Ship control method and device, electronic equipment, readable storage medium and chip

Abstract

Embodiments of the present application provide a ship control method, device, electronic equipment, readable storage medium and chip, wherein the ship control method comprises: determining a first distance range and a second distance range corresponding to a target ship; determining an obstacle tracking detection result obtained based on perception fusion within the first distance range; determining information parameters of a plurality of ships in the second distance range in an automatic identification system of the ship; determining a sailing ship according to the obstacle tracking detection result and the information parameters; determining a relative position type of at least one sailing ship corresponding to the target ship; determining a traffic flow value of a current sailing area of the target ship according to the information parameters; and switching a sailing mode of the target ship according to the relative position type and the traffic flow value, the sailing mode comprising a passing mode and a following mode. Through the scheme of the present application, the safety of automatic driving ships passing or following in an inland river environment is improved.

Description

Technical Field

[0001] This invention relates to the field of ship control technology, and more specifically, to a ship control method, apparatus, electronic device, readable storage medium, and chip. Background Technology

[0002] Currently, with the continuous development of ship navigation technology, autonomous vessels are widely used in inland waterway environments. However, in complex sea conditions, overtaking or following behavior is subject to various limitations, and ship control mainly relies on the judgment of human drivers, which can lead to significant uncertainties and interference, making the safety of controlling ships to overtake or follow less than ideal. Summary of the Invention

[0003] The purpose of this invention is to provide a ship control method, device, electronic device, readable storage medium, and chip that can solve the problem of low safety when controlling ships to overtake or follow other ships.

[0004] In view of this, an embodiment of the first aspect of the present invention provides a ship control method.

[0005] A second aspect of the present invention provides a ship control device.

[0006] An embodiment of the third aspect of the present invention provides an electronic device.

[0007] An embodiment of the fourth aspect of the present invention provides a readable storage medium.

[0008] An embodiment of the fifth aspect of the present invention provides a chip.

[0009] To achieve the above objectives, an embodiment of the first aspect of the present invention provides a ship control method, comprising: determining a first distance range and a second distance range corresponding to a target ship, wherein the first distance range is smaller than the second distance range; determining obstacle tracking and detection results obtained based on perception fusion within the first distance range; determining information parameters of multiple ships within the second distance range in an automatic ship identification system; determining a navigating ship based on the obstacle tracking and detection results and the information parameters; determining the relative position type of at least one navigating ship corresponding to the target ship; determining the traffic flow value of the current navigating waterway of the target ship based on the information parameters; switching the navigating mode of the target ship based on the relative position type and the traffic flow value, wherein the navigating mode includes an overtaking mode and a following mode; in the overtaking mode, controlling the target ship to overtake at least one navigating ship within the first distance range; in the following mode, determining the channel centerline; determining the offset of at least one navigating ship traveling in the same direction within the second distance range from the channel centerline; and controlling the target ship to follow the ship according to the offset.

[0010] The ship control method provided by this invention comprehensively considers two obstacle sources: Automatic Identification System (AIS) and sensor perception fusion. It covers the near-field obstacle avoidance and long-range analysis needs of target ships in inland waterway environments, overcoming the effective distance limitations of sensor perception fusion. During the target ship's navigation, by using AIS information parameters from multiple ships within a long distance ahead of the target ship and obstacle tracking and detection results from near-range perception fusion, ships with both AIS information parameters and perception results are identified as navigation ships. The fused obstacle tracking and detection results are classified according to the relative position of the navigation ship to the target ship, determining at least one relative position type. Phase position types include those corresponding to the same direction as the target ship and those corresponding to the opposite direction. The overall traffic flow values ​​of the same-direction, opposite-direction, and multiple ships in the inland waterway environment are calculated based on the information parameters from the AIS system. Based on the phase position type and traffic flow values ​​of the navigation ships, multiple overtaking conditions are determined. When the target ship meets the overtaking conditions, the overtaking decision is automatically triggered, controlling the target ship's navigation mode to switch to overtaking mode to overtake at least one navigation ship. If an overtaking decision cannot be triggered, the target vessel is controlled to maintain follow mode, automatically maintaining either follow or tail-follow mode. In follow mode, the target vessel determines its offset relative to the channel centerline based on the average offset of multiple vessels ahead relative to the channel centerline, and follows at least one vessel ahead based on this offset.

[0011] Understandably, by comprehensively considering the fusion of AIS and sensor perception, the impact of relying solely on sensors for short-range analysis is reduced, providing line-of-sight conditions for assisting overtaking and following decisions, and improving the accuracy of target vessels in achieving autonomous overtaking and following in inland waterway environments.

[0012] In some technical solutions, optionally, determining the relative position type of at least one sailing vessel corresponding to a target vessel includes: determining the sailing direction of the sailing vessel and the target sailing direction of the target vessel; determining a fan-shaped area corresponding to the front and side of the target vessel; when the sailing direction and the target sailing direction are the same and the sailing vessel is located in the fan-shaped area, determining the relative position type of the sailing vessel corresponding to the target vessel as a first type; when the sailing direction and the target sailing direction are opposite and the sailing vessel is located in the fan-shaped area, determining the relative position type of the sailing vessel corresponding to the target vessel as a second type.

[0013] In this scheme, fan-shaped areas in front of and to the sides of the target vessel are determined based on the detection areas of multiple sensing sensors installed on the target vessel, ensuring that these fan-shaped areas cover the detection range of the multiple sensing sensors. The multiple sensing sensors then identify vessels traveling in different directions in front of or to the sides of the target vessel.

[0014] Understandably, by classifying the fused obstacle results, vessels traveling in different directions in front of and to the side of the target vessel can be categorized, covering the risk areas that the target vessel may encounter, reducing the proportion of blind spots, further eliminating targets at the stern, and improving vessel control efficiency.

[0015] In some technical solutions, optionally, before switching the target vessel's travel mode based on relative position type and traffic flow values, the following steps are also included: determining waterway map data; determining the target vessel's position parameters, including latitude and longitude parameters, heading angle, and attitude data; determining at least one special area based on the waterway map data; and determining whether the target vessel is located in the special area based on the latitude and longitude parameters, heading angle, and attitude data.

[0016] In this scheme, at least one special area is determined based on waterway map data, and the target vessel is determined to be in the special area based on its latitude and longitude parameters, heading angle and attitude data. The target vessel is prohibited from overtaking in the special area.

[0017] Understandably, by dynamically identifying multiple special areas, the overtaking mode of the target vessel can be forcibly locked within the special areas, thereby reducing the accident rate of automatic navigation of vessels in inland waterways and improving the safety of automatic navigation overtaking and following control.

[0018] In some technical solutions, optionally, the driving mode of the target vessel is switched according to the relative position type and traffic flow value, including: determining multiple threshold parameters, including a tracking time threshold, a speed threshold, and a traffic flow density threshold; determining overtaking conditions based on the tracking time threshold, speed threshold, and traffic flow density threshold; controlling the target vessel to switch its driving mode to overtaking mode when the overtaking conditions are met; and controlling the target vessel to switch its driving mode to following mode when the overtaking conditions are not met.

[0019] In this scheme, multiple overtaking conditions are determined based on tracking time thresholds, speed thresholds, and traffic flow density thresholds. When multiple overtaking conditions are met, the target vessel's driving mode is switched to overtaking mode to overtake at least one vessel in a fan-shaped area in front of or to the side of the target vessel. If any overtaking condition is not met, the target vessel's driving mode is switched to following mode.

[0020] Understandably, by determining multidimensional conditions through multiple threshold parameters, safety risks can be quantified, high-density channel overtaking can be intelligently suppressed, the number of ineffective lane changes by target vessels can be reduced, and the overall traffic efficiency of waterways in inland waterway environments can be improved.

[0021] In some technical solutions, the overtaking conditions may optionally include: the target vessel is not in a special area; the tracking time of the target vessel corresponding to a first type of navigation vessel is greater than the tracking time threshold; the speed of the first type of navigation vessel is less than the speed threshold; the traffic flow values ​​corresponding to multiple first type of navigation vessels are less than the traffic flow density threshold; and the traffic flow values ​​corresponding to multiple second type of navigation vessels are less than the traffic flow density threshold.

[0022] In this scheme, four-dimensional conditions are determined by considering specific areas, tracking time, driving speed, and communication values, and a four-dimensional condition coupling constraint mechanism is established. This mechanism reduces the blind spots in traditional overtaking decisions, lowers the accident rate in complex inland waterway environments, and improves the safety of autonomous vessels.

[0023] In some technical solutions, optionally, the traffic flow value of the target vessel's current navigation waters is determined based on information parameters, including: determining longitudinal monitoring parameters based on a second distance range; determining the number of vessels navigating within the second distance range; and determining the traffic flow value corresponding to the relative position type based on the number and the longitudinal monitoring parameters.

[0024] In this scheme, the sensing range of multiple sensors is determined based on a second distance range to determine the longitudinal monitoring parameters corresponding to the target vessel. Traffic flow values ​​are calculated for the target vessel traveling in the same direction, traveling in opposite directions, and for the entire inland waterway environment. These traffic flow values ​​are determined by the number of vessels and the longitudinal monitoring range; that is, the traffic flow values ​​reflect the vessel density within the longitudinal monitoring range of the multiple sensors corresponding to the target vessel.

[0025] Understandably, deciding whether to overtake or follow a vessel based on the actual traffic flow around the target vessel reduces errors caused by manual analysis and improves the accuracy and safety of automatic control of overtaking or following vessels in inland waterway environments.

[0026] A second aspect of the present invention provides a ship control device, comprising: a range determination module for determining a first distance range and a second distance range corresponding to a target ship, wherein the first distance range is smaller than the second distance range; a perception detection module for determining obstacle tracking detection results obtained based on perception fusion within the first distance range; an automatic identification module for determining information parameters of multiple ships within the second distance range in a ship automatic identification system; a result fusion module for determining a navigating ship based on the obstacle tracking detection results and information parameters; a relative position module for determining the relative position type of at least one navigating ship corresponding to the target ship; a traffic flow module for determining the traffic flow value of the current navigating waterway of the target ship based on the information parameters; and a mode control module for switching the driving mode of the target ship based on the relative position type and traffic flow value, wherein the driving mode includes an overtaking mode and a following mode; wherein, in the overtaking mode, the target ship is controlled to overtake at least one ship within the first distance range; in the following mode, the channel centerline is determined; the offset of at least one ship traveling in the same direction within the second distance range from the channel centerline is determined; and the target ship is controlled to follow the ship according to the offset.

[0027] An embodiment of the third aspect of this application provides an electronic device including a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the ship control method as described in the first aspect.

[0028] An embodiment of the fourth aspect of this application provides a readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the steps of the ship control method as described in the first aspect.

[0029] An embodiment of the fifth aspect of this application provides a chip including a processor and a communication interface coupled to the processor. The processor is used to run programs or instructions to implement the steps of the ship control method as described in the first aspect.

[0030] Additional aspects and advantages of the technical solutions of the present invention will become apparent in the following description or may be learned by practice of the invention. Attached Figure Description

[0031] Figure 1 A schematic flowchart of a ship control method according to an embodiment of this application is shown; Figure 2 A partial flowchart of a ship control method according to an embodiment of this application is shown; Figure 3 A partial flowchart of a ship control method according to an embodiment of this application is shown; Figure 4A partial flowchart of a ship control method according to an embodiment of this application is shown; Figure 5 A partial flowchart of a ship control method according to an embodiment of this application is shown; Figure 6 A schematic diagram of a ship control device according to an embodiment of this application is shown; Figure 7 A schematic diagram of the structure of an electronic device according to an embodiment of this application is shown; Figure 8 A schematic diagram of a ship's navigation according to an embodiment of this application is shown.

[0032] in, Figure 6 and Figure 7 The correspondence between the reference numerals and component names in the attached drawings is as follows: 900: Ship control device; 902: Range determination module; 904: Sensing and detection module; 906: Automatic identification module; 908: Result fusion module; 910: Relative position module; 910: Traffic flow module; 914: Mode control module; 1000: Electronic equipment; 1109: Memory; 1110: Processor. Detailed Implementation

[0033] To better understand the above-described objectives, features, and advantages of the embodiments of the present invention, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0034] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, embodiments of the invention may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below.

[0035] The following is in conjunction with the appendix Figures 1 to 8 The present application provides a detailed description of the ship control method, apparatus, electronic device, readable storage medium, and chip through specific embodiments and application scenarios.

[0036] like Figure 1 As shown, this embodiment provides a ship control method, including: Step S100: Determine the first distance range and the second distance range corresponding to the target vessel; Step S102: Determine the obstacle tracking and detection results obtained based on perception fusion within the first distance range; Step S104: Determine the information parameters of multiple vessels within the second distance range in the Automatic Identification System (AIS); Step S106: Determine the navigating vessel based on the obstacle tracking and detection results and information parameters; Step S108: Determine the relative position type of at least one navigating vessel corresponding to the target vessel; Step S110: Determine the traffic flow value of the target vessel's current waterway based on the information parameters; Step S112: Switch the target vessel's driving mode according to the relative position type and traffic flow value. The driving modes include overtaking mode and following mode. Step S114: In overtaking mode, control the target vessel to overtake at least one vessel within a first distance range; Step S116: In ship-following mode, determine the channel centerline; Step S118: Determine the offset of at least one vessel traveling in the same direction within the second distance range from the centerline of the channel; Step S120: Control the target vessel to follow the ship according to the offset.

[0037] The first distance range is smaller than the second distance range.

[0038] The ship control method provided by this invention comprehensively considers two obstacle sources: Automatic Identification System (AIS) and sensor perception fusion. It covers the near-field obstacle avoidance and long-range analysis needs of target ships in inland waterway environments, overcoming the effective distance limitations of sensor perception fusion. During the target ship's navigation, by using AIS information parameters from multiple ships within a long distance ahead of the target ship and obstacle tracking and detection results from near-range perception fusion, ships with both AIS information parameters and perception results are identified as navigation ships. The fused obstacle tracking and detection results are classified according to the relative position of the navigation ship to the target ship, determining at least one relative position type. Phase position types include those corresponding to the same direction as the target ship and those corresponding to the opposite direction. The overall traffic flow values ​​of the same-direction, opposite-direction, and multiple ships in the inland waterway environment are calculated based on the information parameters from the AIS system. Based on the phase position type and traffic flow values ​​of the navigation ships, multiple overtaking conditions are determined. When the target ship meets the overtaking conditions, the overtaking decision is automatically triggered, controlling the target ship's navigation mode to switch to overtaking mode to overtake at least one navigation ship. If an overtaking decision cannot be triggered, the target vessel is controlled to maintain follow mode, automatically maintaining either follow or tail-follow mode. In follow mode, the target vessel determines its offset relative to the channel centerline based on the average offset of multiple vessels ahead relative to the channel centerline, and follows at least one vessel ahead based on this offset.

[0039] Understandably, by comprehensively considering the fusion of AIS and sensor perception, the impact of relying solely on sensors for short-range analysis is reduced, providing line-of-sight conditions for assisting overtaking and following decisions, and improving the accuracy of target vessels in achieving autonomous overtaking and following in inland waterway environments.

[0040] Optionally, the fusion method for navigation vessels includes, but is not limited to, fusing the results of AIS system and perception fusion as two input sources, merging obstacle vessels that have both AIS results and perception results, and identifying vessels whose AIS results and perception results overlap as navigation vessels.

[0041] Optionally, the overlapping portion of the AIS results and the perception results includes the coordinate information of the ship in the AIS and the coordinate information of the perception identification.

[0042] Optionally, perception fusion is obtained through sensors installed on the target vessel. These sensors include lidar and visual sensors.

[0043] Specifically, by fusing perception results from multiple sensors such as lidar and visual sensors, high-precision obstacle tracking is achieved, and dynamic data such as the size, heading, and speed of target obstacles are acquired in real time, covering the close-range collision avoidance needs of ships.

[0044] Information parameters of vessels at medium to long distances are acquired using the AIS system to compensate for the effective range limitations of perception sensors. The perception fusion results are matched with the coordinates of the AIS target to identify overlapping obstacles as vessels. At least one vessel traveling in the same direction as the target vessel requires the target vessel to follow or overtake it, while at least one vessel traveling in the opposite direction requires the target vessel to perform a pass-through maneuver.

[0045] Traffic flow values ​​are determined based on the number of vessels and the monitoring range of the target vessel. These values ​​are used to dynamically represent the congestion level of inland waterways. By identifying special areas, target vessel status, and traffic flow constraints, multiple overtaking mode triggering conditions are determined. When multiple overtaking mode triggering conditions are met simultaneously, the target vessel's travel mode is switched to overtaking mode to overtake other vessels in the inland waterway.

[0046] If at least one overtaking condition is not met, the target vessel's driving mode is kept in follow mode. In follow mode, the average lateral offset of all vessels traveling in the same direction within the long distance range corresponding to the AIS system from the channel centerline is calculated, and the target vessel's offset relative to the channel centerline is made consistent with this average value, so as to achieve coordinated navigation of multiple vessels and the target vessel in the channel.

[0047] Optionally, the target vessel is an autonomous vehicle.

[0048] Optionally, the target vessel is set to follow mode by default.

[0049] Optionally, the offset of the vessel relative to the channel centerline can be determined based on the distance between the vessel's center axis and the channel centerline.

[0050] Optionally, the channel centerline can be updated in real time based on the maritime map.

[0051] Optionally, when following another vessel, the target vessel's lateral target position is based on the average lateral movement of multiple vessels ahead. This avoids frequent movement of the target vessel relative to the channel centerline when encountering oncoming vessels traveling in the opposite direction. Since the average lateral position of multiple vessels ahead already represents the comprehensive result of their avoidance and maneuvering of oncoming vessels, directly using the average avoidance value of multiple vessels ahead as the offset reduces the target vessel's maneuverability and improves the safety of autonomous vessels navigating in inland waterways.

[0052] Optionally, in the event of a collision avoidance maneuver between oncoming vessels, the rudder angle is dynamically adjusted via a controller and multiple sensing sensors installed on the target vessel to enable the target vessel to actively avoid at least one oncoming vessel. After the active avoidance is completed, the offset of the target vessel from the channel centerline is updated, and the target vessel is controlled to resume following mode.

[0053] In some embodiments, optionally, such as Figure 2 As shown, step S108: Determine the relative position type of at least one navigating vessel corresponding to the target vessel, including: Step S1080: Determine the navigation direction of the navigating vessel and the target navigation direction of the target vessel; Step S1082: Determine the fan-shaped areas corresponding to the front and sides of the target vessel; Step S1084: When the navigation direction is the same as the target navigation direction and the navigation vessel is located in the fan-shaped area, determine the relative position type of the navigation vessel to the target vessel as the first type; Step S1086: When the navigation direction is opposite to the target navigation direction and the navigation vessel is located in the fan-shaped area, determine the relative position type of the navigation vessel to the target vessel as the second type.

[0054] In this embodiment, fan-shaped areas in front of and to the side of the target vessel are determined based on the detection areas of multiple sensing sensors installed on the target vessel, so that the fan-shaped areas cover the detection range of multiple sensing sensors. Multiple sensing sensors are used to identify vessels sailing in different directions in front of or to the side of the target vessel.

[0055] Understandably, by classifying the fused obstacle results, vessels traveling in different directions in front of and to the side of the target vessel can be categorized, covering the risk areas that the target vessel may encounter, reducing the proportion of blind spots, further eliminating targets at the stern, and improving vessel control efficiency.

[0056] Specifically, multiple vessels traveling in the same direction as the target vessel and located to its side or in front are classified as Type 1, while multiple vessels traveling in the opposite direction to the target vessel and located to its side or in front are classified as Type 2. Vessels in Type 1 relative position require the target vessel to make a following or overtaking determination, while vessels in Type 2 relative position require the target vessel to perform automatic passing and avoidance maneuvers.

[0057] Optionally, the sector area includes multiple vessels navigating within a first distance.

[0058] Optionally, after determining the sector area, the relative position types of multiple vessels are determined based on information parameters from multiple vessels in the AIS system. This method of fusion between sensing sensors and the AIS system improves the accuracy of classifying vessels according to their relative positions to the target vessel.

[0059] Optionally, using the central axis of the target ship's bow as the reference axis, a fan-shaped area is extended forward and to both sides through multiple sensors. The coverage size of the fan-shaped area is positively correlated with the line-of-sight distance of the multiple sensors.

[0060] Optionally, multiple sensors are configured with sensing cycles, and a vessel in transit needs to be stably detected for multiple consecutive sensing cycles in order to be classified as a first or second type.

[0061] Optionally, if the distance traveled by a vessel in adjacent cycles exceeds the length of multiple vessels themselves, the perceived data of that vessel is considered noise, and the noise data is automatically cleaned up.

[0062] Optionally, to adapt to the operational characteristics of inland waterway vessels and address the heading vibration problem caused by water flow impact, an angle tolerance is set for each sensing sensor, and the fan-shaped area can be adaptively adjusted. By using the angle tolerance, the fan-shaped area corresponding to the target vessel can be expanded or reduced, thereby improving the classification accuracy of the target vessel.

[0063] In some embodiments, optionally, such as Figure 3 As shown, before step S112: switching the target vessel's travel mode based on relative position type and traffic flow value, the following is also included: Step S1110: Determine the waterway map data; Step S1112: Determine the position parameters of the target vessel, including latitude and longitude parameters, heading angle, and attitude data; Step S1114: Identify at least one special area based on the waterway map data; Step S1116: Determine whether the target vessel is in a special area based on latitude and longitude parameters, heading angle, and attitude data.

[0064] In this embodiment, at least one special area is determined based on waterway map data, and it is determined whether the target vessel is in the special area based on the latitude and longitude parameters, heading angle and attitude data of the target vessel. The target vessel is prohibited from overtaking in the special area.

[0065] Understandably, by dynamically identifying multiple special areas, the overtaking mode of the target vessel can be forcibly locked within the special areas, thereby reducing the accident rate of automatic navigation of vessels in inland waterways and improving the safety of automatic navigation overtaking and following control.

[0066] Optionally, if a target vessel overtakes or passes another vessel from a direction greater than 22.5 degrees behind its beam, creating a collision hazard, it is considered an overtaking maneuver. In special areas, target vessels are prohibited from overtaking or sailing alongside other vessels.

[0067] Optionally, special areas include, but are not limited to: bends, narrow waterways, bridge waterways, locks, and intersections.

[0068] Specifically, multiple special areas are identified based on high-precision waterway map data. Vector geofences are then generated from these special area labels, such as curve boundary point sets, bridge center coordinates, and lock polygon areas. These special areas are quantized into the coordinate system corresponding to the waterway map, determining the spatial extent of multiple different area types. The latitude, longitude, heading angle, and attitude data of the target vessel are determined using the AIS system. The latitude and longitude determine the absolute position of the target vessel in the inland waterway environment; the heading angle determines the bow direction; and the attitude data determines the amplitude of roll and pitch, compensating for coordinate drift caused by waves in the inland waterway environment.

[0069] Based on the target vessel's attitude data, the target vessel's heading angle and coordinates are projected onto the waterway map coordinate system to determine the spatial range corresponding to the target vessel, thereby determining whether the target vessel is in a special area.

[0070] Optionally, the position matching results of the target vessel can be updated at fixed time intervals.

[0071] In some embodiments, optionally, such as Figure 4 As shown, step S112: Switching the target vessel's travel mode based on relative position type and traffic flow value includes: Step S1120: Determine multiple threshold parameters, including tracking time threshold, speed threshold, and traffic flow density threshold; Step S1122: Determine the overtaking conditions based on the tracking time threshold, speed threshold, and traffic flow density threshold; Step S1124: If the overtaking conditions are met, control the target vessel to switch its driving mode to overtaking mode; Step S1126: If the overtaking conditions are not met, control the target vessel to switch its driving mode to follow mode.

[0072] In this embodiment, multiple overtaking conditions are determined based on a tracking time threshold, a speed threshold, and a traffic flow density threshold. When multiple overtaking conditions are met, the target vessel's driving mode is switched to overtaking mode to overtake at least one vessel in a fan-shaped area in front of or to the side of the target vessel. If any overtaking condition is not met, the target vessel's driving mode is switched to following mode.

[0073] Understandably, by determining multidimensional conditions through multiple threshold parameters, safety risks can be quantified, high-density channel overtaking can be intelligently suppressed, the number of ineffective lane changes by target vessels can be reduced, and the overall traffic efficiency of waterways in inland waterway environments can be improved.

[0074] Optionally, the target vessel's driving mode is set to follow mode by default. If at least one overtaking condition is not met, the target vessel is controlled to maintain follow mode for automatic driving.

[0075] Optionally, in nighttime or foggy weather, a preset time threshold can be automatically extended to compensate for the degradation perceived by the target ship's sensors.

[0076] In some embodiments, the overtaking conditions may optionally include: the target vessel is not in a special area; the tracking time of the target vessel corresponding to a first type of navigation vessel is greater than a tracking time threshold; the speed of the first type of navigation vessel is less than a speed threshold; the traffic flow values ​​corresponding to multiple first type of navigation vessels are less than a traffic flow density threshold; and the traffic flow values ​​corresponding to multiple second type of navigation vessels are less than a traffic flow density threshold.

[0077] In this embodiment, four-dimensional conditions are determined by specific regions, tracking time, driving speed, and communication values, and a four-dimensional condition coupling constraint mechanism is established. This mechanism reduces the blind spots in traditional overtaking decisions, lowers the accident rate in complex inland waterway environments, and improves the safety of autonomous vessels.

[0078] Specifically, the overtaking conditions include: the target vessel is not in special areas such as bends, narrow channels, bridge areas, locks, and intersections; the tracking time between the target vessel and the nearest vessel traveling in the same direction exceeds a certain tracking time threshold, such as 20 minutes, and the speed of the vessel is lower than a speed threshold, such as 2 knots; the traffic flow density in the same direction does not exceed the traffic flow density threshold corresponding to the same direction, for example, the traffic flow density threshold corresponding to the same direction is 1, meaning that if the traffic flow density in front of the target vessel is large, the risk of the target vessel not being able to quickly return to the preset channel after overtaking is high, and the overtaking decision of the target vessel is suppressed by traffic flow information; the traffic flow density in the opposite direction does not exceed the traffic flow density threshold corresponding to the opposite direction, for example, the traffic flow density threshold corresponding to the opposite direction is 0, meaning that the overtaking decision is suppressed when the target vessel encounters dense vessels, reducing the probability of collision with the vessel encountering the opposite direction.

[0079] If all four overtaking conditions mentioned above are met simultaneously, the overtaking decision of the target vessel in autonomous driving can be triggered, and the driving mode of the target vessel can be switched to overtaking mode.

[0080] Optionally, if an overtaking decision cannot be triggered, the target vessel will continue to follow / tail-follow in its autopilot mode, i.e., maintain the target vessel's following mode.

[0081] In some embodiments, optionally, such as Figure 5 As shown, step S110: Determine the traffic flow value of the target vessel's current waterway based on the information parameters, including: Step S1100: Determine the longitudinal monitoring parameters based on the second distance range; Step S1102: Determine the number of ships sailing within the second distance range; Step S1104: Determine the traffic flow value corresponding to the relative location type based on the quantity and longitudinal monitoring parameters.

[0082] In this embodiment, the sensing range of multiple sensors is determined based on a second distance range to determine the longitudinal monitoring parameters corresponding to the target vessel. Traffic flow values ​​are calculated for the target vessel traveling in the same direction, traveling in opposite directions, and for the entire inland waterway environment. The traffic flow values ​​are determined by the number of vessels and the longitudinal monitoring range; that is, the traffic flow values ​​reflect the vessel density within the longitudinal monitoring range of the multiple sensors corresponding to the target vessel.

[0083] Understandably, deciding whether to overtake or follow a vessel based on the actual traffic flow around the target vessel reduces errors caused by manual analysis and improves the accuracy and safety of automatic control of overtaking or following vessels in inland waterway environments.

[0084] Optionally, the longitudinal monitoring parameters are determined by the current ship speed and the sensing range of multiple sensors. When the target ship's speed increases, the longitudinal monitoring range needs to be expanded to deal with emergencies.

[0085] In one specific embodiment, the ship control method may optionally include: Step 1: Input: Perception-based tracking and detection results within a 400m range, including obstacle type, size, heading, speed, etc., derived from the fusion of perception results such as lidar and vision. Results from the Automatic Identification System (AIS) of other vessels within a 1km range, including information such as vessel size, heading, and speed.

[0086] Step 2: AIS and obstacle perception fusion: The obstacles from the two input sources in Step 1 are fused together. That is, if the obstacle ship has both AIS results and perception results, they are merged. There are many fusion methods. The simplest one is to consider the two overlapping as the same ship. More complex fusion methods are not described in this embodiment.

[0087] Step 3: Classify the merged obstacle results: a) Those traveling in the same direction as this vessel and to its side or ahead are classified as Category 1, requiring this vessel to follow / tail or overtake. b) All vessels traveling in the opposite direction to this vessel and on its side or ahead are classified as Category 2 and require this vessel to pass.

[0088] Step 4: Based on the above results, calculate the traffic flow values ​​for same-direction travel, opposite-direction travel, and the overall flow: Q = N / S; Where Q represents the traffic flow value, N represents the number of vessels, and S represents the longitudinal monitoring range.

[0089] For example, if there are 5 boats traveling in the same direction within 1km ahead, then the traffic flow in the same direction is Q_f = 5 / 1 = 5; For example, if there are 8 boats traveling in the opposite direction within 1km ahead, then the reverse traffic flow Q_r = 8 / 1 = 8; For example, if there are 13 boats within 1km ahead, the overall traffic flow Q = 13 / 1 = 13.

[0090] Where Q_f represents the same-direction traffic flow value, and Q_r represents the opposite-direction traffic flow value.

[0091] Step 5: Determine if the overtaking conditions are met: a) Overtaking is prohibited in special areas such as bends, narrow waterways, bridges, locks, and intersections; b) The tracking time of the nearest ship traveling in the same direction exceeds a certain threshold, such as 20 minutes, and the speed is below a certain threshold, such as 2 knots; c) The traffic flow density ahead traveling in the same direction does not exceed a certain threshold, for example, Q_f ≤ 1. That is, if the traffic flow density ahead is large, the risk is greater if the vessel cannot quickly return to its own channel after overtaking. Traffic flow information is used to suppress overtaking decisions. d) The density of traffic flow traveling in the opposite direction ahead does not exceed a certain threshold, for example, Q_r≤ 0, that is, suppress overtaking decisions when encountering ships in dense situations to avoid head-on collisions with encountering ships; If the above overtaking conditions a), b), c), and d) are met simultaneously, the autonomous vessel can make an overtaking decision.

[0092] Step Six: If an overtaking decision cannot be triggered, the vessel's autopilot will continue following / tailing. The vessel's lateral reference position (the lateral position of the vessel's trajectory from the channel centerline) is calculated as follows, and the vessel follows the vessel ahead along this lateral reference position. For example... Figure 8 As shown, when the autonomous vessel (i.e., the target vessel) follows a predicted trajectory to follow a vessel traveling in the same direction, its lateral reference position follows that of the vessel and is identical to its lateral reference position. When encountering a vessel traveling in the opposite direction, i.e., when the predicted trajectory is opposite to the vessel's predicted trajectory, the vessel determines that it will encounter the vessel and follows the predicted trajectory of the vessel ahead to avoid it.

[0093] Furthermore, when there is only one vessel ahead of the ship, the predicted trajectory of the vessel traveling in the same direction is the same as the predicted trajectory of the ship.

[0094] Calculate the average lateral position of all vessels traveling in the same direction within a 1km radius ahead from the centerline of the channel. This average value is used as the lateral reference position for our vessel following other vessels.

[0095] like Figure 6 As shown in the embodiment of this application, a ship control device 900 is also provided, including: a range determination module 902, used to determine a first distance range and a second distance range corresponding to a target ship, wherein the first distance range is smaller than the second distance range; a perception detection module 904, used to determine obstacle tracking detection results obtained based on perception fusion within the first distance range; an automatic identification module 906, used to determine information parameters of multiple ships within the second distance range in the ship automatic identification system; a result fusion module 908, used to determine the sailing ship based on the obstacle tracking detection results and information parameters; a relative position module 910, used to determine the relative position type of at least one sailing ship corresponding to the target ship; a traffic flow module 912, used to determine the traffic flow value of the current waterway of the target ship based on the information parameters; and a mode control module 914, used to switch the driving mode of the target ship according to the relative position type and traffic flow value, wherein the driving mode includes an overtaking mode and a following mode; wherein, in the overtaking mode, the target ship is controlled to overtake at least one ship within the first distance range; in the following mode, the channel centerline is determined; the offset of at least one ship traveling in the same direction within the second distance range from the channel centerline is determined; and the target ship is controlled to follow the ship according to the offset.

[0096] The ship control device 900 comprehensively considers two obstacle sources—Automatic Identification System (AIS) and sensor perception fusion—covering the near-field obstacle avoidance and long-range analysis needs of the target vessel in an inland waterway environment, thus compensating for the effective distance limitations of sensor perception fusion. During the target vessel's navigation, by combining AIS information parameters from multiple vessels within a long-range range ahead of the target vessel with obstacle tracking and detection results from near-range perception fusion, vessels possessing both AIS information parameters and perception results are identified as navigation vessels. The fused obstacle tracking and detection results are classified based on the relative position of the navigation vessel to the target vessel, determining at least one relative position type. Phase position types include those corresponding to the same direction as the target vessel and those corresponding to the opposite direction. The overall traffic flow values ​​for the same-direction, opposite-direction, and multiple vessels in the inland waterway environment are calculated based on information parameters from the AIS system. Based on the phase position type and traffic flow values ​​of the navigation vessels, multiple overtaking conditions are determined. When the target vessel meets the overtaking conditions, the overtaking decision is automatically triggered, controlling the target vessel's navigation mode to switch to overtaking mode, and overtaking at least one navigation vessel. If an overtaking decision cannot be triggered, the target vessel is controlled to maintain follow mode, automatically maintaining either follow or tail-follow mode. In follow mode, the target vessel determines its offset relative to the channel centerline based on the average offset of multiple vessels ahead relative to the channel centerline, and follows at least one vessel ahead based on this offset.

[0097] Understandably, by comprehensively considering the fusion of AIS and sensor perception, the impact of relying solely on sensors for close-range analysis is reduced, providing line-of-sight conditions for assisting overtaking and following decisions, and improving the accuracy of target vessels overtaking and following in inland waterway environments.

[0098] like Figure 7 As shown, this application embodiment also provides an electronic device 1000, including a processor 1110, a memory 1109, and a program or instructions stored in the memory 1109 and executable on the processor 1110. When the program or instructions are executed by the processor 1110, they implement the various processes of the above-described ship control method embodiments and achieve the same technical effects. To avoid repetition, they will not be described again here.

[0099] Optionally, the processor 1110 is configured to determine a first distance range and a second distance range corresponding to the target vessel; Optionally, the processor 1110 is also configured to determine obstacle tracking and detection results obtained based on perception fusion within a first distance range; Optionally, the processor 1110 is also used to determine information parameters of multiple vessels within the second distance range in the Automatic Identification System (AIS). Optionally, the processor 1110 is also used to determine the navigating vessel based on the obstacle tracking and detection results and information parameters; Optionally, the processor 1110 is also configured to determine the relative position type of at least one navigating vessel corresponding to the target vessel; Optionally, the processor 1110 is also used to determine the traffic flow value of the target vessel's current waterway based on the information parameters; Optionally, the processor 1110 is also used to switch the driving mode of the target vessel according to the relative position type and traffic flow value, including overtaking mode and following mode. Optionally, the processor 1110 is also configured to, in overtaking mode, control the target vessel to overtake at least one vessel within a first distance range; Optionally, the processor 1110 is also used to determine the channel centerline in the following mode; Optionally, the processor 1110 is also configured to determine the offset of at least one vessel traveling in the same direction within the second distance range from the centerline of the channel. Optionally, the processor 1110 is also used to control the target vessel to follow the vessel according to the offset.

[0100] The memory 1109 can be used to store software programs and various data. The memory 1109 may primarily include a first storage area for storing programs or instructions and a second storage area for storing data. The first storage area may store the operating system, application programs or instructions required for at least one function (such as sound playback, image playback, etc.). Furthermore, the memory 1109 may include volatile memory or non-volatile memory, or both. The non-volatile memory may be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM), static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), and direct memory bus RAM (DRRAM). The memory 1109 in this embodiment includes, but is not limited to, these and any other suitable types of memory.

[0101] This application also provides a readable storage medium storing a program or instructions. When executed by a processor, the program or instructions implement the various processes of the above-described ship control method embodiments and achieve the same technical effects. To avoid repetition, these will not be described again here. Furthermore, the readable storage medium improves the data storage capacity and data processing speed of the ship control method in this application.

[0102] A computer-readable storage medium can be a tangible device that holds and stores instructions for use by an instruction execution device. A computer-readable storage medium can be an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing, but is not limited thereto. A non-exhaustive list of more specific examples of computer-readable storage media includes: portable computer floppy disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable optical disc read-only memory (CD-ROM), digital universal disk (DVD), memory cards, floppy disks, encoding mechanical devices (e.g., punched cards or grooves with raised structures for recording instructions), and any suitable combination of the foregoing. The computer-readable storage medium used herein should not be construed as the transmission of signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media, or electrical signals transmitted through wires.

[0103] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0104] This application also provides a chip, which includes a processor and a communication interface. The communication interface and the processor are coupled. The processor is used to run programs or instructions to implement the various processes of the above-described ship control method embodiments and achieve the same technical effects. To avoid repetition, it will not be described again here. Furthermore, the chip improves the data processing speed corresponding to the method in this application.

[0105] It should be understood that the chip mentioned in the embodiments of this application may also be referred to as a system-on-a-chip, system chip, chip system, or system-on-a-chip, etc.

[0106] In this invention, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more unless otherwise explicitly defined. The terms "install," "connect," "link," and "fix" should be interpreted broadly. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; "link" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0107] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or unit referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0108] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0109] The above are merely preferred embodiments of the present invention and are not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A ship control method, characterized in that, include: Determine a first distance range and a second distance range corresponding to the target vessel, wherein the first distance range is smaller than the second distance range; Determine the obstacle tracking and detection results obtained based on perception fusion within the first distance range; Determine the information parameters of multiple vessels within the second distance range in the Automatic Identification System (AIS); The navigation vessel is determined based on the obstacle tracking and detection results and the information parameters; Determine the relative position type of at least one of the navigating vessels corresponding to the target vessel; The traffic flow value of the target vessel's current waterway is determined based on the information parameters; The target vessel's driving mode is switched according to the relative position type and the traffic flow value. The driving mode includes overtaking mode and following mode. In the overtaking mode, the target vessel is controlled to overtake at least one vessel within the first distance range; In the aforementioned following mode, the centerline of the waterway is determined; Determine the offset of at least one of the navigating vessels traveling in the same direction within the second distance range from the centerline of the waterway; Control the target vessel to follow the vessel according to the offset; Determining the relative position type of at least one of the navigating vessels corresponding to the target vessel includes: Determine the navigation direction of the navigating vessel and the target navigation direction of the target vessel; Determine the fan-shaped regions corresponding to the front and sides of the target vessel; When the navigation direction is the same as the target navigation direction and the navigation vessel is located in the fan-shaped area, the relative position type of the navigation vessel to the target vessel is determined to be the first type; When the navigation direction is opposite to the target navigation direction and the navigation vessel is located in the fan-shaped area, the relative position type of the navigation vessel to the target vessel is determined to be the second type; The step of switching the target vessel's operating mode based on the relative position type and the traffic flow value includes: Multiple threshold parameters are determined, including a tracking time threshold, a speed threshold, and a traffic flow density threshold. The overtaking conditions are determined based on the tracking time threshold, the speed threshold, and the traffic flow density threshold. If the overtaking conditions are met, the target vessel's travel mode is switched to overtaking mode. If the overtaking conditions are not met, the target vessel's driving mode is switched to follow mode. The overtaking conditions include: The target vessel is not located in a special area; The tracking time for the target vessel corresponding to the first type of navigation vessel is greater than the tracking time threshold; The speed of the first type of vessel is less than the speed threshold. The traffic flow values ​​corresponding to multiple vessels of the first type are less than the traffic flow density threshold; The traffic flow values ​​corresponding to multiple vessels of the second type are less than the traffic flow density threshold.

2. The ship control method according to claim 1, characterized in that, Before switching the target vessel's operating mode based on the relative position type and the traffic flow value, the method further includes: Determine the waterway map data; Determine the position parameters of the target vessel, including latitude and longitude parameters, heading angle, and attitude data; At least one special area is identified based on the aforementioned waterway map data; Based on the latitude and longitude parameters, heading angle, and attitude data, it is determined whether the target vessel is located in the special area.

3. The ship control method according to claim 1 or 2, characterized in that, Determining the traffic flow value of the target vessel's current navigation area based on the information parameters includes: Determine the longitudinal monitoring parameters based on the second distance range; Determine the number of the vessels navigating within the second distance range; The traffic flow value corresponding to the relative position type is determined based on the quantity and the longitudinal monitoring parameters.

4. A ship control device, characterized in that, include: The range determination module is used to determine a first distance range and a second distance range corresponding to the target vessel, wherein the first distance range is smaller than the second distance range; The perception and detection module is used to determine the obstacle tracking and detection results obtained based on perception fusion within the first distance range; Automatic identification module, used to determine information parameters of multiple vessels within the second distance range in the automatic identification system for vessels; The result fusion module is used to determine the navigating vessel based on the obstacle tracking and detection results and the information parameters. A relative position module is used to determine the relative position type of at least one of the navigating vessels corresponding to the target vessel; The traffic flow module is used to determine the traffic flow value of the target vessel's current waterway based on the information parameters. The mode control module is used to switch the driving mode of the target vessel according to the relative position type and the traffic flow value. The driving mode includes overtaking mode and following mode. In the overtaking mode, the target vessel is controlled to overtake at least one vessel within the first distance range; In the aforementioned following mode, the centerline of the waterway is determined; Determine the offset of at least one of the navigating vessels traveling in the same direction within the second distance range from the centerline of the waterway; Control the target vessel to follow the vessel according to the offset; Determining the relative position type of at least one of the navigating vessels corresponding to the target vessel includes: Determine the navigation direction of the navigating vessel and the target navigation direction of the target vessel; Determine the fan-shaped regions corresponding to the front and sides of the target vessel; When the navigation direction is the same as the target navigation direction and the navigation vessel is located in the fan-shaped area, the relative position type of the navigation vessel to the target vessel is determined to be the first type; When the navigation direction is opposite to the target navigation direction and the navigation vessel is located in the fan-shaped area, the relative position type of the navigation vessel to the target vessel is determined to be the second type; The step of switching the target vessel's operating mode based on the relative position type and the traffic flow value includes: Multiple threshold parameters are determined, including a tracking time threshold, a speed threshold, and a traffic flow density threshold. The overtaking conditions are determined based on the tracking time threshold, the speed threshold, and the traffic flow density threshold. If the overtaking conditions are met, the target vessel's travel mode is switched to overtaking mode. If the overtaking conditions are not met, the target vessel's driving mode is switched to follow mode. The overtaking conditions include: The target vessel is not located in a special area; The tracking time for the target vessel corresponding to the first type of navigation vessel is greater than the tracking time threshold; The speed of the first type of vessel is less than the speed threshold. The traffic flow values ​​corresponding to multiple vessels of the first type are less than the traffic flow density threshold; The traffic flow values ​​corresponding to multiple vessels of the second type are less than the traffic flow density threshold.

5. An electronic device, characterized in that, It includes a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the ship control method as described in any one of claims 1 to 3.

6. A readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the ship control method as described in any one of claims 1 to 3.

7. A chip, characterized in that, The chip includes a processor and a communication interface, the communication interface being coupled to the processor, the processor being used to run programs or instructions to implement the steps of the ship control method as described in any one of claims 1 to 3.

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