A ship collision avoidance decision method for inland tidal river sections

Abstract

This invention relates to a collision avoidance decision-making method for vessels in tidal inland waterways, belonging to the field of vessel collision avoidance technology. The method includes: acquiring tidal information and vessel navigation information of the tidal inland waterway, wherein the vessel navigation information includes the navigation information of the vessel itself and a target vessel with a collision risk; determining the encounter situation between the vessel and the target vessel based on the vessel navigation information; determining the current direction of the vessel and the target vessel based on the encounter situation and the tidal information; determining the vessel's collision avoidance responsibility based on the encounter situation and the current direction; and making a collision avoidance decision for the vessel based on its collision avoidance responsibility. This invention considers the tidal problem in tidal inland waterways, divides the collision avoidance responsibility of vessels in different encounter situations, and thereby provides reasonable collision avoidance schemes, achieving effective collision avoidance decision-making tailored to the characteristics of tidal inland waterways.

Description

Technical Field

[0001] This invention relates to the field of ship collision avoidance technology, and in particular to a ship collision avoidance decision-making method for tidal inland waterways. Background Technology

[0002] With the deep integration of cutting-edge technologies such as artificial intelligence, big data, and the Internet of Things with traditional ships, intelligent shipping has become a major direction for the development of the shipping industry. Autonomous navigation technology is a key technology for realizing intelligent shipping. Autonomous navigation technology can avoid collisions and optimize course and speed according to the water environment, reduce accidents caused by human factors in the water, and ensure navigation safety.

[0003] In existing technologies, research on autonomous navigation of ships mainly focuses on open waters, while less attention is paid to inland waterways, especially tidal sections of inland rivers. Inland waterways are mostly winding and narrow channels, with facilities such as docks and locks on both sides. At the same time, tidal sections of inland rivers are affected by tides, with rapid currents and large water level changes, which makes ships more susceptible to impacts. Existing technologies are unable to make effective collision avoidance decisions based on the characteristics of tidal sections of inland rivers. Summary of the Invention

[0004] In view of this, it is necessary to provide a collision avoidance decision-making method for vessels in tidal inland waterways to solve the problem in existing technologies that make it difficult to make effective collision avoidance decisions based on the characteristics of tidal inland waterways.

[0005] To address the aforementioned problems, this invention provides a collision avoidance decision-making method for vessels in tidal inland waterways, comprising:

[0006] Acquire tidal information and vessel navigation information of tidal sections of inland waterways, wherein the vessel navigation information includes the navigation information of the vessel itself and target vessels that pose a collision risk to the vessel.

[0007] Based on the aforementioned vessel navigation information, determine the encounter situation between the vessel and the target vessel;

[0008] Based on the encounter situation and the tidal information, determine the current direction status of the ship and the target ship;

[0009] Based on the encounter situation and the current state, determine the collision avoidance responsibility of this vessel;

[0010] Based on the aforementioned collision avoidance responsibilities of this vessel, a collision avoidance decision will be made for this vessel.

[0011] In some possible implementations, the encounter situation is one of overtaking, head-on encounter, traversing, and crossing encounter;

[0012] Based on the aforementioned vessel navigation information, the encounter situation between the vessel and the target vessel is determined, including:

[0013] When the two vessels, the main vessel and the target vessel, are sailing in the same direction and one vessel is located at a bearing greater than 22.5° aft of the other vessel's beam, the encounter situation between the main vessel and the target vessel is determined to be overtaking.

[0014] When the two vessels, the present vessel and the target vessel, are positioned ahead of each other, the encounter situation between the present vessel and the target vessel is determined to be a head-on encounter.

[0015] When one of the vessels, the main vessel and the target vessel, is traveling in the direction of the channel, and the other vessel is traveling perpendicular to the direction of the channel, the encounter situation between the main vessel and the target vessel is determined to be a crossing.

[0016] When the encounter situation between the vessel and the target vessel is not overtaking, meeting head-on, or crossing, the encounter situation between the vessel and the target vessel is determined to be a cross encounter.

[0017] In some possible implementations, the encounter situation between the vessel and the target vessel is one of overtaking, head-on encounter, crossing, and cross encounter; the tidal information is high tide or low tide; the current state is one of upstream, downstream, downstream, and upstream; and the collision avoidance responsibility of the vessel is being given way or giving way.

[0018] Based on the encounter situation and the tidal information, determine the current direction status of the vessel and the target vessel, including:

[0019] When the encounter situation is a head-on encounter or a cross encounter, if the tide information is not high tide, the current state of the ship and the target ship is determined to be upstream or downstream; if the tide information is high tide, the current state of the ship and the target ship is determined to be downstream or upstream.

[0020] Based on the aforementioned encounter situation and current conditions, the collision avoidance responsibility of this vessel is determined, including:

[0021] When the encounter situation is overtaking, if the vessel is the overtaking vessel, the collision avoidance responsibility of the vessel is determined to be to give way to port; if the vessel is the overtaken vessel, the collision avoidance responsibility of the vessel is determined to be to give way.

[0022] When the encounter situation is an overtaking situation, if the vessel is the vessel being overtaken, then the collision avoidance responsibility of the vessel is determined to be to give way.

[0023] When the encounter situation is a head-on meeting, if the current direction of the vessel is upstream or against the current, the collision avoidance responsibility of the vessel is determined to be to give way to the right-of-way; if the current direction of the vessel is downstream or with the current, the collision avoidance responsibility of the vessel is determined to be to be given way.

[0024] When the encounter situation is a cross-flow situation, if the current state of the vessel and the target vessel are different, and the current state of the vessel is upstream or against the current, or the current state of the vessel and the target vessel are the same, and the target vessel is on the starboard side of the vessel, then the collision avoidance responsibility of the vessel is determined to be to give way to the starboard vessel. If the current state of the vessel and the target vessel are different, and the current state of the vessel is downstream or with the current, or the current state of the vessel and the target vessel are the same, and the vessel is on the starboard side of the target vessel, then the collision avoidance responsibility of the vessel is determined to be to give way to the target vessel.

[0025] In some possible implementations, ship navigation information is acquired, including navigation information of the ship itself and target ships that pose a collision risk with it, including:

[0026] Obtain navigation information of the ship itself and neighboring ships within a preset distance, and construct a ship navigation prediction model based on the navigation information;

[0027] Based on the ship navigation prediction model, ship navigation prediction is performed, dangerous ships that are likely to enter the ship's territory are selected from the target ships, and prediction result data is obtained.

[0028] Based on the predicted data, the collision risk between the dangerous vessel and the ship is calculated, and the target vessel with the highest collision risk is selected from the dangerous vessels.

[0029] In some possible implementations, the ship navigation prediction model includes an inland waterway traffic environment model, a ship maneuvering motion model, and a ship position estimation model, wherein the ship position estimation model includes a first formula and a second formula.

[0030] The first formula is as follows:

[0031]

[0032] In the formula, Indicates the estimated position of the ship at the time of the incident. Indicates the ship's initial position. Indicates speed, Indicates the estimated time. Indicates the course. When a ship is outside the channel or deviates from the direction of the channel within the channel, the ship's position is calculated according to the first formula.

[0033] The second formula is:

[0034]

[0035] In the formula, express The estimated position of the ship at that time Indicates the ship's initial position. This indicates the ship's position when it reaches the next leg of the voyage. Indicates speed, Indicates the course. Indicates the current channel direction of the vessel. Indicates the course direction for the next leg of the journey. This indicates the time required for a ship to reach the next segment when traveling in the direction of the channel. When a ship is traveling in the direction of the channel, its position is calculated according to the second formula.

[0036] In some possible implementations, the vessel's domain is elliptical, with the major axis of the domain being 1.2 times the vessel's length along the bow and stern, and the minor axis of the domain being 0.3 times the vessel's length along the transverse direction.

[0037] In some possible implementations, the formula for calculating the collision hazard level is:

[0038]

[0039]

[0040]

[0041] In the formula, Indicates the degree of collision risk. Indicates the risk of a spatial collision. Indicates the degree of collision risk over time. This indicates the calculation time of the ship navigation prediction model. Indicating that in the ship navigation prediction model t Time of the first Position of neighboring vessels ， Indicating that in the ship navigation prediction model t The point set within the ship's domain at any given moment. In the ship navigation prediction model, the first... The time when a neighboring vessel enters the vessel's territorial waters. This represents the time threshold.

[0042] In some possible implementations, the collision avoidance responsibility of the vessel includes being given way and giving way;

[0043] Based on the aforementioned collision avoidance liability of this vessel, a collision avoidance decision is made for this vessel, including:

[0044] When the collision avoidance responsibility of this vessel is to give way, a collision avoidance plan for this vessel shall be determined immediately.

[0045] When the collision avoidance responsibility of the vessel is to be given way, determine whether the collision risk of the target vessel is greater than a threshold. If the collision risk of the target vessel is greater than the threshold, then calculate the collision avoidance plan for the vessel.

[0046] Among some possible implementations, the collision avoidance scheme for this vessel includes:

[0047] Based on the aforementioned ship navigation prediction model, ship navigation prediction is performed. During the prediction, the ship's turning angle and speed are changed to determine the feasible collision avoidance scheme when the ship can safely avoid a collision.

[0048] Based on the multi-objective evaluation function, the evaluation function value of the feasible collision avoidance scheme is calculated, and based on the evaluation function value, the optimal collision avoidance scheme is determined from the feasible collision avoidance schemes.

[0049] In some possible implementations, the multi-objective evaluation function is:

[0050]

[0051] In the formula, This represents the evaluation function value. Indicates risk assessment indicators, This represents the weighting coefficient of the risk assessment indicators. This indicates that during the voyage of this ship, there was a collision with the [number missing]. The closer the obstacle, the higher the risk. This indicates the number of obstacles encountered by the ship during its voyage. This refers to the energy consumption evaluation index, specifically the total energy consumption of the ship throughout its entire voyage. This represents the weighting coefficient of the energy consumption evaluation index. Indicates own ship Energy consumption at any given time Indicates the ship's sailing time. This refers to the speed evaluation index, specifically the average speed of the ship throughout the entire voyage. This represents the weighting coefficient of the speed evaluation index. Indicates own ship The speed at any moment, This represents the obstacle avoidance evaluation index. This represents the weighting coefficient of the obstacle avoidance evaluation index. This indicates that this ship and the first The minimum distance to a dynamic obstacle. This indicates the number of dynamic obstacles encountered by the ship during its voyage. This represents the comfort evaluation index, specifically the sum of squares of the ship's acceleration throughout the entire voyage. This represents the weighting coefficient of the comfort evaluation index. Indicates own ship Acceleration at any moment.

[0052] The beneficial effects of the present invention are as follows: The collision avoidance decision-making method for vessels in tidal inland waterways provided by the present invention takes into account the tidal problem in tidal inland waterways, determines the flow direction of vessels based on inland tidal information, and then divides the collision avoidance responsibility of the vessel in different encounter situations, thereby providing a reasonable collision avoidance scheme and realizing effective collision avoidance decision-making based on the characteristics of tidal inland waterways. Attached Figure Description

[0053] Figure 1 A schematic flowchart of an embodiment of the collision avoidance decision-making method for vessels in tidal inland waterways provided by the present invention;

[0054] Figure 2 For the present invention Figure 1 A schematic diagram of an embodiment of step S101;

[0055] Figure 3 For the present invention Figure 1 A schematic diagram of an embodiment of step S102;

[0056] Figure 4 For the present invention Figure 1 A schematic flowchart of an embodiment of step S104;

[0057] Figure 5 For the present invention Figure 1 A schematic flowchart of an embodiment of step S105;

[0058] Figure 6 For the present invention Figure 5 A schematic diagram of an embodiment of obtaining a collision avoidance scheme for this ship. Detailed Implementation

[0059] 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 a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0060] It should be understood that the illustrative drawings are not drawn to scale. The flowcharts used in this invention illustrate operations implemented according to some embodiments of the invention. It should be understood that the operations in the flowcharts may be implemented out of order, and steps without logical contextual relationships may be reversed or performed simultaneously. Furthermore, those skilled in the art, guided by the content of this invention, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor systems and / or microcontroller systems.

[0061] The terms "first," "second," etc., used in the embodiments of this invention are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a technical feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. "And / or" describes the relationship between related objects, indicating that three relationships may exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone.

[0062] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0063] This invention provides a collision avoidance decision-making method for vessels in tidal inland waterways, which will be described in detail below.

[0064] Figure 1 This is a schematic flowchart of an embodiment of the collision avoidance decision-making method for vessels in tidal inland waterways provided by the present invention, as shown below. Figure 1 As shown, the collision avoidance decision-making methods for vessels in tidal inland waterways include:

[0065] S101. Obtain tidal information and vessel navigation information of the tidal section of the inland river. The vessel navigation information includes the navigation information of the vessel itself and the target vessel that has a collision risk with the vessel.

[0066] S102. Based on the vessel's navigation information, determine the encounter situation between the vessel and the target vessel;

[0067] S103. Based on tidal information, determine the current direction status of the vessel and the target vessel;

[0068] S104. Based on the encounter situation and current conditions between the vessel and the target vessel, determine the vessel's responsibility for collision avoidance;

[0069] S105. Based on the collision avoidance responsibility of this vessel, make collision avoidance decisions for this vessel.

[0070] It should be noted that the Inland Waterway Collision Avoidance Rules are a series of regulations and standards that inland waterway vessels must follow during navigation, aiming to improve traffic safety in inland waterways. Among them, the rules clearly define the encounter situation. According to the Inland Waterway Collision Avoidance Rules, an encounter situation refers to a situation where two vessels, whether stationary or underway, are very close to each other, and if no relevant measures are taken, a collision risk will occur. The Inland Waterway Collision Avoidance Rules divide inland waterway vessel encounter situations into four types: head-on encounter, overtaking, crossing, and cross encounter. It clarifies the responsibilities and obligations that the two vessels should bear in collision avoidance actions. Vessels have different responsibilities in different encounter situations, which will directly affect whether subsequent vessels can safely avoid collisions.

[0071] Compared with the prior art, the present invention takes into account the tidal problem of the tidal section of the inland river, determines the flow state of the vessel based on the tidal information of the inland river, and then divides the collision avoidance responsibility of the vessel in different encounter situations, and thus provides a reasonable collision avoidance scheme, so as to realize effective collision avoidance decision-making for the characteristics of the tidal section of the inland river.

[0072] To better identify vessels at risk of collision with the vessel, some embodiments employ model prediction methods. Specifically, such as... Figure 2 As shown, step S101 includes:

[0073] S201. Obtain navigation information of the vessel and neighboring vessels within a preset distance, and construct a vessel navigation prediction model based on the navigation information;

[0074] S202. Based on the ship navigation prediction model, predict ship navigation, select dangerous ships that are likely to enter the ship's territory from the target ships, and obtain the prediction result data.

[0075] It should be noted that when a ship is sailing, in order to ensure its safety and prevent collisions, a certain water space must be maintained around it, namely the ship's domain. The ship's domain can be regarded as an extended safety distance. Therefore, the ship's domain is used as an indicator to judge whether two ships have a collision risk when the model makes predictions.

[0076] S203. Based on the prediction results, calculate the collision risk between the dangerous vessel and the vessel itself, and select the target vessel with the highest collision risk from among the dangerous vessels.

[0077] To establish a ship navigation prediction model applicable to tidal sections of inland waterways, and to improve the accuracy of the prediction model, in some embodiments, the ship navigation prediction model includes an inland waterway traffic environment model, a ship maneuvering motion model, and a ship position estimation model, as detailed below:

[0078] When constructing the inland waterway traffic environment model, it is considered that when ships navigate in inland waterways, they should follow the "separate lanes" rule stipulated in the Inland Waterway Collision Avoidance Rules, that is, upstream and downstream ships should travel in their respective lanes. The inland waterway traffic environment model adopts the separate lanes navigation system.

[0079] It should be noted that the separation navigation system uses dividing strips and obvious geographical landmarks to divide the waterway into two navigation channels, allowing for one-way navigation. Based on the needs of the inland waterway traffic environment, the structural elements of the separation navigation system are divided into navigation channels, planned routes, isolation strips, warning zones, avoidance zones, and riparian navigation strips.

[0080] When constructing the ship maneuvering motion model, considering that the waterway is relatively narrow when the ship is navigating in inland waterways, the amplitude of the ship's roll, pitch, and heave motions is small, the ship maneuvering motion model adopts a three-degree-of-freedom MMG model of the ship's roll, pitch, and heave motions. At the same time, considering that there are no waves in inland waterways, wind and current are the main natural environmental factors for the ship's navigation and have an important impact on the ship's motion. Therefore, the ship dynamics maneuvering motion model fully considers the influence of wind and current, but does not consider the influence of waves.

[0081] It should be noted that ship dynamics maneuvering motion models can be divided into integral models and separate models. Integral models treat the ship, propeller, and rudder as a whole, automatically considering the mutual influence of each part. However, the physical meaning of the hydrodynamic derivatives in this model is unclear, making it difficult to directly apply the experimental results of one ship to another. Separate models are usually called MMG (Mathematical Modeling Group) models. The advantage is that the parameters in the model have clear physical meanings and can be obtained through experiments. The relationship between the model and the actual ship is easy to handle. Therefore, this invention selects the MMG model to establish the ship motion model. Secondly, the motion of a ship during navigation is complex. When a ship moves in three-dimensional space, its motion state can be described by three linear degrees of freedom and three rotational degrees of freedom. When a ship is navigating inland waterways, the water is relatively narrow, and the amplitude of the ship's roll, pitch, and heave motions is small, having little impact on the ship's navigation. Therefore, this invention adopts a three-degree-of-freedom MMG model for the ship's sway, pitch, and bow motions.

[0082] When constructing the ship position estimation model, the navigation habits of ships in inland waterways are taken into account. The ship position estimation model includes the first formula and the second formula.

[0083] The first formula is as follows:

[0084]

[0085] In the formula, Indicates the estimated position of the ship at the time of the incident. Indicates the ship's initial position. Indicates speed, Indicates the estimated time. Indicates the course. When a ship is outside the channel or deviates from the direction of the channel within the channel, the ship's position is calculated according to the first formula.

[0086] The second formula is:

[0087]

[0088] In the formula, express The estimated position of the ship at that time Indicates the ship's initial position. This indicates the ship's position when it reaches the next leg of the voyage. Indicates speed, Indicates the course. Indicates the current channel direction of the vessel. Indicates the course direction for the next leg of the journey. This indicates the time required for a ship to reach the next segment when traveling in the direction of the channel. When a ship is traveling in the direction of the channel, its position is calculated according to the second formula.

[0089] It should be noted that when calculating the ship's position, the ship will change course to the recommended traffic flow direction when it reaches the set position control line, and continue to do so until it reaches the next segment and sails in the new recommended direction.

[0090] Furthermore, when determining the vessel domain, it is considered that the size and shape of the vessel domain are affected by many factors, such as the characteristics of the vessel itself, the surrounding environmental conditions, and navigation rules. In some embodiments, the following three characteristics of inland waterway navigation are taken into account:

[0091] (1) When a ship is sailing forward in a traffic lane, the change in the bow-stern distance after maneuvering is significantly greater than that on both sides of the ship. Therefore, the safe bow-stern distance should be greater than the safe distance on both sides of the ship.

[0092] (2) Because when the other ship is traveling on the same course, it is faster than the ship when it is overtaking, and when it is overtaking, it is slower than the ship. Therefore, a larger distance needs to be reserved in the bow direction. Thus, the actual ship position is shifted 0.3 times the ship length in the stern direction.

[0093] (3) When a ship sails in the general direction of the flow of ships within the navigation lane, the safe distance between the port and starboard sides of the ship is equal. Subsequent studies will consider the port eccentricity or other ship shapes when the navigation environment changes.

[0094] The vessel's domain is set to an ellipse, with the major axis length set to 1.2 times the vessel length along the bow and stern, and the minor axis length set to 0.3 times the vessel length along the transverse direction.

[0095] Specifically, in the prediction model, the formula for determining whether a neighboring vessel will enter the vessel's territory is:

[0096]

[0097] In the formula, Indicates own ship Constant direction express At any given moment, the ship is located at the center of its naval domain. and These represent the short and long half-axles of the vessel's territory, respectively. If, at a certain moment within a preset time period, a neighboring vessel enters the vessel's territory, it indicates that there is a collision risk between the vessel and the neighboring vessel.

[0098] Collision risk index (CRI) is a physical quantity determined based on the maneuvering characteristics, position, motion, and other relationships between two vessels. It reflects the existence of a collision risk and the urgency of taking avoidance measures. In some embodiments, collision risk is decomposed into space collision risk index (SCRI) and time collision risk index (TCRI). The formula for calculating collision risk is as follows:

[0099]

[0100]

[0101]

[0102] In the formula, Indicates the degree of collision risk. Indicates the risk of a spatial collision. Indicates the degree of collision risk over time. This indicates the calculation time of the ship navigation prediction model. Indicating that in the ship navigation prediction model t Time of the first Position of neighboring vessels ， Indicating that in the ship navigation prediction model t The point set within the ship's domain at any given moment. In the ship navigation prediction model, the first... The time when a neighboring vessel enters the vessel's territorial waters. Indicates the time threshold, when When this occurs, it indicates that the nearby vessel is a dangerous vessel.

[0103] Considering that when ships navigate inland waterways, compared to at sea, the width of the inland waterway limits the impact of channel factors on ship encounters, some embodiments determine inland waterway encounter situations based on inland waterway factors. These encounter situations include overtaking, head-on encounters, crossings, and intersections. Figure 3 As shown, step S102 specifically includes:

[0104] S301. When the two vessels are sailing in the same direction and one vessel is located at a bearing greater than 22.5° aft of the other vessel's beam, the encounter situation between the two vessels is determined to be overtaking.

[0105] S302. When the two vessels, the self and the target, are ahead of each other, the encounter situation between the self and the target is determined as a head-on encounter.

[0106] S303. When one of the vessels, the main vessel and the target vessel, is traveling in the direction of the channel, and the other vessel is traveling perpendicular to the direction of the channel, the encounter situation between the main vessel and the target vessel is determined to be a crossing.

[0107] S304. When the encounter situation between the vessel and the target vessel is not overtaking, meeting head-on, or crossing, the encounter situation between the vessel and the target vessel is determined to be a cross encounter.

[0108] Considering that vessels navigating in inland waterways follow the "separate lanes" rule stipulated in the Inland Waterway Collision Avoidance Regulations, i.e., upstream and downstream vessels travel along their respective lanes, the impact of channel factors on vessel encounters is overlooked compared to sea navigation, due to the limited width of inland waterways. Furthermore, the direction of inland waterway currents changes with tides, leading to different roles for vessels in the same encounter situation at low tide, high tide, and low tide, significantly affecting subsequent avoidance actions. In some embodiments, tidal information is considered in encounter situations of head-on and cross encounters. Specifically, the tidal information is high tide or no high tide, and the flow direction is one of upstream, downstream, downstream, and upstream. The collision avoidance responsibility of the vessel is to be yielded to or to yield to the other vessel. Step S103 includes:

[0109] When the encounter situation is a head-on or cross encounter, if the tide information is not high tide, the current state of the ship and the target ship is determined to be upstream or downstream. If the tide information is high tide, the current state of the ship and the target ship is determined to be downstream or upstream.

[0110] Correspondingly, such as Figure 4 As shown, step S104 includes:

[0111] S401. When the encounter situation is overtaking, if the vessel is the overtaking vessel, the collision avoidance responsibility of the vessel is determined to be to give way to port; if the vessel is the vessel being overtaken, the collision avoidance responsibility of the vessel is determined to be to give way.

[0112] S402. When the encounter situation is an overtaking situation, if the vessel is the vessel being overtaken, then the collision avoidance responsibility of the vessel is determined to be to give way.

[0113] S403. When the encounter situation is a head-on meeting, if the current of the vessel is upstream or against the current, the collision avoidance responsibility of the vessel is determined to be to give way to the right-of-way; if the current of the vessel is downstream or with the current, the collision avoidance responsibility of the vessel is to be given way.

[0114] S404. When the encounter situation is a cross-flow situation, if the current state of the vessel and the target vessel are different, and the current state of the vessel is upstream or against the current, or the current state of the vessel and the target vessel are the same, and the target vessel is on the starboard side of the vessel, then the collision avoidance responsibility of the vessel is determined to be to give way to the starboard vessel. If the current state of the vessel and the target vessel are different, and the current state of the vessel is downstream or with the current, or the current state of the vessel and the target vessel are the same, and the vessel is on the starboard side of the target vessel, then the collision avoidance responsibility of the vessel is to be given way to the target vessel.

[0115] It should be noted that, in a specific embodiment, the collision avoidance responsibilities corresponding to different encounter situations are shown in Table 1:

[0116] Table 1: Navigation Information and Collision Avoidance Liability for Different Encounter Situations

[0117]

[0118] In Table 1, vessels follow the "separate lanes" rule stipulated in the Inland Waterway Collision Avoidance Regulations, meaning that upstream and downstream vessels travel in their respective lanes. and These are the angle of the other vessel relative to the ship and the angle of the ship relative to the other vessel, respectively. and The directions of this vessel and other vessels are respectively. and Given the traffic flow direction of the two vessels in the separate navigation lanes, the maximum angle between the vessel's heading and the channel direction when traveling along the channel is [value missing]. When crossing, the angle between the course of a vessel traveling laterally and the direction of the channel is 90 degrees, and the maximum difference between the course of a vessel traveling laterally and the course of a vessel traveling laterally is approximately [value missing]. ,in and The value can be set according to the current conditions of the waterway. In this invention, it is set to 6 degrees (about half a compass point). The parameter can be modified according to external factors, ship type, etc.

[0119] To avoid collisions, in some embodiments, the giving vessel should take action early, so it should immediately take evasive action when there is a risk of collision. The receiving vessel should maintain its direction and speed in the initial stage of a collision hazard. Only if the giving vessel delays taking appropriate action can the receiving vessel take evasive action. If the receiving vessel takes evasive action too early, it will affect the giving vessel's judgment or even negate the giving vessel's action. For example, in a cross-traffic situation, if the giving vessel turns right and the receiving vessel slows down too early, the receiving vessel's slowing down will negate the giving vessel's right turn effect. Therefore, a collision hazard level is introduced to determine the timing of assisted evasive action. Specifically, such as... Figure 5 As shown, step S105 includes:

[0120] S501. When the collision avoidance responsibility of this vessel is to give way, determine that the change range of the vessel's turning angle is 3°~45°, and immediately determine the collision avoidance plan for this vessel.

[0121] S501. When the collision avoidance responsibility of this vessel is to be given way, determine whether the collision risk of the target vessel is greater than the threshold. If the collision risk of the target vessel is greater than the threshold, determine that the change range of the vessel's turning angle is 15°~45°, and determine the collision avoidance plan of this vessel.

[0122] It should be noted that, specifically, when the collision avoidance responsibility of this vessel is to be given way, the collision avoidance plan of this vessel is calculated when CRI>0.3.

[0123] Considering that inland waterways are mostly winding and narrow channels, often with docks, locks, and other facilities on both sides, the waterways are congested. Furthermore, the currents in inland waterways are swift and water levels fluctuate greatly, making vessels more susceptible to impacts. This results in insufficient space and time for collision avoidance when vessels encounter each other. Therefore, to reduce the incidence of collisions, some embodiments consider combining steering and speed changes for collision avoidance, such as... Figure 6 As shown, determine the collision avoidance strategies for this vessel, including:

[0124] S601. Based on the ship navigation prediction model, predict the ship's navigation, change the ship's turning angle and speed during the prediction, and determine the feasible collision avoidance scheme when the ship can safely avoid a collision.

[0125] S602. Based on the multi-objective evaluation function, calculate the evaluation function value of feasible collision avoidance schemes, and based on the evaluation function value, determine the optimal collision avoidance scheme from the feasible collision avoidance schemes.

[0126] The multi-objective evaluation function is:

[0127]

[0128] In the formula, This represents the evaluation function value. Indicates risk assessment indicators, This represents the weighting coefficient of the risk assessment indicators. This indicates that during the voyage of this ship, there was a collision with the [number missing]. The closer the obstacle, the higher the risk. This indicates the number of obstacles encountered by the ship during its voyage. This refers to the energy consumption evaluation index, specifically the total energy consumption of the ship throughout its entire voyage. This represents the weighting coefficient of the energy consumption evaluation index. Indicates own ship Energy consumption at any given time Indicates the ship's sailing time. This refers to the speed evaluation index, specifically the average speed of the ship throughout the entire voyage. This represents the weighting coefficient of the speed evaluation index. Indicates own ship The speed at any moment, This represents the obstacle avoidance evaluation index. This represents the weighting coefficient of the obstacle avoidance evaluation index. This indicates that this ship and the first The minimum distance to a dynamic obstacle. This indicates the number of dynamic obstacles encountered by the ship during its voyage. This represents the comfort evaluation index, specifically the sum of squares of the ship's acceleration throughout the entire voyage. This represents the weighting coefficient of the comfort evaluation index. Indicates own ship Acceleration at any moment.

[0129] The above provides a detailed description of a collision avoidance decision-making method for vessels in tidal inland waterways provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

[0130] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A collision avoidance decision-making method for vessels in tidal inland waterways, characterized in that, include: Acquire tidal information and vessel navigation information of tidal sections of inland waterways, wherein the vessel navigation information includes the navigation information of the vessel itself and target vessels that pose a collision risk to the vessel. Based on the aforementioned vessel navigation information, determine the encounter situation between the vessel and the target vessel; Based on the encounter situation and the tidal information, determine the current direction status of the ship and the target ship; Based on the encounter situation and the current state, determine the collision avoidance responsibility of this vessel; Based on the aforementioned collision avoidance responsibility of this vessel, a collision avoidance decision shall be made for this vessel; Obtain vessel navigation information, which includes navigation information of the vessel itself and target vessels at risk of collision with it, including: Obtain navigation information of the ship itself and neighboring ships within a preset distance, and construct a ship navigation prediction model based on the navigation information; Based on the ship navigation prediction model, ship navigation prediction is performed, dangerous ships that are likely to enter the ship's territory are selected from the target ships, and prediction result data is obtained. Based on the predicted data, the collision risk between the dangerous vessel and the vessel itself is calculated, and the target vessel with the highest collision risk is selected from the dangerous vessels. The collision avoidance responsibilities of this vessel include being given way and giving way; Based on the aforementioned collision avoidance liability of this vessel, a collision avoidance decision is made for this vessel, including: When the collision avoidance responsibility of this vessel is to give way, a collision avoidance plan for this vessel shall be determined immediately. When the collision avoidance responsibility of the vessel is to be given way, determine whether the collision risk of the target vessel is greater than the threshold. If the collision risk of the target vessel is greater than the threshold, then calculate the collision avoidance plan of the vessel. Determine collision avoidance strategies for this vessel, including: Based on the aforementioned ship navigation prediction model, ship navigation prediction is performed. During the prediction, the ship's turning angle and speed are changed to determine the feasible collision avoidance scheme when the ship can safely avoid a collision. Based on the multi-objective evaluation function, the evaluation function value of the feasible collision avoidance scheme is calculated, and based on the evaluation function value, the optimal collision avoidance scheme is determined from the feasible collision avoidance schemes. The multi-objective evaluation function is: In the formula, This represents the evaluation function value. Indicates risk assessment indicators, This represents the weighting coefficient of the risk assessment indicators. This indicates that during the voyage of this ship, there was a collision with the [missing information]. The closer the obstacle, the higher the risk. This indicates the number of obstacles encountered by the ship during its voyage. This refers to the energy consumption evaluation index, specifically the total energy consumption of the ship throughout its entire voyage. This represents the weighting coefficient of the energy consumption evaluation index. Indicates own ship Energy consumption at any given time Indicates the ship's sailing time. This refers to the speed evaluation index, specifically the average speed of the ship throughout the entire voyage. This represents the weighting coefficient of the speed evaluation index. Indicates own ship The speed at any moment, This represents the obstacle avoidance evaluation index. This represents the weighting coefficient of the obstacle avoidance evaluation index. This indicates that this ship and the first The minimum distance to a dynamic obstacle. This indicates the number of dynamic obstacles encountered by the ship during its voyage. This represents the comfort evaluation index, specifically the sum of squares of the ship's acceleration throughout the entire voyage. This represents the weighting coefficient of the comfort evaluation index. Indicates own ship Acceleration at any moment.

2. The collision avoidance decision-making method for vessels in tidal inland waterways according to claim 1, characterized in that, The encounter situation is one of the following: overtaking, head-on encounter, crossing, and intersection encounter; Based on the aforementioned vessel navigation information, the encounter situation between the vessel and the target vessel is determined, including: When the two vessels, the main vessel and the target vessel, are sailing in the same direction and one vessel is located at a bearing greater than 22.5° aft of the other vessel's beam, the encounter situation between the main vessel and the target vessel is determined to be overtaking. When the two vessels, the present vessel and the target vessel, are positioned ahead of each other, the encounter situation between the present vessel and the target vessel is determined to be a head-on encounter. When one of the vessels, the main vessel and the target vessel, is traveling in the direction of the channel, and the other vessel is traveling perpendicular to the direction of the channel, the encounter situation between the main vessel and the target vessel is determined to be a crossing. When the encounter situation between the vessel and the target vessel is not overtaking, meeting head-on, or crossing, the encounter situation between the vessel and the target vessel is determined to be a cross encounter.

3. The collision avoidance decision-making method for vessels in tidal inland waterways according to claim 1, characterized in that, The encounter situation between the vessel and the target vessel is one of overtaking, head-on encounter, crossing, and intersection encounter; the tidal information is high tide or no tide; the current state is one of upstream, downstream, downstream, and upstream; and the collision avoidance responsibility of the vessel is being given way or giving way. Based on the encounter situation and the tidal information, determine the current direction status of the vessel and the target vessel, including: When the encounter situation is a head-on encounter or a cross encounter, if the tide information is not high tide, the current state of the ship and the target ship is determined to be upstream or downstream; if the tide information is high tide, the current state of the ship and the target ship is determined to be downstream or upstream. Based on the aforementioned encounter situation and current conditions, the collision avoidance responsibility of this vessel is determined, including: When the encounter situation is overtaking, if the vessel is the overtaking vessel, the collision avoidance responsibility of the vessel is determined to be to give way to port; if the vessel is the overtaken vessel, the collision avoidance responsibility of the vessel is determined to be to give way. When the encounter situation is an overtaking situation, if the vessel is the vessel being overtaken, then the collision avoidance responsibility of the vessel is determined to be to give way. When the encounter situation is a head-on meeting, if the current direction of the vessel is upstream or against the current, the collision avoidance responsibility of the vessel is determined to be to give way to the right-of-way; if the current direction of the vessel is downstream or with the current, the collision avoidance responsibility of the vessel is determined to be to be given way. When the encounter situation is a cross-flow situation, if the current state of the vessel and the target vessel are different, and the current state of the vessel is upstream or against the current, or the current state of the vessel and the target vessel are the same, and the target vessel is on the starboard side of the vessel, then the collision avoidance responsibility of the vessel is determined to be to give way to the starboard vessel. If the current state of the vessel and the target vessel are different, and the current state of the vessel is downstream or with the current, or the current state of the vessel and the target vessel are the same, and the vessel is on the starboard side of the target vessel, then the collision avoidance responsibility of the vessel is determined to be to give way to the target vessel.

4. The collision avoidance decision-making method for vessels in tidal inland waterways according to claim 1, characterized in that, The ship navigation prediction model includes an inland waterway traffic environment model, a ship maneuvering motion model, and a ship position estimation model. The ship position estimation model includes a first formula and a second formula. The first formula is as follows: In the formula, Indicates the estimated position of the ship at the time of the incident. Indicates the ship's initial position. Indicates speed, Indicates the estimated time. Indicates the course. When a ship is outside the channel or deviates from the direction of the channel within the channel, the ship's position is calculated according to the first formula. The second formula is: In the formula, express The estimated position of the ship at that time Indicates the ship's initial position. This indicates the ship's position when it reaches the next leg of the voyage. Indicates speed, Indicates the course. Indicates the current channel direction of the vessel. Indicates the course direction for the next leg of the journey. This indicates the time required for a ship to reach the next segment when traveling in the direction of the channel. When a ship is traveling in the direction of the channel, its position is calculated according to the second formula.

5. The collision avoidance decision-making method for vessels in tidal inland waterways according to claim 1, characterized in that, The vessel's domain is elliptical, with its major axis being 1.2 times the vessel's length along the bow and stern, and its minor axis being 0.3 times the vessel's length along the transverse direction.

6. The collision avoidance decision-making method for vessels in tidal inland waterways according to claim 1, characterized in that, The formula for calculating the collision hazard level is: In the formula, Indicates the degree of collision risk. Indicates the risk of a spatial collision. Indicates the degree of collision risk over time. This indicates the calculation time of the ship navigation prediction model. Indicating that in the ship navigation prediction model t Time of the first Position of neighboring vessels ， Indicating that in the ship navigation prediction model t The point set within the ship's domain at any given moment. In the ship navigation prediction model, the first... The time when a neighboring vessel enters the vessel's territorial waters. Indicates the time threshold.

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