set for the second overshoot angle. When the first overshoot angle is less than the first overshoot threshold and the second overshoot angle is less than the second overshoot threshold, the heading hold performance index is determined to be 1; when the first overshoot angle is greater than the first overshoot threshold or the second overshoot angle is greater than the second overshoot threshold, the heading hold performance index is determined to be 0.

[0141] Step S44: Weighted calculation of the heading change performance index and the heading hold performance index to obtain the steering performance index.

[0142] In one possible implementation, the aforementioned heading change function index and heading hold performance index are weighted and calculated to obtain the steering performance index.

[0143] In another possible implementation, the steering performance indicators can be determined by combining the average rudder turning capability index, the heading stability accuracy index, the heading sensitivity index, and the following error index.

[0144] The average steering capability index can be determined based on the average steering speed, which can be calculated from the steering magnitude and duration between the start and end of the steering maneuver, and can also be calculated by averaging the average steering speeds of at least two steering maneuvers. When the average steering speed is greater than a preset threshold, the average steering capability index is set to 1.

[0145] Among them, the heading stability accuracy index can be determined based on the stable heading angle and the real-time heading angle. The stable heading angle can be taken as the X-axis, and the integral of the real-time heading angle on the stable heading angle can be calculated using the trapezoidal formula method. The integral result is divided by the test duration of the stability test to obtain the stability accuracy value.

[0146] Furthermore, the average stability accuracy is obtained through multiple calculations. When the average stability accuracy is greater than the accuracy threshold, the heading stability accuracy index is determined to be 1. It can also be determined in conjunction with sea state, by setting different accuracy thresholds for different sea states and comparing the average stability accuracy with the accuracy threshold corresponding to the sea state to determine the heading stability accuracy.

[0147] The heading sensitivity can be obtained by comparing the rudder angle value when the final stage element of the rudder angle changes after turning left with the rudder angle value when turning right with the rudder angle. The heading sensitivity is then compared to a sensitivity threshold; if the heading sensitivity is greater than the threshold, the heading sensitivity index is set to 1.

[0148] The following error can be determined based on the error between the rudder angle signal and the steering command. The average following error is determined based on the mean of the following errors under different steering commands. If the average following error is less than the error threshold, the following error index is set to 1.

[0149] Automatic berthing and unberthing performance indicators can be determined based on berthing and unberthing safety index, berthing and unberthing rationality index, berthing and unberthing economy index, and berthing and unberthing completion index. The calculation of automatic berthing and unberthing performance indicators based on berthing and unberthing data includes the following steps:

[0150] Step S21: Determine the real-time distance between the test vessel and obstacles during berthing and unberthing based on berthing and unberthing data, and determine the berthing and unberthing safety index based on the relationship between the real-time distance and the danger distance threshold. The berthing and unberthing safety index indicates navigation safety when the real-time distance is greater than the danger distance threshold.

[0151] The berthing and unberthing safety index can be determined based on the relationship between the real-time distance between the test vessel and the obstacle and the danger distance threshold. The real-time distance between the test vessel and the obstacle can be calculated from the obtained latitude and longitude, or determined from the distance detected by radar.

[0152] Optionally, the first real-time distance can be determined based on the latitude and longitude of the test vessel and the obstacle in the berthing and unberthing data. The calculation method is the same as above: first, the latitude and longitude are converted into coordinates, and then the calculation is performed based on the coordinates.

[0153] Optionally, based on the radar's position on the test vessel, the distance between the test vessel and the obstacle measured by the radar on the test vessel in the berthing and unberthing data is corrected to obtain a second real-time distance. Since different obstacles have different sizes, radar data also needs to be acquired to reduce errors.

[0154] The minimum value between the first real-time distance and the second real-time distance is determined as the real-time distance.

[0155] Safety is determined based on real-time distance. Therefore, the minimum of the first real-time distance and the second real-time distance can be used as the real-time distance and compared with the danger distance threshold to quantify the berthing and departure safety index.

[0156] When the real-time distance is less than the danger distance threshold, the berthing and unberthing safety index can be determined to be 0; when the real-time distance is greater than the danger distance threshold, the berthing and unberthing safety index can be determined to be 1.

[0157] Step S22: Based on the berthing and unberthing data, determine the track deviation and maneuvering change parameters of the test vessel during the berthing and unberthing process, and determine the berthing and unberthing rationality index based on the track deviation and maneuvering change parameters. The track deviation and the berthing and unberthing rationality index are positively correlated, while the maneuvering change parameters are negatively correlated with the berthing and unberthing rationality index.

[0158] The method for calculating track deviation and maneuver change parameters based on berthing and departure data includes the following steps:

[0159] Step S221: Determine the berthing and unberthing path of the test vessel during the berthing and unberthing process based on the berthing and unberthing data.

[0160] The actual berthing path of the test vessel from the berthing start point to the berth can be calculated based on the berthing and departure data. The actual departure path of the test vessel from the berth to the planned departure point can also be calculated. The methods for calculating the berthing and departure paths are the same as those for calculating the paths described above, and will not be repeated here.

[0161] Step S222: Calculate the error area based on the berthing and unberthing paths and the planned path, and use the error area as the track deviation.

[0162] The error area can be calculated based on the berthing path and the planned berthing path, where the error area is the area enclosed by the berthing path and the planned berthing path; and the error area can also be calculated based on the departure path and the planned departure path.

[0163] The error area corresponding to berthing is taken as the berthing track deviation, and the error area corresponding to departure is taken as the departure track deviation.

[0164] Step S223: Calculate the rate of change of speed, rate of change of power, and rate of change of rudder angle of the test vessel based on the berthing and unberthing data.

[0165] The berthing and unberthing data also includes rudder angle signals, speed, and power values ​​during the berthing and unberthing process. The rudder angle signals include both left and right rudder angle signals. The rate of change of the left and right rudder angles can be calculated from these signals. The power data includes main engine power and thruster power, and the rates of change of these power values ​​can be calculated. The rate of change of speed can also be calculated from the speed data.

[0166] Step S224: Determine the rate of change of speed, the rate of change of power, and the rate of change of rudder angle as maneuvering change parameters.

[0167] By obtaining the track deviation and maneuvering change parameters, a departure rationality index can be quantified. Based on the relationship between track deviation and deviation thresholds, a first departure rationality index can be determined: if the track deviation is less than the deviation threshold, the first departure rationality index is set to 0; if the track deviation is greater than the deviation threshold, the first departure rationality index is set to 1. For each parameter in the maneuvering change parameters, corresponding thresholds can be set, including speed change threshold, power change threshold, and rudder angle change threshold. Each parameter in the maneuvering change parameters is compared with its threshold. If a parameter exceeds its threshold, the number of exceedances is recorded. A second departure rationality index is determined based on the number of exceedances. Optionally, if the number of exceedances exceeds a threshold, the second departure rationality index is set to 0.

[0168] Then, the departure rationality index can be calculated by weighting the first departure rationality index and the second departure rationality index.

[0169] Step S23: Determine the berthing and unberthing economic index based on the real-time power in the berthing and unberthing data. The berthing and unberthing economic index is negatively correlated with the real-time power.

[0170] In this embodiment, the berthing and unberthing economic index is quantified based on real-time power. Real-time power during the berthing and unberthing process can be acquired, and the maximum real-time power value can be determined, including the maximum main engine power value and the maximum side thruster power value. The maximum main engine power value is compared with its corresponding preset main engine power threshold, and the maximum side thruster power value is compared with its corresponding preset side thruster power threshold. A first unberthing economic index is obtained based on the comparison results. Alternatively, quantification can be performed based on the average real-time power value. The average main engine power value and the average side thruster power value are calculated, and both are compared with their corresponding preset average thresholds. A second unberthing economic index is obtained based on the comparison results. The first and second unberthing economic indices are weighted and calculated to obtain the final unberthing economic index.

[0171] Step S24: Determine the berthing position at the end of berthing based on the berthing data in the berthing and departure data, and determine the departure path based on the departure data in the berthing and departure data; determine the berthing and departure completion index based on the berthing position and departure path.

[0172] Determining the berthing position at the end of berthing based on berthing data includes the following steps:

[0173] Step S241: Based on the test ship's heading and latitude and longitude in the berthing data, establish a body coordinate system with the test ship as the center.

[0174] The method for establishing the body coordinate system can be referred to in the above embodiments, and will not be repeated in this embodiment.

[0175] Step S242: Convert the berth coordinates into the horizontal and vertical coordinates of the berth in the body coordinate system, and determine the berthing orientation based on the horizontal and vertical coordinates of the berth.

[0176] The berth's position relative to the test vessel can be determined by using the horizontal and vertical coordinates of the berth, thus providing the test vessel's anchoring orientation.

[0177] Therefore, the berthing completion index can be quantified based on the berthing orientation. The berthing completion index is negatively correlated with the deviation from the berthing orientation.

[0178] Furthermore, the departure path of the test vessel can be calculated based on the departure data. For details, please refer to the above embodiments, which will not be repeated here.

[0179] The departure completion index can be quantified based on the deviation of the departure path. The berthing completion index and the departure completion index are then weighted to obtain the berthing-departure completion index.

[0180] Step S25: Determine the automatic berthing and unberthing performance indicators for the berthing and unberthing safety index, berthing and unberthing rationality index, berthing and unberthing economy index, and berthing and unberthing completion index.

[0181] The automatic berthing and unberthing performance indicators can be calculated by weighting the pre-set berthing and unberthing safety index, berthing and unberthing rationality index, berthing and unberthing economy index, and berthing and unberthing completion index.

[0182] This application provides a testing method for intelligent navigation functions of ships, which is used in a testing system for intelligent navigation functions of ships, such as... Figure 1 As shown, the system includes a shipboard data acquisition module and a test evaluation and analysis module. The test evaluation and analysis module includes a test analysis sub-module for an intelligent steering system, a test analysis sub-module for an intelligent collision avoidance system, and a test analysis sub-module for an automatic berthing and unberthing system.

[0183] The shipboard data acquisition module is used to collect berthing and unberthing data, collision avoidance data, and response data of the test vessel during navigation based on steering commands, and transmits them to the test evaluation and analysis system. The intelligent steering system test analysis submodule in the test evaluation and analysis system is used to calculate steering performance indicators based on response data; the intelligent collision avoidance system test analysis submodule is used to calculate automatic collision avoidance performance indicators based on collision avoidance data; and the automatic berthing and unberthing system test analysis submodule is used to calculate automatic berthing and unberthing performance indicators based on berthing and unberthing data.

[0184] And such as Figure 2 As shown, the testing process for each test analysis submodule includes the following steps:

[0185] Step 1: Build the test scenario.

[0186] For example, the intelligent steering system test and analysis submodule will construct steering scenarios and control the ship to navigate according to steering commands; the intelligent collision avoidance system test and analysis submodule will construct collision avoidance scenarios; and the automatic berthing and unberthing system test and analysis submodule will construct berthing and unberthing scenarios.

[0187] Step 2, scene rationality assessment.

[0188] If the test scenario is reasonable, start testing and obtain the corresponding test data; otherwise, rebuild the test scenario.

[0189] Step 3: Raw data processing and storage.

[0190] The raw data is the acquired test data, which is then processed and stored.

[0191] Step 4: Determine the integrity of the testing process.

[0192] After processing the raw data, it is necessary to check whether the data required to quantify each functional indicator has been obtained to determine whether the testing process is complete. For example, the intelligent collision avoidance system test analysis submodule can determine whether data for quantifying the reasonableness of maneuver timing, maneuver amplitude, avoidance method, and collision avoidance result has been obtained based on the raw data. If the data is complete, the testing process is considered complete. If incomplete, the test scenario is reconstructed for retesting.

[0193] Step 5: Performance index verification and evaluation.

[0194] Performance index verification and evaluation is essentially the process of data quantification. With the aforementioned testing process complete, the test data can be quantified to obtain various functional indicators. For example, the intelligent collision avoidance system test analysis submodule can quantify the reasonableness of maneuver timing, maneuver amplitude, avoidance method, and collision avoidance result based on collision avoidance data, and then weight these parameters to obtain the automatic collision avoidance performance index.

[0195] The intelligent steering system test and analysis submodule can quantify the heading change performance index and heading hold performance index based on the test data, and then weight them to obtain the steering performance index.

[0196] The automatic berthing and unberthing system test and analysis submodule can quantify the berthing and unberthing safety index, berthing and unberthing rationality index, berthing and unberthing economy index, and berthing and unberthing completion index based on the test data, and then weight them to obtain the automatic berthing and unberthing performance index.

[0197] Step 6: Output the test results.

[0198] The above descriptions are merely preferred embodiments of this application, and this application is not limited to the above embodiments. It is understood that other improvements and variations that can be directly derived or conceived by those skilled in the art without departing from the spirit and concept of this application should be considered to be included within the protection scope of this application.

Claims

1. A method of testing a ship intelligent navigation function, characterized by, The method includes: Send control commands to the test vessel, the control commands being used to instruct the test vessel on its navigation mode, the control commands including berthing and unberthing commands, obstacle avoidance commands, and steering commands; Acquire berthing and unberthing data of the test vessel during navigation based on the berthing and unberthing command, and calculate automatic berthing and unberthing performance indicators based on the berthing and unberthing data. The automatic berthing and unberthing performance indicators are related to at least one of the following: safety, rationality, economy and completion of berthing and unberthing. The system acquires collision avoidance data of the test vessel during navigation based on the obstacle avoidance command, and calculates automatic collision avoidance performance index based on the collision avoidance data. The automatic collision avoidance performance index is related to the collision avoidance rationality. The test vessel's response data during navigation based on the steering command is obtained, and steering performance indicators are calculated based on the response data. The steering performance indicators are related to the vessel's responsiveness to steering. Based on the automatic berthing and unberthing indicators, the automatic collision avoidance performance indicators, and the steering performance indicators, the performance parameters of the test vessel's intelligent navigation are determined. The collision avoidance data includes the test vessel's heading angle and rudder angle data during the collision avoidance period, as well as the latitude and longitude of the test vessel and the obstacle during the collision avoidance period; the collision avoidance rationality includes the rationality of maneuver amplitude and the rationality of avoidance method, and the calculation of automatic collision avoidance performance indicators based on the collision avoidance data includes: Calculate the maximum and average values ​​of the heading angle and the rudder angle during the collision avoidance period, and determine the collision avoidance maneuver amplitude based on the maximum and average values ​​of the heading angle and the rudder angle, wherein the collision avoidance maneuver amplitude is positively correlated with the maximum and average values; and determine the rationality of the maneuver amplitude based on the collision avoidance maneuver amplitude, wherein the rationality of the maneuver amplitude is positively correlated with the collision avoidance maneuver amplitude. The latitude and longitude of the test vessel and the obstacle are converted into test vessel coordinates and obstacle coordinates in the same rectangular coordinate system. A body coordinate system is established with the test vessel coordinates as the origin, and the obstacle coordinates are converted into body obstacle coordinates in the body coordinate system. Based on the quadrant position of the body obstacle coordinates in the body coordinate system, the avoidance method of the test vessel is determined. The rationality of the avoidance method is determined based on the avoidance method, wherein the rationality of the avoidance position corresponding to unilateral avoidance is higher than the rationality of the avoidance position corresponding to other avoidance methods.

2. The method of claim 1, wherein, The collision avoidance rationality also includes the rationality of the timing of the maneuver and the rationality of the collision avoidance result; The calculation of automatic collision avoidance performance indicators based on the collision avoidance data also includes: The collision avoidance start distance is calculated based on the collision avoidance data, and the reasonableness of the maneuvering time is determined based on the distance difference between the collision avoidance start distance and the collision avoidance distance. The distance difference and the reasonableness of the maneuvering time are negatively correlated. The collision avoidance start distance is the actual distance between the test vessel and the obstacle at the start of collision avoidance, and the collision avoidance distance is the preset maximum collision avoidance distance. The collision avoidance trajectory is calculated based on the collision avoidance data, and the reasonableness of the collision avoidance result is determined based on the intersection index with the obstacle indicated by the collision avoidance trajectory. The intersection index is negatively correlated with the reasonableness of the collision avoidance, and the intersection index is used to indicate the probability of the test vessel intersecting with the obstacle. The automatic collision avoidance performance index is obtained by weighting the rationality of the timing of the maneuver, the rationality of the maneuver amplitude, the rationality of the avoidance method, and the rationality of the collision avoidance result.

3. The method of claim 1, wherein, The steering command is a Z-shaped steering command, and the calculation of steering performance indicators based on the response data includes: Based on the navigation data of the test vessel during the navigation process according to the Z-shaped steering command, the turning performance index and the directional stability index are calculated. The turning performance parameters are determined based on the turning performance index and the directional stability index, and the heading change performance index is determined based on the turning performance parameters. The turning performance parameters and the heading change performance index are positively correlated. Based on the first and second overtake angles during the test vessel's navigation according to the Z-shaped steering command, the course maintenance performance index is determined, wherein the overtake angle is negatively correlated with the course maintenance performance index. The steering performance index is obtained by weighting the heading change performance index and the heading hold performance index.

4. The method of claim 3, wherein, The method for determining the bow performance parameters based on the slewing performance index and the directional stability index is as follows: wherein is a dimensionless value of the turning performance index, is a dimensionless value of the directional stability index.

5. The method of claim 1, wherein, The calculation of automatic berthing performance indicators based on the berthing and departure data includes: Based on the berthing and unberthing data, the real-time distance between the test vessel and obstacles during the berthing and unberthing process is determined, and based on the relationship between the real-time distance and the danger distance threshold, the berthing and unberthing safety index is determined, wherein the berthing and unberthing safety index indicates navigation safety when the real-time distance is greater than the danger distance threshold. Based on the berthing and departure data, the track deviation and maneuvering change parameters of the test vessel during the berthing and departure process are determined, and the berthing and departure rationality index is determined based on the track deviation and the maneuvering change parameters. The track deviation and the berthing and departure rationality index are positively correlated, and the maneuvering change parameters are negatively correlated with the berthing and departure rationality index. The berthing and departure economy index is determined based on the real-time power in the berthing and departure data, and the berthing and departure economy index is negatively correlated with the real-time power. The berthing position at the end of berthing is determined based on the berthing data in the berthing and departure data, and the departure path is determined based on the departure data in the berthing and departure data; a berthing and departure completion index is determined based on the berthing position and the departure path, wherein the deviation between the berthing position and the planned position is positively correlated with the berthing and departure completion index, and the deviation between the departure path and the planned path is negatively correlated with the berthing and departure completion index; The automatic berthing performance index is determined by the berthing safety index, the berthing rationality index, the berthing economy index, and the berthing completion index.

6. The method of claim 5, wherein, The determination of the real-time distance between the test vessel and obstacles during berthing and unberthing based on the berthing and unberthing data includes: Based on the latitude and longitude of the test vessel and the latitude and longitude of the obstacle in the berthing and unberthing data, the first real-time distance is determined; Based on the radar's position on the test vessel, the distance between the radar on the test vessel and the obstacle in the berthing and departure data is corrected to obtain a second real-time distance; The minimum value between the first real-time distance and the second real-time distance is determined as the real-time distance.

7. The method of claim 5, wherein, The determination of the test vessel's track deviation and maneuvering parameters during berthing and unberthing based on the berthing and unberthing data includes: The berthing and unberthing paths of the test vessel during the berthing and unberthing process are determined based on the berthing and unberthing data. The error area is calculated based on the berthing and unberthing paths and the planned path, and the error area is used as the track deviation. Based on the berthing and unberthing data, the speed change rate, power change rate, and rudder angle change rate of the test vessel were calculated. The rate of change of speed, the rate of change of power, and the rate of change of rudder angle are determined as the maneuvering change parameters.

8. The method of claim 5, wherein, Determining the berthing position at the end of berthing based on the berthing data in the berthing and departure data includes: Based on the course and latitude and longitude of the test vessel in the berthing data, a body coordinate system with the test vessel as the center is established. The berth coordinates are converted into the horizontal and vertical coordinates of the berth in the body coordinate system, and the berthing orientation is determined based on the horizontal and vertical coordinates of the berth.

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