Auxiliary path planning method under priori condition of UUV (Unmanned Underwater Vehicle)

Abstract

The invention provides an auxiliary path planning method for a UUV (Unmanned Underwater Vehicle) under a prior condition, and relates to the field of path planning. According to the method, UUV inherent information such as turning radius, safety depth, energy and navigational speed-power relation and prior environment information such as obstacles, ocean depth and ocean current data are obtained, an initial waypoint is generated according to longitude and latitude of a starting point and a terminal point, and linear matrix operation is combined to obtain a navigation path; waypoints are adjusted based on ocean currents to minimize energy consumption, sailing safety is ensured based on sea depth adjustment, obstacle avoidance is achieved based on obstacles and UUV turning radius adjustment, a planning strategy of longest voyage priority, time priority or concealment priority can be selected, and finally waypoints in the form of longitude, latitude, depth and navigational speed are output. According to the method, the problems of low efficiency, single factor and repeated work existing in manual planning can be effectively solved, the air route planning efficiency and accuracy are greatly improved, the efficiency is improved by more than 95% in a complex scene, and manual repeated work is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of path planning, in particular to an auxiliary path planning method for UUV with prior conditions. BACKGROUND

[0002] At present, in the field of underwater unmanned vehicle (UUV), most of the process of route planning on the shore base is manually based on the chart, ocean environment and other information for task planning. Firstly, relying on chart information is subject to the problems of map accuracy and real-time of ocean environment, and repeated repetitive work is performed, especially for UUV long-range or complex sea area (predicted obstacle information on the sea) route planning, the complexity of manual route planning will be greatly improved. Secondly, in the design of UUV, combined with different dynamic constraints of UUV (such as turning radius, energy consumption, etc.), the route planning becomes the unique and customized content of UUV, which increases the design difficulty and work intensity. Thirdly, UUV cannot combine the actual changing ocean environment information (ocean current) for energy-saving route planning when planning the route, so as to realize more efficient route planning.

[0003] In the process of route planning on the shore base, the main steps are: S1, obtaining inherent information of UUV, including turning radius, safety protection depth, maximum energy and relationship between speed and power in static water state; S2, obtaining prior environmental information, including obstacle information, ocean depth information and ocean current information; S3, generating an initial sequence of waypoints based on the latitude and longitude of the starting point and the ending point; S4, adjusting the waypoints according to the ocean current information to minimize energy consumption; S5, adjusting the waypoints according to the ocean depth information and the maximum diving depth of UUV to ensure safety; S6, adjusting the waypoints according to the obstacle information and the turning radius of UUV to realize obstacle avoidance; S7, outputting the final sequence of waypoints.

[0004] In the above route planning process, the avoidance of fixed areas is the most studied direction for UUV obstacle avoidance algorithm, and the calculation of the optimal path under prior information is performed.

[0005] The present application is to realize the autonomous planning method of S4 in the process of route planning, which is designed based on three methods suitable for artificial use habits and thinking, mainly including adjusting the position of the route point to avoid fixed areas, adjusting the position of the route point to adapt to the depth of the sea area, and adjusting the position of the route point to save energy of UUV. This method provides auxiliary support for comprehensive route planning when manually planning the route of UUV, improves the efficiency and accuracy of route planning, and reduces repetitive work. Summary of the Invention

[0006] The technical problem to be solved by this invention is to provide an auxiliary path planning method for UUVs with prior conditions, which solves the problems of low efficiency, single factor and repetitiveness in the current process of formulating route plans on shore based on manual steps. It can optimize the UUV route planning method by adjusting the waypoint position by avoiding fixed areas, adjusting the waypoint position according to the sea depth, and adjusting the waypoint position to save UUV energy.

[0007] To address the aforementioned technical problems, the technical solution adopted by this invention is as follows: This invention provides an auxiliary path planning method for UUVs under prior conditions. This method is designed based on UUV user habits and thinking. Given prior information on fixed obstacles and ocean conditions, and considering the inherent characteristics of UUVs such as turning radius and maximum energy, linear matrix operations are used to derive waypoint information. Since UUVs actually navigate in a straight line, the more waypoints available during UUV navigation, the closer the path planning will be to the optimal conditions.

[0008] In a preferred embodiment, the present invention further provides a method for obtaining inherent information about a UUV, including: the relationship between the UUV's turning radius, UUV safety protection depth, UUV maximum energy, and UUV speed (rotation speed) and power in still water. The method is characterized in that: the UUV turning radius (UUV_R) is used in route planning to determine the minimum distance between the UUV and the sea area radius and obstacle radius when adjusting waypoints; the UUV safety protection depth (UUV_Dep) is used in route planning to determine one of the minimum sea area depth parameters when adjusting waypoints during UUV navigation; the UUV maximum energy (UUV_Energy) is used in route planning to calculate whether the range supports the energy required for UUV navigation; and the relationship between the UUV's speed (rotation speed) and power in still water is described, noting that the relationship between speed (rotation speed) and power varies among different UUVs and is considered an inherent characteristic of the UUV. Generally, the relationship between UUV power and speed (rotation speed) is a high-order polynomial. This can be obtained through simulation and data fitting.

[0009] In a preferred embodiment, the present invention also provides a method for obtaining obstacle information on nautical charts, including two methods: the first is information on islands, reefs, drilling platforms, and special areas within civilian nautical charts; the second is information on prefabricated obstacles, fishing areas, and shipping routes. The characteristic is that the first type of information within civilian nautical charts uses coordinates and elevation / depth as references. When the elevation / depth is negative or invalid, the location is considered land or a reef. The second type of information on prefabricated obstacles is generally determined manually by using latitude, longitude, and radius to define obstacles, fishing areas, and shipping routes. Locations in these areas are assumed to be land or inaccessible.

[0010] In a preferred embodiment, the present invention also provides a method for acquiring ocean information, including acquiring ocean current data based on the UUV's navigation depth. The ocean current data at a depth of X meters mainly includes: longitude, latitude, current velocity, current direction, maximum water depth, and radius. The characteristic is that, since there is actual data on ocean currents that can be monitored, it is convenient to plan and design prior information. The current velocity and direction of ocean currents are different in different sea areas, and the current direction and velocity are also different at different depths in the same location. Therefore, it is necessary to extract the current velocity and direction of ocean currents in different water layers based on the actual maximum navigation depth of the UUV.

[0011] In a preferred embodiment, the present invention also provides a path planning implementation strategy based on UUVs, including longest range priority, time priority, and stealth priority. The longest range priority calculates the minimum energy path during the planning process to achieve the lowest energy consumption within a set speed. The time priority adaptively sets the segment speed or rotation speed during the planning process to meet the minimum arrival time requirement, arriving within a specified time without exceeding the maximum speed. The stealth priority combines the requirements of the above steps to achieve constant rotation speed and maximum depth navigation within the segment.

[0012] This invention provides a method for adjusting waypoints. By combining the above methods and considering the relationship between the maximum energy, the speed (rotation speed) and power of the UUV in still water, based on the maximum number of waypoints, the method divides the route into different number of segments according to the straight-line direction and distance between the starting latitude and longitude and the ending latitude and longitude. By combining ocean information to construct an ocean current data matrix, the method adjusts the waypoints according to the direction of the ocean currents to achieve the minimum energy consumption. Attached Figure Description

[0013] Figure 1 This is a diagram showing the relationship between the UUV turning radius and flight path planning in this invention; Figure 2 This is a UUV marine information data map of the present invention; Figure 3 This is a schematic diagram of obstacle information according to the present invention; Figure 4 This is a comparison chart of waypoint adjustments under the influence of ocean currents according to the present invention; Figure 5 This is a comparison chart of waypoint adjustments under the influence of sea area depth according to the present invention; Figure 6 This is a comparison diagram of waypoint adjustments under the influence of obstacles according to the present invention; Figure 7 This is a comparison chart of the integrated waypoint adjustments of this invention; Figure 8 This is a flowchart of the operation of this invention. Detailed Implementation

[0014] To better understand the purpose, system architecture, and functional implementation of this embodiment, the embodiments and features described herein can be combined with each other without conflict. The exemplary embodiments disclosed herein will be described below with reference to the accompanying drawings, including specific technical details disclosed to aid understanding; however, these details should be considered exemplary rather than restrictive. Therefore, those skilled in the art should understand that various improvements and adjustments can be made to the embodiments described herein without departing from the scope and core ideas of the invention. Similarly, for clarity, detailed descriptions of well-known technologies, functions, and structures are omitted in the following description.

[0015] Example 1 This invention obtains the latitude and longitude set of waypoints by inputting information such as the latitude and longitude of the starting point, the latitude and longitude of the ending point, the average speed of the UUV, the maximum energy of the UUV, the maximum depth of the UUV, the maximum number of waypoints, the turning radius of the UUV, and the safety protection depth of the UUV, and obtains the inherent information of the UUV, such as the UUV turning radius UUV_R (150 meters), the UUV safety protection depth UUV_Dep (5 meters), the UUV maximum energy UUV_Energy (600 kWh), and the relationship between the speed (rotation speed) and power of the UUV in still water, as shown in the following formula (1).

[0016] (1) in The power of the UUV in still water. For speed or rotational speed.

[0017] The UUV turning radius, UUV_R, is the minimum distance between the UUV and the radius of the sea area and the radius of obstacles when adjusting waypoints in route planning. Figure 1 As shown, the waypoint is from A to B, with point O being the center of the obstacle. Distance is the shortest distance from the circle to the straight line, and this distance is not less than UUV_R. UUV_Dep is the UUV safety protection depth, used in route planning to determine one of the minimum sea depth parameters when adjusting waypoints during UUV navigation. UUV_Energy is used in route planning to calculate whether the range supports the energy required for UUV navigation. The relationship between UUV speed (RPM) and power in still water is shown; the relationship varies between different UUVs, but generally, UUV power... With speed (rotation speed) The high-order polynomial relation is shown in equation (2) below.

[0018] (2) in , , and All of these are constants, obtained through simulation fitting data. Using this inherent information, a basic simulation environment for the method can be constructed.

[0019] This invention provides two methods for obtaining obstacle information on nautical charts. One method involves information on islands, reefs, drilling platforms, and special areas within civilian nautical charts. The other method involves information on prefabricated obstacles, fishing areas, and shipping routes. Information within civilian nautical charts uses coordinates and elevation / depth as references. Negative or invalid elevation / depth values ​​indicate that the location is land or a reef. Figure 2 As shown, the shallower the sea area, the redder the color; the deeper the sea area, the bluer the color. Information about another type of pre-fabricated obstacle is generally determined manually by specifying the obstacle, fishing area, or shipping route using latitude, longitude, and radius. Areas within this range are assumed to be land or inaccessible. Figure 3 As shown.

[0020] This invention only considers ocean currents, one of the factors affecting UUV navigation in marine information. Because ocean currents have monitorable actual data, it is convenient to plan and design based on prior information. Ocean current speed and direction vary in different sea areas, and even at different depths at the same location, the direction and speed of the currents differ. Therefore, it is necessary to extract the speed and direction of ocean currents at different water layers based on the maximum actual navigation depth of the UUV. In nautical charts, ocean current information is generally presented in the form of a data matrix, as shown in Table 1 below.

[0021] Table 1 Ocean Current Information

[0022] By combining the relationship between maximum energy, UUV speed (rotation speed), and power in still water from the input information, and based on the maximum number of waypoints, the number of segments is evenly divided according to the straight-line direction and distance between the starting and ending latitudes and longitudes to form different waypoints. An ocean current data matrix is ​​constructed using ocean information, and waypoints are adjusted according to the ocean current direction to achieve minimum energy consumption. First, the target heading and distance are calculated based on the starting and ending latitudes and longitudes. Then, X waypoints are planned as needed, typically representing 2 / 3 of the maximum number of waypoints supported during UUV navigation, thus determining X-1 segments and the length L of each segment. Each waypoint is then created. , The latitude and longitude are based on the origin latitude and longitude, the heading is the target heading, and the total length of the segment is... The calculation yields a value where i represents the i-th waypoint starting from the starting point. Based on ocean current information, an ocean current data matrix is ​​constructed. These are ocean current velocities. Ocean current direction Simultaneously construct a UUV data matrix. UUV heading UUV speed Flight distance matrix As shown in Table 2.

[0023] Table 2 Flight Distance Matrix

[0024] Traverse all waypoints and ocean current areas, corresponding to waypoints With ocean currents If the waypoint is within the ocean current area, choose the ocean current area; if the waypoint... If there is no corresponding ocean current area, then the nearest ocean current area is selected for linear interpolation.

[0025] Traverse all waypoints Based on ocean currents and sea areas, and combined with the UUV's set speed, the time required for each leg of the journey is calculated. As shown in Table 3 below.

[0026] Table 3 UUV Flight Setting Speed ​​and Required Time

[0027] Due to the influence of ocean currents, the actual speed of a UUV within a given route is inevitably affected by these currents. This influence can be positively externally correlated, negatively externally correlated, or irrelevant. Specifically, by performing vector analysis on the UUV's course and the ocean current direction, the relationship between the UUV's course and the ocean current direction for minimizing energy consumption can be determined as follows: positive external correlation > irrelevant > negative external correlation.

[0028] Since UUVs navigate in a straight line within the designated area, and are influenced by ocean currents, it is necessary to find a route that minimizes the energy consumption of the UUV. This involves considering the ocean current area. and UUV information By performing a vector sum, according to formula (3), we can obtain... .

[0029] (3) In vector The corresponding angle As relative to the first The segment heading increment is based on the coordinates of the segment's starting point. As the heading, the distance is A new waypoint is created within the segment, and multiple iterations are performed using the starting coordinates of the segment as a reference, ultimately forming an approximate curved UUV trajectory. This trajectory represents the optimal energy-saving path for the UUV at the same speed, influenced by ocean currents. Figure 4 The image shows a comparison of waypoint adjustments under the influence of ocean currents, based on the optimal path length. Combined with the speed (rotation speed) of the UUV With power The relationship between the two can be used to calculate the minimum energy as shown in equation (4).

[0030] (4) Example 2 By combining sea depth, UUV maximum navigation depth, and UUV safety protection depth, waypoints are adjusted to meet the UUV navigation depth requirements. After adjusting waypoints under the influence of ocean currents, adjustments are made based on ocean depth information. Ocean depth information is extracted from nautical charts, and this information is presented in circular... The sea area is described as shown in Table 4.

[0031] Table 4 Ocean Depth Information

[0032] Traverse all waypoints and ocean depths, corresponding to waypoints With ocean depth If the waypoint is at ocean depth Inland areas are selected from the sea. If the waypoint does not have a corresponding ocean depth If so, then choose the nearest sea area for linear interpolation of ocean depth.

[0033] Based on ocean depth with waypoints The correspondence is used to determine the UUV's heading depth. Whether the conditions are met is as shown in equation (5).

[0034] (5) If the above conditions are met, there is no need to adjust the waypoints. If the conditions are not met, the waypoint positions are adjusted by traversing the waypoints to construct the current waypoint. Distance matrix with center Calculate the distance from the current waypoint to the center of all other ocean depth information circles. And sort them in ascending order to obtain the distance matrix. .

[0035] By waypoints Centered on the matrix Search for the nearest sea area that meets condition (5). and in the sea area Searching for departure point nearest point , As a new waypoint, the waypoint adjustment is completed, and a new waypoint is obtained. ,like Figure 5 The image shows a comparison of waypoint adjustments under the influence of sea depth according to the present invention.

[0036] Example 3 Construct an obstacle matrix based on information within the obstacle data. Iterate through all flight segments and check whether they pass through the obstacle matrix. There are three relationships between flight segments and obstacles: the flight segment passes through an obstacle but the waypoint is not inside the obstacle, the flight segment passes through an obstacle and the waypoint is inside the obstacle, and the flight segment does not pass through an obstacle. The obstacle matrix is ​​shown in Table 5 below.

[0037] Table 5 Obstacle Matrix

[0038] When a flight segment passes through an obstacle and the waypoint is not within the obstacle, the goal is to avoid the obstacle while simultaneously maximizing avoidance efficiency and minimizing the distance. Considering the UUV's turning radius, a midpoint tangent method is employed, adding new waypoints for route planning. This method is used to find points within flight segment AB. This method requires two conditions to be met: from waypoint A to... , The shortest distance to B is the circle; Distance is the shortest distance from the circle to the straight line, and this distance is not less than [a certain value]. ,like Figure 6 As shown.

[0039] The calculation is performed in accordance with the above constraints, as shown in equations (6) and (7) below.

[0040] (6) (7) Obtain new waypoints Given a limited number of waypoints, this location satisfies the above conditions, but it is not the optimal solution for path planning. To obtain the optimal path solution, [the path needs to be determined] at the waypoints. Up along directional movement Distance, point Repeat calculations (6) and (7) multiple times within the AB segment to eventually form an approximate curved UUV trajectory, which will be planned along the arc of the obstacle.

[0041] When a flight segment passes through an obstacle and the waypoint is within the obstacle, the goal is to avoid the obstacle while simultaneously maximizing avoidance efficiency and minimizing the distance. Considering the UUV's turning radius, a starting point tangent method is used to plan the route by moving the waypoint. Assuming waypoint A in flight segment AB is within the obstacle, the route is planned by moving point A. This satisfies two conditions: the first point is from the waypoint The shortest distance to B is the circle; secondly, Distance is the shortest distance from the circle to the straight line, and this distance is no less than [a certain value]. The calculation is performed by combining the above constraints, as shown in equation (8).

[0042] (8) The new waypoints are obtained by calculating using the above formula. Given a limited number of waypoints, this location satisfies the above conditions, but it is not the optimal solution for path planning. To obtain the optimal solution, it needs to be calculated using the following equations (9) and (10). .

[0043] (9) (10) Select the waypoint closest to segment AB. Repeat the calculations using (9) and (10) in the following ways. This process is repeated multiple times within segment B, eventually forming an approximately curved UUV trajectory, such as... Figure 7 As shown. The UUV's trajectory will be planned along the arc of the obstacle. If the flight segment does not pass through the obstacle, there is no need to adjust the waypoints. Waypoint information or files are ultimately generated, presented in latitude and longitude. The purpose of this invention is to assist manual route planning. The final output is in *.txt or *.xls format, facilitating UUV use and human editing. The overall processing flowchart is shown below. Figure 8 As shown.

[0044] Table 6 Comparison of time before and after participation in assisted reproductive technology

[0045] Table 6 is a time comparison table of the UUV assisted path planning method under the prior conditions of the present invention before and after the participation of human assistance. The statistical time mentioned in the table is the same starting point and ending point of the route planning, and the environmental impact variables such as the number of sea areas and the number of obstacles are the same. The efficiency differences of the three UUV route planning methods of pure manual, manual + assisted and pure assisted are compared under different wayspot numbers. In a simple scenario with 10 waypoints, the time was reduced by more than 98% compared to purely manual planning, and the speed was also improved by 75%. Even with manual assistance, the time was reduced by 1 / 4. In a complex scenario with 500 waypoints, purely manual planning took more than 48 hours, while purely assisted planning only took 9.4 minutes, improving efficiency by more than 99.6% and speed by 95.6%. Even with manual assistance, the time was reduced to 124 minutes, a reduction of 95.7% compared to purely manual planning. Therefore, among the three methods, purely assisted planning is the fastest in all scenarios. The speed improvement increases with the number of waypoints. In complex scenarios, assisted planning is more efficient than manual planning, minimizing the workload of repetitive calculations and adjustments. However, in industrial applications, manual adjustments to key waypoints must be retained. Therefore, the manual + assisted approach balances efficiency and accuracy, avoiding the risks of missed or misjudged cases that may arise from fully automated purely assisted planning.

[0046] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this disclosure can be achieved, and this is not limited herein.

[0047] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for auxiliary path planning of UUVs under prior conditions, characterized in that, Includes the following steps: S1. Obtain inherent information about the UUV, including turning radius, safe protection depth, maximum energy, and the relationship between speed and power in still water. S2. Obtain prior environmental information, including obstacle information, ocean depth information, and ocean current information; S3. Generate an initial waypoint sequence based on the latitude and longitude of the starting and ending points; S4. Adjust waypoints based on ocean current information to minimize energy consumption; S5. Adjust waypoints based on ocean depth information and the maximum navigation depth of the UUV to ensure navigation safety; S6. Adjust waypoints based on obstacle information and UUV turning radius to achieve obstacle avoidance; S7. Output the final waypoint sequence.

2. The auxiliary path planning method for UUVs with prior conditions as described in claim 1, characterized in that, Step S1 also includes the step of obtaining inherent information of the UUV: the inherent information of the UUV includes the UUV turning radius UUV_R, the UUV safety protection depth UUV_Dep, the UUV maximum energy UUV_Energy, and the relationship between the UUV's speed (rotation speed) and power in still water. Among them, UUV_R is used to determine the minimum distance between the waypoint and the sea area radius and the obstacle radius, UUV_Dep is used to determine the minimum sea area depth parameter when adjusting the waypoint, and UUV_Energy is used to calculate the energy support capacity of the voyage. The speed (rotation speed) of the UUV in still water has a high-order polynomial relationship with the power, and this relationship is obtained by simulation fitting data.

3. The auxiliary path planning method for UUVs with prior conditions as described in claim 1, characterized in that, Step S2 also includes two methods for obtaining obstacle information from nautical charts: The first method is to extract information on islands, reefs, drilling platforms and special areas within civilian nautical charts, using coordinates and elevation / depth as references. When the elevation / depth is negative or invalid, the corresponding location is determined to be land or a reef. The second method involves obtaining information on prefabricated obstacles, fishing areas, and shipping routes. This is achieved by manually setting latitude, longitude, and radius ranges to determine the type of obstacle, with the corresponding location defaulting to land or an inaccessible area.

4. The auxiliary path planning method for UUVs with prior conditions as described in claim 1, characterized in that, Step S3 also includes acquiring two types of ocean information: Ocean current data is obtained based on the UUV's navigation depth, and the ocean current data includes longitude, latitude, current velocity, current direction, maximum water depth, and radius; Based on the maximum depth of actual UUV navigation, the ocean current velocity and direction of different water layers are extracted to adapt to the different characteristics of ocean currents in different sea areas and at different depths.

5. The auxiliary path planning method for UUVs with prior conditions as described in claim 1, characterized in that, The path planning implementation strategy based on UUV in step S4 includes three types: longest range priority, time priority, and stealth priority. The longest range priority strategy calculates the path with the least energy consumption to achieve the lowest energy consumption within a set speed. The time-priority strategy adaptively sets the segment speed or rotation speed without exceeding the maximum speed, in order to meet the requirement of arriving in the shortest time. The stealth-first strategy combines the requirements of the previous two strategies and achieves stealth navigation by adopting a constant speed mode and maximum navigation depth within the flight segment.

6. The auxiliary path planning method for UUVs with prior conditions as described in claim 1, characterized in that, Step S4 also includes the step of adjusting waypoints based on ocean currents: Combining the input UUV maximum energy, the relationship between UUV speed (rotation speed) and power in still water, and based on the maximum number of waypoints, the route is divided into segments on an average basis according to the straight-line direction and distance between the starting latitude and longitude and the ending latitude and longitude to form initial waypoints. By combining ocean information to construct an ocean current data matrix, the initial waypoint is adjusted according to the direction of the ocean current to achieve the minimum energy consumption of UUVs.

7. The auxiliary path planning method for UUVs with prior conditions as described in claim 1, characterized in that, In step S5, the target heading and distance of the starting point and the ending point are calculated based on the ocean current adjustment waypoints, the number of planned waypoints is set to 2 / 3 of the maximum number of waypoints supported by the UUV, and the number of segments and the length of a single segment are determined. Then construct the ocean current data matrix and UUV data matrix, traverse the waypoints and ocean current areas, and directly match the corresponding ocean current when the waypoint is within the ocean current area; if there is no corresponding ocean current area, match it by linear interpolation of the nearest ocean current area. Finally, by combining the set speed of the UUV to calculate the time for each segment, and through vector analysis of the UUV's heading and ocean current direction, the energy-optimal heading increment is determined, new waypoints are created and iterated multiple times to form an energy-optimal motion trajectory that approximates a curve.

8. The auxiliary path planning method for UUVs with prior conditions as described in claim 1, characterized in that, Step S6 also includes the step of adjusting waypoints based on obstacles: Construct an obstacle matrix and traverse all flight segments to determine the relationship between the flight segments and obstacles; If the flight segment passes through an obstacle and the waypoint is not within the obstacle, the intermediate point tangent method is used, combined with the UUV turning radius, to find a new waypoint that satisfies the shortest distance from the waypoint to the new point and then to the destination, and the shortest distance from the obstacle to the flight segment is not less than the UUV turning radius. Multiple iterations are used to form an approximate curved trajectory. If the flight segment passes through an obstacle and the waypoint is inside the obstacle, the starting tangent method is used to move the waypoint inside the obstacle to find a new waypoint that meets the above two conditions. This process is repeated multiple times to form an approximate curved trajectory. If the flight segment does not pass through an obstacle, there is no need to adjust the waypoint.

9. The auxiliary path planning method for UUVs with prior conditions as described in claim 1, characterized in that, The waypoint information generated in step S7 is presented in latitude and longitude format and exported as a *.txt or *.xls file for easy use and manual editing by UUV users.

10. A UUV-assisted path planning system with prior training conditions, characterized in that, It includes an information acquisition module, a data processing module, a waypoint adjustment module, a planning strategy execution module, and a result output module; The information acquisition module is used to perform the steps described in claims 2-4 to acquire UUV inherent information, nautical chart obstacle information, and marine information; The data processing module is used to receive various types of data output by the information acquisition module, and to perform formatted processing on the data using linear matrix operations to construct ocean current data matrix, UUV data matrix and obstacle matrix, providing data support for subsequent waypoint calculations. The waypoint adjustment module is used to perform the steps described in claims 6-9, adjusting the initial waypoint based on ocean current direction, sea depth and obstacle distribution, respectively, to generate a target waypoint that has optimal energy consumption, meets depth requirements and avoids obstacles. The planning strategy execution module is used to execute the steps described in claim 5, select the longest flight distance priority, time priority or stealth priority planning strategy according to the task requirements, and drive the waypoint adjustment module to optimize waypoints according to the corresponding strategy. The result output module is used to organize the target waypoints generated by the waypoint adjustment module in latitude and longitude form and export them as *.txt or *.xls files for UUV to call and manually edit.

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