Ship autonomous navigation method and device based on different water areas

Abstract

The invention relates to a ship autonomous navigation method and device based on different water areas, and the method comprises the steps: determining the type of a navigation water area according to the position information and environment information in the current ship information of a ship; therefore, the ship is controlled differently according to different water areas, and the ship is not affected by the water areas in the process of controlling the ship. A ship domain model is determined according to different navigation water area types and the meeting type of the target obstacle and the ship; the meeting conditions of different scenes are identified through the ship domain model; a preset avoidance rule is also set, so that a preliminary scheme can be generated according to the preset avoidance rule, the ship domain model, the target obstacle and the navigation water area category, and then the ship is controlled to navigate autonomously according to the preset driving route and the preliminary scheme, so that the ship is not limited by the water area and the navigation scene in the navigation process, and the navigation efficiency is improved. And the adaptability of the ship to the environment in the autonomous navigation process is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of ship navigation, and particularly to a ship autonomous navigation method and device based on different waters. Background Art

[0002] The growth of waterway transportation volume brings huge economic benefits, but also increases the accident rate. More than 80% of water accidents are caused by human factors. Intelligent navigation can realize functions such as navigation early warning, auxiliary maneuvering suggestions, and autonomous navigation, significantly reducing human errors and receiving wide attention. Navigation decision-making technology is its core technology.

[0003] Currently, there are relatively rich theoretical models and methods for navigation decision-making in open waters or partially restricted waters. However, the research scenarios are single and not comprehensive. For example, it rarely involves in-port speed navigation (variable speed at any time) and the fixed variable speed process between in-port speed and sea speed (constant speed navigation). During the fixed variable speed process, the change speed of the propeller speed (commonly known as "vehicle speed") restricted by the protected main engine program is determined, and only direction change for avoidance can be performed, showing characteristics different from constant speed navigation in open waters and variable speed avoidance in other waters.

[0004] Therefore, there is an urgent need to propose a ship autonomous navigation method and device based on different waters to solve the technical problem in the prior art that the ship navigation decision-making method is restricted by waters and navigation scenarios, resulting in insufficient environmental adaptability during the ship autonomous navigation process. Summary of the Invention

[0005] In view of this, it is necessary to provide a ship autonomous navigation method and device based on different waters to solve the technical problem in the prior art that the ship navigation decision-making method is restricted by waters and navigation scenarios, resulting in insufficient environmental adaptability during the ship autonomous navigation process.

[0006] To solve the above problems, in the first aspect, the present invention provides a ship autonomous navigation method based on different waters, including: Obtain the current navigation information of the ship; the current navigation information includes the current ship information, environmental information, target obstacles, and a preset travel route of the ship; the preset travel route includes different categories of navigation waters; Determine the category of the navigation water area according to the position information in the current ship information and the environmental information; Determine a ship domain model according to the category of the navigation water area and the encounter type between the target obstacle and the ship; Generate a preliminary plan according to a preset avoidance rule, the ship domain model, the target obstacle, and the category of the navigation water area, and control the ship to perform autonomous navigation according to the preset travel route and the preliminary plan.

[0007] In a possible implementation manner, determining the ship domain model according to the navigation water area category and the encounter type between the target obstacle and the own ship includes: Determining the position extrapolation formula of the target obstacle according to the navigation water area category and the track direction of the target obstacle; Determining the navigation information of the target obstacle according to the position extrapolation formula; the obstacle navigation information includes the obstacle position; Determining the encounter type according to the obstacle position of the target obstacle and the position information of the own ship; Determining the ship domain model according to the encounter type and the navigation water area category.

[0008] In a possible implementation manner, generating a preliminary plan according to the preset avoidance rules, the ship domain model, the target obstacle, and the navigation water area category includes: Determining the collision risk degree according to the navigation information of the target obstacle and the ship domain model; Determining the ship type of the own ship according to the obstacle navigation information and the current ship information; When the ship type is the give-way vessel, generating a preliminary plan according to the preset avoidance rules, the navigation water area category, and the encounter type; When the ship type is not the give-way vessel, generating a preliminary plan according to the collision risk degree, the preset avoidance rules, the navigation water area category, and the encounter type.

[0009] In a possible implementation manner, when the ship type is not the give-way vessel, generating a preliminary plan according to the collision risk degree, the preset avoidance rules, the navigation water area category, and the encounter type includes: When the ship type is not the give-way vessel, determining whether the collision risk degree is greater than a preset risk threshold; If not, determining that the preliminary plan is to maintain course and speed; If so, generating the preliminary plan of the own ship according to the preset avoidance rules, the navigation water area category, and the encounter type.

[0010] In a possible implementation manner, controlling the own ship to perform autonomous navigation according to the preset travel route and the preliminary plan includes: Predictively optimizing the preliminary plan according to the ship motion model to obtain a target plan; Performing avoidance control on the own ship according to the target plan, and after the avoidance is completed, controlling the own ship to resume navigation according to the preset travel route.

[0011] In a possible implementation, the construction process of the ship motion model includes: Classify the traffic environment of the station-to-station waters according to the preset travel route to obtain static elements and dynamic elements; Digitally represent the static elements and the dynamic elements to construct an environmental information library; Construct a ship motion model based on the environmental information library and the current navigation information of the ship itself.

[0012] In a possible implementation, the prediction and optimization of the preliminary plan according to the ship motion model to obtain a target plan includes: When the preliminary plan is to steer for avoidance, verify the current heading of the ship and multiple course-changing angles one by one according to the ship motion model to obtain a target heading; When the preliminary plan is to change speed for avoidance, verify the switching situations of different gears one by one according to the current rotational speed of the ship in the ship motion model to obtain a target rotational speed; When the target heading cannot avoid the danger, switch the steering avoidance to speed change avoidance; When the target rotational speed cannot avoid the danger, verify the current heading and the current rotational speed of the ship one by one according to the ship motion model to obtain a target plan combining steering and speed change.

[0013] In a possible implementation, the control of the ship to resume navigation according to the preset travel route includes: Determine the sight position point according to the preset travel route; When the ship deviates from the preset travel route after completing the avoidance, calculate the initial heading according to the positional relationship between the sight position point and the position of the ship; Control the ship to resume navigation according to the initial heading.

[0014] In a possible implementation, the current navigation information includes the current time; after controlling the ship to resume navigation according to the preset travel route, it further includes: Judge whether the ship has reached the end point of the preset travel route; If so, determine that the ship's navigation ends; If not, determine the duration according to the resumption time of the ship's resumption of navigation and the current time, update the current navigation information of the ship according to the duration, and generate a plan again to control the ship to navigate autonomously.

[0015] In a second aspect, the present invention also provides a ship autonomous navigation device based on different waters, including: An information acquisition module for acquiring the current navigation information of the ship; the current navigation information includes the current ship information, environmental information, target obstacles, and a preset navigation route of the ship; the preset navigation route includes different categories of navigation waters; A category determination module for determining the category of the navigation waters according to the position information in the current ship information and the environmental information; A domain determination module for determining a ship domain model according to the category of the navigation waters and the encounter type between the target obstacle and the ship; A scheme generation module for generating a preliminary scheme according to preset avoidance rules, the ship domain model, the target obstacle, and the category of the navigation waters, and controlling the ship to perform autonomous navigation according to the preset navigation route and the preliminary scheme.

[0016] The beneficial effects of the present invention are as follows: The preset navigation route includes different categories of navigation waters. According to the position information and environmental information in the current ship information of the ship, the category of the navigation waters can be determined; thus, different controls can be performed on the ship according to different waters, and further, the ship can be controlled without being affected by the waters during the control process; the ship domain model can also be determined according to different categories of navigation waters and the encounter type between the target obstacle and the ship; thus, the encounter situations in different scenarios can be identified through the ship domain model; preset avoidance rules are also set, so that a preliminary scheme can be generated according to the preset avoidance rules, the ship domain model, the target obstacle, and the category of the navigation waters, and further, the ship can be controlled to perform autonomous navigation according to the preset navigation route and the preliminary scheme, so that the ship can be unrestricted by waters and navigation scenarios during the navigation process, and the adaptability of the ship to the environment during the autonomous navigation process is improved. Description of the Drawings

[0017] Figure 1 It is a schematic flowchart of an implementation process of the ship autonomous navigation method based on different waters provided by the present invention; Figure 2 It is a schematic water area diagram of an implementation of the water area introduction of Route A provided by the present invention; Figure 3 It is a schematic structural diagram of an implementation of the digital traffic environment visualization map of the water area of Navigation A provided by the present invention; Figure 4 It is a schematic flowchart of an implementation of the course control provided by the present invention; Figure 5 It is a schematic structural diagram of an implementation of the navigation method control provided by the present invention; Figure 6 For the present invention Figure 1 It is a schematic flowchart of an implementation of step S103 in the present invention; Figure 7 It is a schematic structural diagram of an implementation in the field of ships in different encounter situations provided by the present invention; Figure 8 For the present invention Figure 1 It is a schematic flow chart of an implementation of step S104 in the present invention; Figure 9 It is a schematic flow chart of an implementation of the ship avoidance process in different scenarios provided by the present invention; Figure 10 It is a schematic structural flow chart of the optimization of the initial scheme provided by the present invention; Figure 11 It is a schematic structural flow chart of an embodiment of the decision-making framework combining time-sequence rolling and feedback correction provided by the present invention; Figure 12 It is a schematic structural flow chart of an embodiment of different processes of scenario conversion of route A provided by the present invention; Figure 13 It is a schematic structural flow chart of an embodiment of the adaptive navigation decision-making process provided by the present invention; Figure 14 It is a schematic structural diagram of an embodiment of a ship autonomous navigation device based on different waters provided by the present invention. Specific embodiments

[0018] The embodiments of the present invention will be specifically described below with reference to the accompanying drawings. The accompanying drawings form a part of this application and are used together with the embodiments of the present invention to explain the principles of the present invention, and are not used to limit the scope of the present invention.

[0019] As Figure 1 shown, a specific embodiment of the present invention discloses a ship autonomous navigation method based on different waters, including: S101. Obtain the current navigation information of the ship; the current navigation information includes the current ship information, environmental information, target obstacles, and preset travel routes of the ship; the preset travel routes include different categories of navigation waters.

[0020] Embodiments of the present invention can be applied to a ship autonomous navigation system, which can be connected to a maritime satellite. The ship autonomous navigation system can receive maritime data transmitted by the maritime satellite. The ship autonomous navigation system can be a software system running on a terminal device, and the terminal device can be a server, a tablet computer, a vehicle-mounted device, an Augmented Reality (AR) / Virtual Reality (VR) device, a notebook computer, an Ultra-Mobile Personal Computer (UMPC), a Personal Digital Assistant (PDA), a mobile phone, or other terminal devices. The specific type of the terminal device is not limited in the embodiments of the present application.

[0021] It should be understood that in order for a ship to navigate autonomously at sea, a sea route can be determined according to the positional relationship between the initial pilot station and the terminal pilot station. The route can be expressed as a driving route between stations and can be determined according to the actual situation at sea and the navigation experience of the crew over the years. According to the driving situation of the ship at sea, the waters where the route is located can be divided. For example, for navigation A, as Figure 2 shown, Figure 2 This is an introduction to the waters of Route A, which can cover complex waters, transitional waters, and open waters. The overall idea of the implementation of the present invention is as follows: Open waters are waters with low traffic flow and few obstacles, and a constant sea speed is used for navigation, and avoidance is achieved by changing the direction; Complex waters are in-port and near-shore waters with high ship traffic and many obstacles, and the ship speed is the full port speed or below, and flexible collision avoidance can be achieved at any time by changing the speed and direction; Transitional waters are transitional waters connecting the two types of waters, and the navigation speed is a fixed variable speed mode, and avoidance is achieved by changing the direction. By constructing a digital traffic environment from station to station and a dynamic ship domain model, integrating the navigation rules of different waters into collision avoidance decisions, combining specific maneuvering schemes, predicting the non-linear maneuvering movement process, a ship adaptive navigation decision-making method suitable for different water conditions is proposed, providing theoretical and technical support for intelligent navigation.

[0022] Among them, during the navigation of the ship, the current navigation information of the ship can be obtained in real time. The current navigation information can include the current ship information, environmental information, target obstacles, and preset driving route of the ship. The current ship information can include ship speed, current position information, etc. The environmental information can include the current flow velocity, wind speed, etc. where the ship is currently located. The target obstacles can be obstacles that may exist during the ship's travel along the preset driving route, such as other ships, buoys, visible (invisible) reefs, etc. The preset driving route can be the route that the ship needs to navigate, and the preset driving route can include multiple different types of navigation waters. For example, it can include one or more complex waters, transitional waters, and open waters.

[0023] S102. Determine the navigation water area category according to the position information and environmental information in the current ship information.

[0024] Among them, the preset sailing route can include multiple different categories of navigation water areas, so that the navigation water area category where the ship is currently located can be determined according to the position information and environmental information in the current ship information of the ship itself.

[0025] S103. Determine the ship domain model according to the navigation water area category and the encounter type between the target obstacle and the ship itself.

[0026] Among them, the ship domain model can set different ranges according to different categories of waters, and set different shapes according to different encounter types between the target obstacle and the ship itself. For example, the ship domain range in open waters can be larger than that in complex waters or transitional waters, the shape of crossing encounters can be circular, and the shapes of head-on encounters and overtaking can be elliptical. Therefore, the current ship domain model of the ship itself can be determined according to the navigation water area category and the encounter type.

[0027] S104. Generate a preliminary plan according to the preset avoidance rules, ship domain model, target obstacle and navigation water area category, and control the ship to sail autonomously according to the preset sailing route and the preliminary plan.

[0028] Among them, preset avoidance rules can be set, and the preset avoidance rules can be set according to the actual situation. Therefore, a preliminary plan that the ship itself needs to execute currently can be generated according to the preset avoidance rules, ship domain model, target obstacle and navigation water area category. The preliminary plan can be an avoidance plan. Then, the ship itself can be controlled according to the preset sailing route and the preliminary plan, so that the ship can avoid according to the preliminary plan and resume navigation according to the preset sailing route, so as to perform autonomous navigation.

[0029] Compared with the prior art, the preset sailing route provided in this embodiment includes different categories of navigation water areas. According to the position information and environmental information in the current ship information of the ship itself, the navigation water area category can be determined; thus, different controls can be performed on the ship according to different waters, and further, the ship is not affected by the waters during the control process; the ship domain model can also be determined according to different navigation water area categories and the encounter type between the target obstacle and the ship itself; thus, the encounter situations in different scenarios can be identified through the avoidance rules; preset avoidance rules are also set, so that a preliminary plan can be generated according to the preset avoidance rules, ship domain model, target obstacle and navigation water area category, and further, the ship can be controlled to sail autonomously according to the preset sailing route and the preliminary plan, so that the ship is not restricted by the waters and navigation scenarios during the sailing process, and the adaptability of the ship to the environment during the autonomous navigation process is improved.

[0030] In order to monitor the navigation situation in real time, a ship motion model can be constructed: Classify the traffic environment of the water area from station to station according to the preset sailing route to obtain static elements and dynamic elements; Digitally represent the static and dynamic elements and construct an environmental information database.

[0031] Among them, in order to meet the needs of navigation decision-making, by classifying, deconstructing and reorganizing the traffic environment of the water area from station to station in the preset sailing route, mathematical modeling is used to digitally represent static elements (such as channel boundaries, warning areas) and dynamic elements (such as target ships, wind and current), and an environmental information database is constructed. This information database converts environmental information into structured data recognizable by decision-making programs, supports real-time call and dynamic update, so as to provide accurate and efficient information support for intelligent and automated navigation decisions. For example, the traffic environment of the water area of Route A consists of two types of elements: static and dynamic. Static environmental elements include traffic separation schemes, channel boundary lines, separation zones, warning areas, anchorages, wharves, islands, shorelines, shoals and buoys, etc., which are related to geography and facilities and remain unchanged in time, providing a basic reference framework for navigation; dynamic environmental elements include time-varying factors such as the course, speed, position, wind and current of target ships, which have a significant impact on real-time performance and navigation safety. The model classification of environmental elements is shown in Table 1, which helps to accurately identify and model, and provides effective support for collision risk assessment and decision-making during navigation.

[0032] Table 1. Classification of objects

[0033] (1) Point-like and circular obstacles Can be considered as circles with different radii, as shown in formula (1): (1) In the formula: ( x i， y i ) and r respectively represent the center and radius of the i th area.

[0034] (2) Bar-shaped obstacles, polygonal obstacles Can be represented by the connection of multiple points, as shown in formula (2): (2) In the formula: A a represents the a th irregular area; P o represents the points that make up this area; jis the number of points.

[0035] (3) Quadrilateral isolation belt It is represented by a regular or irregular quadrilateral, as shown in formula (3): (3) In the formula: S Ln respectively represent the n th non - accessible area; represents the n th e th boundary point of the

[0036] (4) Linear boundary line The two sides of the boundary line are used as the end - points of the linear target, as shown in formula (4): (4) In the formula: L N , L S respectively represent line segments; w , q respectively represent the number of points.

[0037] There are a total of 8 isolation belts, 12 channel boundary lines, 4 islands, 3 shoals, 1 fishing area, 2 pilot stations, and 2 anchorages near Route A.

[0038] Through the processes of (1) - (4) above, the digital expressions of all elements in Table 1 can be obtained, and an environmental information database for the preset travel route can be obtained. As Figure 3 shown, Figure 3 is a visual map of the digital traffic environment of the waters for Route A navigation. The positions and shapes of elements such as pilot stations, left channel, right channel, planned route (i.e., preset travel route), traffic separation, islands, shallow water areas, and warning areas obtained through the above - mentioned calculation process are marked on the map.

[0039] Construct a ship motion model based on the environmental information database and the current navigation information of the ship.

[0040] Among them, according to the situations of various elements in the environmental information database and the data in the current navigation information of the ship, a simulation software can be provided to construct the ship, and a ship motion model can be obtained.

[0041] Further, the ship motion model can be used for course control, speed control, navigation, prediction of non - linear ship maneuvering motion, and ship maneuvering motion simulation.

[0042] Course control such as Figure 4As shown, the heading is controlled by adaptive optimal PID (i.e., the optimal control algorithm), and the proportional coefficient K is dynamically adjusted through the change of ship speed (i.e., the heading deviation and the rate of change of deviation). P , integral coefficient K i and differential coefficient K d These three system parameters to achieve the optimal control of the heading. This method adjusts the control signal through a real-time feedback mechanism and optimizes the control performance according to the ship speed: improving the steady-state accuracy at low speeds and enhancing the response speed and stability at high speeds, thus quickly eliminating the heading deviation, suppressing overshoot and oscillation, and ensuring the smoothness of heading adjustment and energy efficiency optimization. In a complex navigation environment, adaptive optimal PID control can provide high-precision and high-stability heading control, effectively improving the safety and efficiency of the automatic navigation system.

[0043] The ship motion model can also be used for speed control. In actual operation, to ensure the smooth transition of the main engine speed, a stepped telegraph is usually used to issue instructions for gradually adjusting the main engine speed for speed change operations. Specifically, the change process of the main engine speed is adjusted in steps to avoid violent fluctuations, making the speed change safer and more reliable.

[0044] Taking Ship B as an example, the matching relationship between its main engine speed and speed is shown in Table 2. On this basis, the change of the propeller speed follows the following rules: the speed change is as shown in Formulas (5) and (6).

[0045] Table 2. Speed table of Ship B

[0046] Conventional speed change: If t a telegraph order is issued at time 0, and the time to complete the speed change is t 1, and the propeller speeds before and after the speed change are N P0 , N P1 , R taking 0.25 r / s. Then t m the propeller speed at time is as shown in Formula (5): Pilot station speed change: When the ship arrives at the pilot station, the ship speed, the boarding time of the pilot, and the position are fixed. The time to issue the telegraph order directly affects whether the ship can accurately and punctually reach the pilot station. A speed control method based on the bisection method is introduced to find the speed change time, and the speed change is as shown in Equation (5).

[0047] During the process of the ship's speed changing from port speed to sea speed or from sea speed to port speed, the system adopts a fixed speed change mode. To ensure the safety of the main engine, the main engine speed is 1 revolution every 3 minutes to smoothly increase or decrease the propeller speed. If tAt time 1, issue a ship order, and the time to complete the speed change is t 2. The propeller speeds before and after the speed change are respectively N P1 、 N P2 . Then t m The propeller speed at time is as shown in Equation (6): (6) The navigation method is to set the Point of Line of Sight (PLOS) on the planned route as the tracking target. The system can effectively guide the ship to P LOS direction for navigation. As Figure 5 shown, P LOS acts as a dynamic reference point, which is on the planned route (preset driving route), and its position is adjusted in real time according to the planned route and the current ship position to ensure that the ship can move forward along the planned route.

[0048] Target course φ LOS is calculated based on the geometric relationship between the current ship position and P LOS position. The specific calculation is as shown in Equation (7): (7) In the formula: The coordinates of the ship itself ( X 0, Y 0), P LOS The coordinates of point X LOS , Y LOS ).

[0049] By calculating the target course φ LOS , the system can generate a course command to guide the ship to gradually adjust the course to maintain the best consistency with the planned route, thereby achieving precise route tracking. This navigation method based on P LOS can provide efficient path guidance and stable navigation control in a dynamic environment.

[0050] The course and speed control and navigation method can achieve the automatic navigation of a ship or its simulation model (ship motion model, referred to as "simulation model" for short) in a ship-free environment. These methods precisely control the simulation model by executing specific maneuvering schemes (such as sequential engine orders, rudder orders, or course commands). Meanwhile, based on the control commands of the maneuvering scheme, the ship maneuvering motion prediction model (referred to as "prediction model" for short) in the simulation model can accurately predict the non-linear maneuvering motion process under a specific maneuvering scheme since the calculation moment. In this way, not only is a high-precision simulation of the navigation trajectory achieved, but also a reliable basis for decision-making support in actual navigation is provided. The prediction model selects the three-degree-of-freedom MMG without considering wind and current, as shown in Equation (8): (8) In the formula, X H 、 Y H and N H are the forces and moments of the bare hull in the corresponding lateral, longitudinal, and yaw directions; the subscripts for H 、 P and R are the forces and moments of the hull, propeller, and rudder respectively; m x and m y are the added masses of the ship in the lateral and longitudinal directions respectively; I zz and i zz are the yaw moment of inertia and the added moment of inertia respectively; u 、 v and r are the velocities along the x axis, the velocity along the y axis, and the yaw rotational velocity respectively; 、 and are the accelerations along the x axis, the acceleration along the y axis, and the yaw angular acceleration respectively.

[0051] The simulation model replacing the real ship selects the three-degree-of-freedom MMG considering wind and current, as shown in Equation (9): (9) In the formula, X wind represents the influence of wind force on the longitudinal force of the ship; Y wind represents the influence of wind force on the lateral force of the ship; N wind represents the influence of wind force on the torque (moment) of the ship.

[0052] Both human ship operation and autonomous navigation follow the basic steps of "perception - decision - execution". Human drivers form an intuitive understanding of the motion trends of the ship's steering and after the engine based on experience. However, the internal ship maneuvering motion model is usually relatively simple and rough, prone to errors. Nevertheless, by continuously observing the actual situation and adjusting the action plan in a timely manner, humans can still achieve precise control of the ship. In contrast, based on a high - precision prediction model, machines can significantly reduce the error between the real ship (simulation model) and themselves, and complete the decision - making process with higher precision, speed, and execution frequency. If combined with efficient algorithms and real - time perception capabilities, the safety and efficiency of autonomous navigation in complex environments will far exceed that of human ship operation.

[0053] In some embodiments of the present invention, as Figure 6 shown, step S103 includes: S601. Determine the position calculation formula of the target obstacle according to the type of navigation water area and the track direction of the target obstacle.

[0054] Among them, to calculate the positions of the own ship and the target obstacle in real - time, the target obstacle can be a target ship, and the position information of the own ship can be calculated according to the three - degree - of - freedom MMG model. The calculation of the position of the target ship can be determined according to the type of navigation water area and the track direction of the target obstacle. When the type of navigation water area is a complex water area, ships more than 6 n miles away (8 n miles in the transition and open water areas) and those that have entered the ship domain of the own ship for a long time can be temporarily not considered. In a complex water area, if the track direction of the target ship is consistent with the traffic flow direction, it can be calculated according to formula (10); otherwise, it is calculated according to formula (11). In the transition water area and open water area, it is calculated according to formula (11). Formulas (10) and (11) are as follows: (10) (11) In the formula, t j represents the time to the next turning point; v represents the current ship speed; TC represents the planned course; t represents the calculation time; when t < t j , ( x 0 ,y 0)represents the current ship position coordinates; ( x, y )represents t the ship position coordinates after t ≥ t j , ( x 1 ,y1) Represent the turning point ship position coordinates; a i+1 Represent the course of the waterway; ( x, y ) Represent t The ship position coordinates after the moment.

[0055] Thus, the position deduction formula can be determined as formula (10) or formula (11) according to the above process.

[0056] S602. Determine the navigation information of the target obstacle according to the position deduction formula; the obstacle navigation information includes the obstacle position.

[0057] Thus, through the position deduction formula determined above, the position of the target obstacle can be calculated, and then the obstacle navigation information at the obstacle position can be collected. The obstacle navigation information can include the obstacle position, and can also include speed, traveling direction, etc.

[0058] S603. Determine the encounter type according to the position of the target obstacle and the position information of the own ship.

[0059] Among them, the encounter type can be determined according to the obstacle position and position information of the target obstacle. The encounter type can include types such as crossing, head-on, and overtaking.

[0060] S604. Determine the ship domain model according to the encounter type and the category of the navigation water area.

[0061] Among them, the ship domain is an area set to prevent other ships or targets from entering the safe range of the own ship. Its type and parameters are determined by the captain according to the specific navigation environment and ship characteristics. In the experiment, an experimental ship can be selected. For the crossing encounter situation, a circular domain is adopted to ensure an all-round safe range with the own ship as the center; for the head-on and overtaking situations, an elliptical domain is adopted, and the domain range is dynamically adjusted through the major and minor semi-axes a and b to reflect the different impacts of the course and speed on the safe range. As Figure 7 shown, a is the ship domain model for the head-on situation, b is the ship domain model for the crossing situation, c is the ship domain model for the overtaking situation. These domain type and parameter settings can effectively evaluate the collision risk situation under different navigation situations and improve the safety and reliability of the ship automatic navigation system. Figure 7 of a 、 b and c in the ship domain model a 、 b represent the major and minor semi-axes of the ellipse, c represents the distance between the virtual ship and the own ship, L is the ship length,R Represents the radius in the field of circular ships. Determined according to the experience of the staff a 、 b 、 c 、 R The values of a =2 L 、 b =1 L 、 c =0.3 L 、 R =2 L ; Transitional waters and open waters a =6 L 、 b =3 L 、 c =0.5 L 、 R =6 L 。

[0062] In some embodiments of the present invention, as Figure 8 shown, step S104 includes: S801. Determine the collision risk based on the navigation information of the target obstacle and the ship domain model.

[0063] Among them, it can be judged whether the target obstacle enters the ship domain of the own ship through formula (12). If it enters, record the information of the target obstacle and the entry time t.

[0064] (12) In the formula, crossing situation a = b , overtaking and meeting situations a ≠ b ; a Represents the major axis of the ship domain; b Represents the minor axis of the ship domain; ( x , y )Represents the current ship position coordinates; ( X t , Y t )Represents t The ship position after time TC t Represents the ship's heading from the current time to t the time

[0065] According to formula (12), if a target obstacle will enter the ship's domain at a certain moment, it is regarded as having a Potential Collision Risk (PCR). The determination of collision risk needs to comprehensively consider both the spatial and temporal dimensions, and a ship collision risk model is introduced for quantitative evaluation. The ship collision risk model can be set according to the actual situation, and this is not restricted in the implementation of the present invention. Thus, the navigation information of the obstacle and the data of the ship's domain model of the own ship can be input into the ship collision risk model, and the collision risk index can be output. The Collision Risk Index (CRI) measures the collision risk of the ship, and its value range is [0, 1]. Among them, a ship collision risk index of 0 means that the ship is in an absolutely safe navigation state, while a ship collision risk index of 1 indicates that a ship collision is inevitable. The research on collision risk mainly falls into two categories: macro and micro collision risks. The macro collision risk reflects the ship navigation safety status in a certain area and is mainly studied based on historical ship navigation data and climate and geographical data. The micro collision risk mainly describes the collision risk between two or more ships.

[0066] It is also possible to judge the time. When the target obstacle has a PCR and the time it enters the ship's domain model of the own ship is less than the set threshold t (1200 seconds in complex waters and 2400 seconds in transitional and open waters), it indicates that a collision risk has been formed. Among all the target ships with collision risks, the target obstacle with the maximum collision risk index is the currently most dangerous ship, and collision avoidance measures should be taken for it first. This model provides key support for safety assessment and decision-making in a dynamic navigation environment.

[0067] S802. Determine the ship type of the own ship according to the navigation information of the obstacle and the current ship information.

[0068] Among them, in complex waters, the own ship is a motor ship sailing along the traffic flow and needs to strictly abide by the navigation rules and the principles of good seamanship, and at the same time avoid entering military warning areas and fishing areas. On this basis, a meeting situation identification model based on the comparison of relative bearings is introduced. By analyzing the relative course, speed and position relationship between the own ship and other motor ships from station to station, different meeting types can be accurately identified. It is also possible to determine the ship types of the own ship and the target ship according to the current ship information of the own ship and the navigation information of the target ship obstacle. When the ship is in different types, the control methods for the ship can be different. For example, in navigation, a stand-on ship refers to a ship that should maintain its course and speed when two ships meet, and it does not need to take the initiative to avoid; while a give-way ship refers to a ship that should take the initiative to take avoidance measures, usually by changing its course, reducing speed or stopping the ship to avoid colliding with the stand-on ship. The stand-on ship is responsible for maintaining the navigation state until it can pass safely, while the give-way ship needs to take actions to avoid collision.

[0069] S803. When the ship type is the give-way vessel, generate a preliminary plan according to the preset avoidance rules, the type of navigable waters, and the encounter type.

[0070] S804. When the ship type is not the give-way vessel, generate a preliminary plan according to the collision risk degree, the preset avoidance rules, the type of navigable waters, and the encounter type.

[0071] In the specific implementation of the present invention, it can be determined whether the ship type of the own ship is the give-way vessel. If so, a preliminary plan can be generated according to the preset avoidance rules, the type of navigable waters, and the encounter type. If not, a preliminary plan can be generated according to the preset avoidance rules, the type of navigable waters, and the encounter type when the collision risk degree is less than the preset risk degree. Among them, the preset avoidance rules can be that for open waters which are waters with low traffic flow and few obstacles, navigate at a sea speed with a constant vehicle speed and achieve avoidance by changing the direction; for complex waters which are in-port and near-shore waters with high ship flow and many obstacles, the vehicle speed is the full port speed or below, and collision avoidance can be achieved at any time by changing the speed and the direction; for transitional waters which are transitional waters connecting two types of waters, the vehicle speed is in a fixed variable speed mode and avoidance is achieved by changing the direction.

[0072] Among them, after the ship motion model is constructed through the above process, a preliminary plan can be generated according to the preset avoidance rules, the type of navigable waters, and the encounter type, as Figure 9 shown. Figure 9For the ship avoidance process in different scenarios, the ship motion model can control the course, speed, and navigation of the simulated ship through the ship maneuvering motion simulation model. After determining the collision risk, encounter situation identification, rules, and good seamanship based on the navigation information of the own ship and the target ship, the ship motion model performs simulation processing on the own ship and the target ship. Among them, the collision risk, encounter situation identification, and rules have been described in the above process and will not be elaborated here. Specifically, it is to judge the position of the own ship. When the water area category is open water or transitional water, and the own ship is the give-way ship, the encounter category is judged. When the encounter category is head-on situation or crossing situation, the ship motion model adopts a right turn for avoidance and outputs a feasible avoidance plan (i.e., the initial plan) when the avoidance is successful. When the encounter category is overtaking situation, the ship motion model adopts avoidance in the direction with a smaller course change amplitude and outputs a feasible avoidance plan (i.e., the initial plan) when the avoidance is successful. When the water area category is complex water, and the own ship is the give-way ship, the encounter category is judged. When the encounter category is head-on situation or crossing situation, the ship motion model first adopts a right turn for avoidance. If the avoidance is not successful, it then adopts speed change for avoidance. If the avoidance is still not successful, it adopts right turn and speed change for avoidance simultaneously, and outputs the currently adopted feasible avoidance plan (i.e., the initial plan) when the avoidance is successful. When the encounter category is overtaking situation, the ship motion model first adopts avoidance in the direction with a smaller course change amplitude. If it is not successful, it then adopts speed change for avoidance. If the avoidance is still not successful, it adopts turning and speed change for avoidance simultaneously, and outputs a feasible avoidance plan (i.e., the initial plan) when the avoidance is successful. If it is still not successful, manual intervention is carried out. If the ship type of the own ship is not the give-way ship, that is, the target ship is the give-way ship, it is judged whether the collision risk is greater than the preset risk threshold. If not, the preliminary plan is determined to maintain course and speed. If not, the own ship is judged and processed according to the process of judging and processing the encounter category in the above process to obtain a feasible avoidance plan (i.e., the initial plan).

[0073] In some embodiments of the present invention, step S104 further includes: Predictively optimizing the preliminary plan according to the ship motion model to obtain the target plan; Controlling the avoidance of the own ship according to the target plan, and after the avoidance is completed, controlling the own ship to resume navigation according to the preset travel route.

[0074] In the specific implementation of the present invention, after obtaining the initial plan through the ship maneuvering motion simulation process of the ship motion model, the initial plan can be predictively optimized through the prediction model of the ship motion model to obtain the target plan. Then, the avoidance of the own ship can be controlled according to the target plan. After the avoidance is successful, the own ship can be controlled to resume navigation according to the predicted travel navigation. The process of resuming navigation is like the navigation method in the above ship motion model.

[0075] In some embodiments of the present invention, the preliminary plan is predicted and optimized according to the ship motion model to obtain the target plan, including: When the preliminary plan is steering avoidance, the current heading of the ship is verified one by one with multiple course-changing angles according to the ship motion model to obtain the target heading; When the preliminary plan is speed-changing avoidance, the current rotational speed of the ship in the ship motion model is verified one by one for different gear-shifting situations to obtain the target rotational speed; When the target heading cannot avoid the collision, the steering avoidance is switched to speed-changing avoidance; When the target rotational speed cannot avoid the collision, the current heading and current rotational speed of the ship are verified one by one according to the ship motion model to obtain the target plan combining steering and speed change.

[0076] In the specific implementation of the present invention, in the station-to-station navigation environment, combined with rules and ship maneuverability constraint conditions, different waters adopt differentiated collision avoidance strategies: in open waters, fixed navigation is adopted, and collision avoidance is achieved only by steering; in transitional waters, navigation is carried out in a fixed speed-changing mode, and only steering avoidance is considered; in complex waters, steering avoidance is preferred. If it is not feasible, speed-changing avoidance is adopted. If both are not feasible, steering and speed change are combined for collision avoidance. The obtaining of the avoidance plan is as Figure 10 follows. The initial plan is processed through collision risk process analysis and optimization algorithm to generate the optimal plan, ensuring safe and efficient navigation in different water environments.

[0077] Steering plan: Target heading C aim = C0 ± α (take “+” for crossing and head-on situations), C0 is the current heading, α α is the course-changing angle, α = 1°, 2°, …, 90°. Starting from 1° for verification one by one, the minimum course-changing angle that can safely avoid the collision is the course-changing plan. If all target obstacles still cannot be cleared in the transitional waters and open waters, there is no feasible plan, and manual intervention is requested. If all course-changing angles are not feasible in complex waters, speed-changing avoidance is adopted.

[0078] Speed-changing plan, target rotational speed N Paim = N P0 ± △N P , N P0 is the current rotational speed, △N P is the rotational speed change amount required, N Paim ∈ [35, 85]. First, it is judged whether the ship has completed gear shifting. If the ship has completed gear shifting and the telegraph order is full ahead, reduce the speed by one gear for avoidance, and judge whether all target ships can be cleared by reducing the speed by one gear according to the ship position calculation. If it can be cleared, output the decision plan. If it cannot be cleared, reduce the speed by one gear again for judgment until a feasible telegraph order is found. When the telegraph order is “dead slow ahead” and all target ships still cannot be cleared, then combine steering and speed change.

[0079] When the engine order is "dead slow ahead", shift up one gear to avoid all target ships. If it is possible to clear, output the decision-making plan. If it is not possible to clear, shift up one gear again and re-judge until a feasible engine order is found. When the engine order is "full ahead" and it is still not possible to clear all target ships, then combine steering and speed change.

[0080] When the engine order is "slow ahead" or "half ahead", first consider decelerating and then accelerating until a feasible plan is found. The calculation method is the same as above. If the gear shifting of the ship has not been completed, calculate the information of the ship (engine order, course, etc.) after the gear shifting is completed, and repeat the above process.

[0081] For the combined steering and speed change plan, verify the obtained C aim and N Paim in turn starting from the smaller course change angle and the gear with the smaller speed change. If all avoidance plans are not feasible, then manual intervention is required.

[0082] In some embodiments of the present invention, controlling the ship to resume navigation according to a preset travel route includes: Determining the sight position point according to the preset travel route; When the ship deviates from the preset travel route after completing avoidance, calculate the initial course according to the positional relationship between the sight position point and the position of the ship; Control the ship to resume navigation according to the initial course.

[0083] Among them, after the ship is controlled according to the optimized target plan, if it deviates from the preset travel route, the process in the above navigation method is used to determine the sight position point updated in real time on the preset travel route and determine the target course φ LOS The calculation of is based on the geometric relationship between the current ship position and P LOS the position, calculate the initial course according to the formula, and then a course command can be generated according to the initial course to guide the ship to sail in the P LOS direction, so as to resume navigation.

[0084] In some embodiments of the present invention, the current navigation information includes the current time; after controlling the ship to resume navigation according to the preset travel route, it further includes: Judging whether the ship has reached the end point of the preset travel route; If so, determine that the ship's navigation ends; If not, determine the duration according to the resumption time of the ship's resumption of navigation and the current time, update the current navigation information of the ship according to the duration, and generate a plan again to control the ship to navigate autonomously.

[0085] In the specific implementation of the present invention, the intelligent navigation system executes in a loop of "situation awareness - navigation decision - motion control". Perceptual, model, and control parameter errors may occur in each link, and the part that is not eliminated is called the residual error. To adaptively correct the residual error and the unpredictable maneuvering behavior of the target ship, a decision-making framework combining sequential rolling and feedback correction is established. As Figure 11 shown, when initially obtaining the current navigation information of the ship, a decision is made and executed at the current time T = 0, with a duration of T + ΔT. If the decision-making loop is executed for a longer time, the larger ΔT is, and the greater the error. As long as ΔT is small, through continuous decision updates, the error can be controlled within the allowable range. After the ship resumes navigation, the resumption time can be determined, so as to obtain a duration of T + ΔT. It can also be judged whether the ship has reached the end of the preset navigation route. If so, the process ends and the ship's navigation ends. If not, a loop process is required, so that the difference can be judged according to the duration of T + ΔT. When the error exceeds the allowable range, the entire process is restarted, the current navigation information is re-obtained, a new plan is generated, and the ship is controlled to continue autonomous navigation. The steps are the same as above and will not be elaborated here in the implementation of the present invention. If the error does not exceed the allowable range, a plan can be generated based on the duration of T + ΔT = T1, and continuous navigation can be carried out again. At this time, the duration is T1 + ΔT (where ΔT here is the error value of the re-navigation), so as to ensure the safety and reliability of the system in a dynamic navigation environment.

[0086] Furthermore, during the ship's navigation process, it will pass through different types of waters, and the scene in the system needs to be switched according to the navigation information. Taking Route A as an example, as Figure 12 shown, Figure 12 is the different process of scene conversion for Route A. It is divided into a complex water area, a transition water area, and an open water area from west to east in sequence. The complex water area includes the area from Qingdao Pilot Station to 120.786°E and from 125.619°E to Incheon Pilot Station, which has the characteristics of narrow channels, high ship density, and complex environment, and requires high-frequency collision avoidance and refined operation; the transition water area is located between the complex water area and the open water area, and the environment gradually becomes wider, but still needs to pay attention to dynamic changes; the open water area is between 120.786°E and 125.619°E, with wide channels and low ship density, focusing on efficiency optimization and course stability. Without considering the time for getting the engine ready, the system ensures the safety and efficiency of the whole journey through dynamic identification of water area characteristics, adjustment of risk assessment parameters, and route optimization.

[0087] Figure 13 shown, Figure 13For the adaptive navigation decision-making process, based on the time-series rolling and feedback regulation mechanism, the current environmental information is quickly obtained through sensors, communication devices, and other data sources within a unit of time. Subsequently, the collected information is processed and updated to ensure that the latest environmental perception ability is always available. According to the current ship position and navigation dynamic parameters of the ship, first judge the type of water area where the ship is currently located, such as complex waters, transitional waters, or open sea areas. This judgment process relies on predefined water area classification criteria and comprehensively considers environmental characteristics and safety requirements.

[0088] Based on the determination of the water area where the ship is located, select the applicable ship domain model. This model is used to define the boundary of the safety area around the ship. Considering factors such as ship type, speed, captain's experience, and water area environmental characteristics, the size and shape of the model are dynamically adjusted to adapt to the specific navigation scenario.

[0089] After clarifying the ship domain model, further conduct a situation analysis to identify the target ships and other dynamic targets related to the ship. Combining the collision risk situation based on the position information of the ship and the target ships, accurately calculate the relative motion state between the target ships and the ship. This calculation includes not only the relative distance, course, and speed, but also key indicators such as the time collision risk degree, so as to comprehensively quantify the level of potential collision risk.

[0090] Once the collision risk is determined, start generating a series of feasible solutions including avoidance and resumption of navigation (route tracking). The collision avoidance solution aims to adjust the ship's course, speed, or other operation parameters to ensure leaving the dangerous area within the specified time; while the resumption of navigation solution focuses on restoring the ship to the established route as soon as possible after the collision avoidance operation to ensure navigation efficiency and goal achievement.

[0091] After generating the preliminary solutions, use the prediction model to comprehensively evaluate the safety, economy, and operability of different solutions. The prediction model comprehensively considers various possible environmental changes and the dynamic responses of target ships to verify the feasibility and effectiveness of the solutions in the actual scenario. Subsequently, select the best solution and import it into the simulation model to further optimize the details and verify the reliability of the solution through virtual simulation.

[0092] Finally, implement the optimized solution, drive the ship equipment to execute specific operations through precise navigation instructions, achieve dynamic adjustment and safe navigation, and complete the ship's station-to-station navigation. The above process comprehensively improves the safety and intelligence level of ship navigation, while ensuring the efficient operation of the ship in a changing environment and minimizing the collision risk.

[0093] To better implement the ship autonomous navigation method based on different waters in the implementation of the present invention, correspondingly, the present invention also provides a ship autonomous navigation device based on different waters on the basis of the ship autonomous navigation method based on different waters, as Figure 14 shown. The ship autonomous navigation device 1400 based on different waters includes: An information acquisition module 1401, configured to acquire the current navigation information of the ship; the current navigation information includes the current ship information, environmental information, target obstacles, and a preset travel route of the ship; the preset travel route includes different categories of navigation waters; A category determination module 1402, configured to determine the navigation water area category according to the position information and environmental information in the current ship information; A domain determination module 1403, configured to determine a ship domain model according to the navigation water area category and the encounter type between the target obstacle and the ship; A scheme generation module 1404, configured to generate a preliminary scheme according to the preset avoidance rules, ship domain model, target obstacle, and navigation water area category, and control the ship to perform autonomous navigation according to the preset travel route and the preliminary scheme.

[0094] The above-mentioned ship autonomous navigation device 1400 based on different waters provided by the above implementation can implement the technical solutions described in the implementation of the above-mentioned ship autonomous navigation method based on different waters. The specific implementation principles of the above-mentioned modules or units can be referred to the corresponding content in the implementation of the above-mentioned ship autonomous navigation method based on different waters, which will not be elaborated here.

[0095] The above has introduced in detail the ship autonomous navigation method and device based on different waters provided by the present invention. Specific examples are used in this article to elaborate on the principles and implementation manners of the present invention. The above description of the implementation is only used to help understand the method and its core idea of the present invention; at the same time, for those skilled in the art, according to the idea of the present invention, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A ship autonomous navigation method based on different water areas, characterized in that, Including: Obtaining the current navigation information of the own ship; the current navigation information includes the current ship information, environmental information, target obstacles, and a preset navigation route of the own ship; The preset navigation route includes different categories of navigation waters; Determining the category of the navigation waters according to the position information in the current ship information and the environmental information; Determining a ship domain model according to the category of the navigation waters and the encounter type between the target obstacle and the own ship; Generating a preliminary plan according to preset avoidance rules, the ship domain model, the target obstacle, and the category of the navigation waters, and controlling the own ship to perform autonomous navigation according to the preset navigation route and the preliminary plan.

2. The ship autonomous navigation method based on different waters according to claim 1, wherein The determining a ship domain model according to the category of the navigation waters and the encounter type between the target obstacle and the own ship includes: Determining the position extrapolation formula of the target obstacle according to the category of the navigation waters and the track direction of the target obstacle; Determining the navigation information of the target obstacle according to the position extrapolation formula; the obstacle navigation information includes the obstacle position; Determining the encounter type according to the obstacle position of the target obstacle and the position information of the own ship; Determining a ship domain model according to the encounter type and the category of the navigation waters.

3. The method for autonomous navigation of a ship based on different waters according to claim 2, characterized in that, The generating a preliminary plan according to preset avoidance rules, the ship domain model, the target obstacle, and the category of the navigation waters includes: Determining the collision risk degree according to the navigation information of the target obstacle and the ship domain model; Determining the ship type of the own ship according to the obstacle navigation information and the current ship information; When the ship type is the give-way vessel, generating a preliminary plan according to the preset avoidance rules, the category of the navigation waters, and the encounter type; When the ship type is not the give-way vessel, generating a preliminary plan according to the collision risk degree, the preset avoidance rules, the category of the navigation waters, and the encounter type.

4. The method for autonomous navigation of a ship based on different waters according to claim 3, wherein, The generating a preliminary plan according to the collision risk degree, the preset avoidance rules, the category of the navigation waters, and the encounter type when the ship type is not the give-way vessel includes: When the ship type is not the give-way vessel, determining whether the collision risk degree is greater than a preset risk threshold; If not, determining that the preliminary plan is to maintain course and speed; If so, generating the preliminary plan of the own ship according to the preset avoidance rules, the category of the navigation waters, and the encounter type.

5. The ship autonomous navigation method based on different waters according to claim 1, wherein The controlling the own ship to perform autonomous navigation according to the preset navigation route and the preliminary plan includes: Performing prediction and optimization on the preliminary plan according to the ship motion model to obtain a target plan; Performing avoidance control on the own ship according to the target plan, and after the avoidance is completed, controlling the own ship to resume navigation according to the preset navigation route.

6. The method for autonomous navigation of a ship based on different water areas according to claim 5, characterized in that, The construction process of the ship motion model includes: Classifying the traffic environment of the station-to-station waters according to the preset navigation route to obtain static elements and dynamic elements; Digitally expressing the static elements and the dynamic elements to construct an environmental information database; Construct a ship motion model based on the environmental information database and the current navigation information of the ship itself.

7. The method for autonomous navigation of a ship based on different water areas according to claim 5, characterized in that, Predict and optimize the preliminary plan according to the ship motion model to obtain a target plan, including: When the preliminary plan is a steering avoidance, verify the current heading of the ship and each of multiple course-changing angles one by one according to the ship motion model to obtain a target heading; When the preliminary plan is a speed-changing avoidance, verify each gear-shifting situation according to the current rotational speed of the ship in the ship motion model to obtain a target rotational speed; When the target heading cannot avoid [the obstacle], switch the steering avoidance to a speed-changing avoidance; When the target rotational speed cannot avoid [the obstacle], verify the current heading and the current rotational speed of the ship one by one according to the ship motion model to obtain a target plan combining steering and speed change.

8. The method for autonomous navigation of a ship based on different water areas according to claim 5, characterized in that, Control the ship to resume navigation according to the preset navigation route, including: Determine a line-of-sight position point according to the preset navigation route; When the ship has completed avoidance and deviated from the preset navigation route, calculate an initial heading according to the positional relationship between the line-of-sight position point and the position of the ship; Control the ship to resume navigation according to the initial heading.

9. The method for autonomous navigation of a ship based on different waters according to claim 5, characterized in that The current navigation information includes the current time; after controlling the ship to resume navigation according to the preset navigation route, it further includes: Judge whether the ship has reached the end point of the preset navigation route; If so, determine that the ship's navigation has ended; If not, determine a duration according to the resumption time of the ship's resumption of navigation and the current time, update the current navigation information of the ship according to the duration, and generate a plan again to control the ship to navigate autonomously.

10. A ship autonomous navigation device based on different water areas, characterized in that, Including: An information acquisition module for acquiring the current navigation information of the ship; the current navigation information includes the current ship information, environmental information, target obstacle, and preset navigation route of the ship; the preset navigation route includes different categories of navigation waters; A category determination module for determining the navigation water area category according to the position information in the current ship information and the environmental information; A domain determination module for determining a ship domain model according to the navigation water area category and the encounter type between the target obstacle and the ship; A plan generation module for generating a preliminary plan according to preset avoidance rules, the ship domain model, the target obstacle, and the navigation water area category, and controlling the ship to navigate autonomously according to the preset navigation route and the preliminary plan.

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