Ship docking control method and device, electronic equipment and storage medium
By acquiring and decomposing the ship's navigation and power information, and combining it with real-time environmental dynamic planning, the problem of ship berthing deviation was solved, achieving a safe, successful, and efficient berthing process.
Patent Information
- Application Number
- CN202511837921.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-08
- Publication Date
- 2026-02-10
AI Technical Summary
In existing technologies, ship berthing relies on human experience and basic sensors, which can lead to berthing deviations and make it impossible to achieve smooth berthing, especially in large and complex port environments.
By acquiring the ship's berthing navigation information, dynamic characteristics information, and initial environmental information, the optimal initial path is determined and divided into local paths for multiple time steps. Dynamic planning is then performed in conjunction with the real-time environment and ship status to ultimately achieve a smooth berthing.
It improves the safety and success rate of ship berthing, shortens berthing time, reduces tracking errors during navigation, and avoids accidents or delays caused by emergencies.
Smart Images
Figure CN121500977A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of ship berthing control technology, and in particular to a ship berthing control method, device, electronic equipment and storage medium. Background Technology
[0002] In modern shipping, the safe and smooth berthing of ships is crucial for ensuring efficient port operations and reducing accident risks. Currently, ship berthing relies heavily on human experience and basic sensor equipment, which can lead to deviations and prevent smooth berthing. Furthermore, with the increasing size of ships and the growing complexity of port operations, traditional berthing methods face numerous challenges. Summary of the Invention
[0003] This application discloses a method, apparatus, electronic device, and storage medium for controlling a ship's berthing.
[0004] The first aspect of this application proposes a method for controlling the berthing of a ship, comprising: Acquire the target vessel's berthing navigation information, dynamic characteristics information, and initial environmental information; Based on the berthing navigation information, the dynamic characteristic information, and the initial environmental information, determine the optimal initial path for the target vessel; The optimal initial path is divided into time steps to obtain the local path corresponding to each time step; During the journey of the target vessel according to time steps, dynamic planning is performed on the local path corresponding to the time step to obtain the optimal local path for the time step; Based on the optimal local path, the target vessel is controlled to dock until it completes docking.
[0005] A second aspect of this application provides a ship berthing control device, comprising: The acquisition module is used to acquire the target vessel's berthing navigation information, dynamic characteristics information, and initial environmental information; The determination module is used to determine the optimal initial path of the target vessel based on the berthing navigation information, the dynamic characteristic information, and the initial environmental information. The partitioning module is used to divide the optimal initial path into time steps to obtain the local path corresponding to each time step. The planning module is used to dynamically plan the local path corresponding to the time step as the target ship travels according to the time step, and obtain the optimal local path for the time step. The control module is used to control the target vessel to dock based on the optimal local path until the target vessel completes docking.
[0006] A third aspect of this application provides an electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform a ship berthing control method as described in the first aspect of the application above.
[0007] A fourth aspect of this application provides a computer-readable storage medium storing computer instructions for causing the computer to perform a ship berthing control method as described in the first aspect above.
[0008] The technical solution provided in this application has at least the following beneficial effects: In this embodiment, the optimal initial path can be divided into multiple time steps, allowing the target vessel to continuously navigate along the optimal path throughout the berthing process. This not only improves navigation safety but also increases the success rate of berthing and shortens the time required for berthing. Furthermore, local replanning can be performed at each time step based on actual conditions, avoiding accidents or delays caused by unforeseen circumstances in the global path, saving navigation time, and conserving computational resources by eliminating the need to replan the global route. By breaking down the overall long path into shorter local paths, the tracking error of the target vessel's navigation process is reduced, which helps improve the accuracy of course control and enables a smooth berthing of the vessel.
[0009] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description
[0010] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart illustrating the berthing control method for a ship provided in Embodiment 1 of this application. Figure 2 This is a flowchart illustrating the berthing control method for a ship provided in Embodiment 2 of this application; Figure 3 This is a flowchart illustrating the berthing control method for a ship provided in Embodiment 3 of this application; Figure 4 This is a flowchart illustrating the berthing control method for a ship provided in Embodiment 4 of this application; Figure 5 This is a flowchart illustrating the berthing control method for a ship provided in Embodiment 5 of this application; Figure 6This is a flowchart illustrating the berthing control method for a ship provided in Embodiment Six of this application; Figure 7 A schematic diagram of the berthing control device for a ship provided in Embodiment 7 of this application; Figure 8 This is a block diagram of the electronic device provided in Embodiment 8 of this application. Detailed Implementation
[0011] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.
[0012] The following description, with reference to the accompanying drawings, describes a ship berthing control method, apparatus, electronic device, and storage medium according to embodiments of this application.
[0013] Example 1 Figure 1 This is a flowchart illustrating the berthing control method for a ship provided in Embodiment 1 of this application.
[0014] like Figure 1 As shown, the berthing control method for a ship according to an embodiment of this application may include the following steps: S101, acquire the target vessel's berthing navigation information, dynamic characteristics information, and initial environmental information.
[0015] It should be noted that the berthing control method for ships in this application embodiment is executed by electronic devices, such as terminal devices, map servers, and ship navigation systems on the ship.
[0016] The berthing control method for ships according to the embodiments of this application can be executed by the berthing control device for ships according to the embodiments of this application. The berthing control device for ships according to the embodiments of this application can be configured in any electronic device to execute the berthing control method for ships according to the embodiments of this application.
[0017] In this embodiment of the application, the target vessel is equipped with intelligent radar and various sensing sensors. The intelligent radar can track the berthing process of the target vessel, and the sensing sensors can monitor the berthing status, navigation data and environmental information of the target vessel.
[0018] In some embodiments, the berthing navigation information of the target vessel may include, but is not limited to, the initial position of the target vessel and the position of the target berth.
[0019] Optionally, the initial position and target berth position of the target vessel can be determined based on the high-precision Global Navigation Satellite System (GNSS) positioning system and the port geographic information system. In other words, the starting point and destination coordinates of the target vessel can be accurately marked by matching satellite positioning with electronic nautical charts, thereby obtaining the initial position and target berth position.
[0020] Optionally, the initial position and target berth position can be determined based on the operations of the target vessel's management personnel. Optionally, the initial position and target berth position can be configured by the management personnel through the management system's user interface. Optionally, the initial position and target berth position can be configured based on the management personnel's voice or text input.
[0021] In some embodiments, the dynamic characteristics information of the target vessel may include, but is not limited to, the target vessel's mass, inertia, propulsion force, and rudder force.
[0022] Optionally, the ship's mass and inertia can be determined based on the target ship's construction drawings and load information. Optionally, the target ship's mass and inertia can be queried from a ship management platform or ship database based on the target ship's model information.
[0023] Optionally, the ship's propulsion force and rudder force can be monitored and obtained in real time.
[0024] In some embodiments, the initial environmental information is the environmental information of the area where the target vessel is located at the time of departure. The initial environmental information may include, but is not limited to, the water flow speed, water flow direction, wind speed, and wind direction of the environment in which the vessel is operating.
[0025] Optionally, initial environmental information about the target vessel's operating environment can be collected based on the sensor network on the target vessel. Optionally, water flow speed and direction are monitored by Doppler current meters deployed in the waterway, while wind speed and direction are collected jointly by shore-based meteorological stations and shipboard meteorological sensors.
[0026] S102 determines the optimal initial path for the target vessel based on berthing navigation information, dynamic characteristics information, and initial environmental information.
[0027] In some embodiments, path planning can be performed on the target vessel based on berthing navigation information, dynamic characteristic information, and initial environmental information to obtain multiple candidate paths. Further, the optimal initial path of the target vessel can be determined from the candidate paths.
[0028] In some embodiments, berthing navigation information, dynamic characteristic information, and initial environmental information can be input into the path prediction model, and path planning can be performed through the path prediction model to obtain multiple candidate paths for the target vessel.
[0029] Furthermore, based on a defined path selection strategy, the optimal initial path for the target vessel can be determined from multiple candidate paths. Optionally, the path selection strategy may include, but is not limited to, selection strategies based on: shortest distance, shortest time, lowest cost, and optimal comfort.
[0030] S103, divide the optimal initial path into time steps to obtain the local path corresponding to each time step.
[0031] In some embodiments, the duration can be preset as a time step. For example, a time step can be a time unit of different lengths, such as 5 minutes, 10 minutes, 15 minutes, or 20 minutes.
[0032] In some embodiments, the time step can be dynamically set based on the path length and / or travel time of the optimal initial path.
[0033] In some embodiments, a continuous optimal initial path can be divided into multiple local paths according to time steps, with each local path corresponding to a time step, and the order of travel of the local paths determined by the timing of the time steps.
[0034] S104. During the target ship's journey according to the time step, dynamic planning is performed on the local path corresponding to the time step to obtain the optimal local path for the time step.
[0035] In some embodiments, starting from the first time step, the target vessel can perform docking control according to the local path of the first time step. During the journey, the target vessel's current environment may change, and these changes will affect the vessel's navigation status. If the target vessel continues to navigate according to the local path corresponding to that time step, it may prolong the navigation time or encounter obstacles. To ensure that the target vessel continues to navigate along the optimal path, dynamic planning can be performed on the local path corresponding to that time step based on the target vessel's current navigation status and the current environmental information to obtain the optimal local path for that time step. This allows the target vessel to bypass previous local paths, thereby ensuring high-speed and safe navigation.
[0036] S105, based on the optimal local path, performs berthing control on the target vessel until the target vessel berths at the shore.
[0037] In some embodiments, after determining the optimal local path, the travel time of each location point on the optimal local path and the optimal local path can be determined based on the optimal local path. Then, based on each location point and the travel time, the travel parameters of the target vessel at different location points can be determined. Based on the travel parameters, the target vessel can be controlled to dock until the target vessel docks.
[0038] In this embodiment, the optimal initial path can be divided into multiple time steps, allowing the target vessel to continuously navigate along the optimal path throughout the berthing process. This not only improves navigation safety but also increases the success rate of berthing and shortens the time required for berthing. Furthermore, local replanning can be performed at each time step based on actual conditions, avoiding accidents or delays caused by unforeseen circumstances in the global path, saving navigation time, and conserving computational resources by eliminating the need to replan the global route. By breaking down the overall long path into shorter local paths, the tracking error of the target vessel's navigation process is reduced, which helps improve the accuracy of course control and enables a smooth berthing of the vessel.
[0039] Example 2 Based on the above embodiments, step S102, "determining the optimal initial path of the target vessel based on berthing navigation information, dynamic characteristic information, and initial environmental information," can be further explained and may include the following steps: S201, Based on the initial environmental information, determine the environmental correction factor.
[0040] In some embodiments, to ensure the target vessel berths smoothly, the acquired water flow velocity, water flow direction, wind speed, and wind direction can be input into a preset environmental correction model, which then outputs an environmental correction factor corresponding to the target vessel. The environmental correction shadow is used to measure the intensity of environmental interference on the vessel's navigation process.
[0041] In some embodiments, the environmental correction model, based on the principles of fluid dynamics and meteorology, analyzes the degree of influence of environmental factors on the ship's navigation process, and outputs a quantified environmental correction factor after data processing and model fitting.
[0042] S202 determines the optimal initial path for the target vessel based on berthing navigation information, dynamic characteristics information, and environmental correction factors.
[0043] In some embodiments, after obtaining environmental factors, berthing navigation information, dynamic characteristic information and environmental factors can be fused to obtain input data. Further, the input data is input into a pre-trained path prediction module, which then predicts the optimal initial path of the target vessel based on the input data.
[0044] In some embodiments, ship berthing navigation information, including spatial information such as initial position and target berth position, and dynamic characteristic information such as ship mass, inertia, propulsion, and rudder force, can be spliced and fused with environmental correction factors as input data. Further, the input data is fed into a pre-trained path prediction module, which can integrate a ship dynamics sub-model and a path planning sub-model. Based on the input data, the path prediction module employs planning strategies such as heuristic search or genetic algorithms, aiming to predict multiple potential paths with the lowest energy consumption, shortest time, or lowest risk as optimization objectives. Furthermore, the multiple potential paths are simulated and evaluated to select the optimal initial path, which is a navigation path that balances safety and efficiency.
[0045] Optionally, a pre-trained path evaluation model is used to simulate and evaluate multiple potential paths to obtain an evaluation score for each potential path, and the final optimal initial path is selected based on the evaluation score.
[0046] In this embodiment of the application, considering the impact of environmental factors on navigation in the route planning enables the planned optimal initial route to avoid sections of road with adverse environments in a timely manner, and can avoid the risks brought by adverse environments, thereby improving the safety of the target ship's navigation and reducing the probability of navigation accidents.
[0047] Example 3 Based on the above embodiments, step S103, "dividing the optimal initial path into time steps to obtain the local path corresponding to each time step," can be further explained and may include the following steps: S301, Obtain historical navigation data of the target vessel.
[0048] In some embodiments, historical navigation data includes, but is not limited to, the target vessel's historical average speed and the minimum control distance corresponding to safe navigation requirements. Optionally, historical navigation data may be the target vessel's historical navigation data in a shore-landing scenario.
[0049] In some embodiments, historical navigation data within a set time period can be obtained from a server or database based on the target vessel's identification information, and the historical average speed of the target vessel can be obtained by analyzing the historical navigation data within the set time period.
[0050] In some embodiments, the minimum control distance corresponding to the target vessel can be obtained from a server or database based on the target vessel's identification information.
[0051] S302 determines the optimal time step based on historical navigation data and initial environmental information.
[0052] In some embodiments, after obtaining the historical average speed and minimum control distance of the target vessel, it is necessary to consider the impact of current environmental factors on navigation. In this embodiment, an environmental correction factor can be determined based on initial environmental information. The specific process can be found in the relevant descriptions in the above embodiments, and the steps are not repeated here. Further, the historical average speed, minimum control distance, and environmental correction factor are integrated, and the integrated data is input into a preset time step evaluation model. The time step evaluation model outputs the optimal time step based on the historical average speed, minimum control distance, and environmental correction factor.
[0053] In some embodiments, the step size evaluation model simulates the ship's response capability to environmental changes at different time steps based on historical average speed, minimum control distance, and environmental correction factors, combined with the ship's dynamic response characteristics. Furthermore, through error analysis and efficiency evaluation, the optimal time step that can ensure both path real-time performance and computational efficiency is output.
[0054] S303, divide the optimal initial path into time steps according to the optimal time step size to obtain the local path corresponding to each time step.
[0055] In some embodiments, based on the obtained optimal time step, the optimal initial path can be divided into multiple consecutive time steps, and each time step can correspond to a local path.
[0056] In this embodiment, the optimal initial path can be divided into multiple time steps, enabling the target vessel to continuously navigate along the optimal path throughout the berthing process. This not only improves navigation safety but also increases the success rate of berthing and shortens the time required for the vessel to berth. Furthermore, by breaking down the overall long path into shorter local paths, the tracking error of the target vessel's navigation process is reduced, which helps improve the control accuracy of the heading process.
[0057] Example 4 Based on the above embodiments, step S104, "During the target ship's journey according to time steps, dynamically plan the local path corresponding to the time step to obtain the optimal local path for the time step," can be further explained and may include the following steps: S401, acquire the real-time environmental information and real-time ship status information corresponding to the time step.
[0058] In some embodiments, real-time environmental information refers to environmental information collected when the target vessel is navigating within a time step.
[0059] In some embodiments, real-time environmental information may also be environmental information collected before the target vessel arrives at a time step, at a predetermined time interval.
[0060] In some embodiments, real-time environmental information may include, but is not limited to: real-time water flow velocity, real-time water flow direction, real-time wind speed, and real-time wind direction.
[0061] Optionally, real-time environmental information about the target vessel's operating environment can be collected based on the sensor network on the target vessel. Optionally, real-time water flow velocity and direction can be monitored by Doppler current meters deployed in the waterway, while real-time wind speed and direction can be jointly collected by shore-based meteorological stations and ship meteorological sensors.
[0062] In some embodiments, real-time ship status information is the status information collected when the target ship is sailing within a time step.
[0063] In some embodiments, real-time environmental information may also be environmental information collected before the target vessel arrives at a time step, at a predetermined time interval.
[0064] In some embodiments, real-time ship status information may include, but is not limited to: real-time speed, real-time heading angle, real-time angular velocity, and real-time acceleration.
[0065] In some embodiments, real-time speed, real-time heading angle, real-time angular velocity, and real-time acceleration can be collected based on some sensors on the target vessel that monitor its navigation status.
[0066] For example, the real-time environmental information and real-time ship status information of the target ship in the last few minutes of the previous time step can be used as the real-time environmental information and real-time ship status information corresponding to the current time step.
[0067] S402: Based on real-time environmental information and real-time ship status information, perform dynamic planning on the local path of the time step to obtain the optimal local path of the time step.
[0068] In some embodiments, the target vessel is equipped with a smart radar, which can be used to perceive the real-time vessel status information of the target vessel.
[0069] In some embodiments, real-time environmental information and real-time ship status information are integrated, and the integrated data is input into a preset path adjustment model. The path adjustment model optimizes and adjusts the local path at each time step based on the real-time environmental information and real-time ship status information to obtain the optimal local path at that time step. Optionally, the path adjustment model can integrate intelligent algorithms such as particle swarm optimization and model predictive control.
[0070] In some embodiments, path adjustment constraints can be preset. Under these constraints, the path adjustment model comprehensively considers environmental disturbances and the ship's motion state, dynamically corrects the local path corresponding to each time step, and selects the locally optimal path that best matches the current working conditions through iterative calculation, ensuring that the ship always performs docking work along the most reasonable trajectory in complex environments. Optionally, path adjustment constraints can be preset based on safety and cost indicators.
[0071] In this embodiment, the optimal initial path can be divided into multiple time steps, enabling the target vessel to continuously navigate along the optimal path throughout the berthing process. This not only improves navigation safety but also increases the success rate of berthing and shortens the time required for berthing. Furthermore, local replanning can be performed at each time step based on actual conditions, avoiding accidents or delays caused by unforeseen circumstances in the global path, saving navigation time, and conserving computational resources without the need to replan the global route.
[0072] Example 5 Based on the above embodiments, step S105, "controlling the target vessel to dock based on the optimal local path," can be further explained, such as... Figure 5 As shown, the following steps may be included: S501: Obtain real-time berthing data of the target vessel based on the locally optimal path.
[0073] In some embodiments, during the berthing process of the target vessel based on a locally optimal path, the target vessel can be tracked to obtain real-time berthing data.
[0074] In some embodiments, the real-time berthing data of the target vessel may include, but is not limited to, the actual position of the target vessel and the real-time berthing angle.
[0075] S502 generates control commands for the target vessel based on real-time berthing data and the optimal local path.
[0076] In some embodiments, the actual position and real-time berthing angle of the target vessel are determined based on real-time berthing data. Further, the target position and target berthing angle of the target vessel on the optimal local path are determined, and control commands for the target vessel are generated based on the actual position and target position, as well as the real-time berthing angle and target berthing angle.
[0077] In some embodiments, it can be determined whether the target vessel has deviated from the optimal local path based on the actual position and the target position, as well as the real-time berthing angle and the target berthing angle. In response to the target vessel deviating from the optimal local path, a correction control command can be generated for the target vessel. In response to the target vessel not deviating from the optimal local path, a control command can be generated for the target vessel to maintain its current navigation.
[0078] S503, based on control commands, controls the target vessel to berth.
[0079] In this embodiment, during the process of the target vessel docking based on the optimal local path, the target vessel can be continuously adjusted according to its position relative to the optimal local path, so that the target vessel always sails on the optimal local path and avoids deviation. This allows the target vessel to continuously sail on the best path, which not only improves navigation safety but also increases the success rate of docking and shortens the time required for the vessel to dock.
[0080] Example 6 Based on the above embodiments, step S105, "controlling the target vessel to dock based on the optimal local path," can be further explained, such as... Figure 6 As shown, the following steps may be included: S601, acquire real-time berthing data of the target vessel based on the local optimal path.
[0081] S602, determine the target position and target berthing angle of the target vessel on the optimal local path.
[0082] S603, determine the positional deviation of the target vessel based on the actual position and the target position.
[0083] S604 determines the angular deviation of the target vessel based on the real-time berthing angle and the target berthing angle.
[0084] S606 compares the position deviation with the preset position deviation threshold.
[0085] S607 compares the angle deviation with the preset angle deviation threshold.
[0086] S608, in response to a position deviation greater than a preset position deviation threshold, and / or an angle deviation greater than a preset angle deviation threshold, generates a correction control command for the target vessel.
[0087] In some embodiments, a correction control command for the target vessel can be generated based on position and angle deviations. Furthermore, the target vessel can be controlled according to the correction control command so that it returns to the optimal local path.
[0088] S609, in response to the position deviation being less than or equal to a preset position deviation threshold and the angle deviation being less than or equal to a preset angle deviation threshold, generates a control command for the target vessel to maintain its current state.
[0089] In this embodiment, during the process of the target vessel docking based on the optimal local path, the target vessel can be continuously adjusted according to its position relative to the optimal local path, so that the target vessel always sails on the optimal local path and avoids deviation. This allows the target vessel to continuously sail on the best path, which not only improves navigation safety but also increases the success rate of docking and shortens the time required for the vessel to dock.
[0090] Example 7 To achieve the above embodiments, this application also proposes a ship berthing control device. Figure 7 This is a schematic diagram of the structure of a ship berthing control device according to an embodiment of this application. Figure 7 As shown, the ship berthing control device 700 of this application embodiment may include: an acquisition module 701, a determination module 702, a division module 703, a planning module 704, and a control module 705.
[0091] The acquisition module 701 is used to acquire the target vessel's berthing navigation information, dynamic characteristic information, and initial environmental information. The determination module 702 is used to determine the optimal initial path of the target vessel based on the berthing navigation information, the dynamic characteristic information, and the initial environmental information. The partitioning module 703 is used to divide the optimal initial path into time steps to obtain the local path corresponding to each time step. The planning module 704 is used to dynamically plan the local path corresponding to the time step during the travel of the target ship according to the time step, and obtain the optimal local path of the time step. The control module 705 is used to control the target vessel to dock based on the optimal local path until the target vessel completes docking.
[0092] In some embodiments, the determining module 702 is further configured to: Based on the initial environmental information, determine the environmental correction factor corresponding to the target vessel; The optimal initial path for the target vessel is determined based on the berthing navigation information, the dynamic characteristic information, and the environmental correction factor.
[0093] In some embodiments, the partitioning module 703 is further configured to: Obtain the historical navigation data of the target vessel; Based on the historical navigation data and the initial environmental information, determine the optimal time step; The optimal initial path is divided into time steps based on the optimal time step size to obtain the local path corresponding to each time step.
[0094] In some embodiments, the planning module 704 is further configured to: obtain real-time environmental information and real-time ship status information corresponding to the time step; Based on the real-time environmental information and the real-time ship status information, dynamic planning is performed on the local path of the time step to obtain the optimal local path of the time step.
[0095] In some embodiments, the control module 705 is further configured to: Obtain real-time berthing data of the target vessel based on the local optimal path; Based on the real-time berthing data and the optimal local path, control commands for the target vessel are generated; The target vessel is brought to shore based on the control commands.
[0096] In some embodiments, the control module 705 is further configured to: Based on the real-time berthing data, the actual position and real-time berthing angle of the target vessel are determined; Determine the current target position and target berthing angle of the target vessel on the optimal local path; Based on the actual position and the target position, as well as the real-time berthing angle and the target berthing angle, control commands for the target vessel are generated.
[0097] In some embodiments, the control module 705 is further configured to: The positional deviation of the target vessel is determined based on the actual position and the target position; The angular deviation of the target vessel is determined based on the real-time berthing angle and the target berthing angle. Based on the positional and angular deviations, control commands for the target vessel are determined.
[0098] In some embodiments, the control module 705 is further configured to: In response to the position deviation being greater than a preset position deviation threshold, and / or the angle deviation being greater than a preset angle deviation threshold, a correction control command for the target vessel is generated. In response to the position deviation being less than or equal to a preset position deviation threshold and the angle deviation being less than or equal to a preset angle deviation threshold, a control command is generated to maintain the target vessel's current state.
[0099] In this embodiment, the optimal initial path can be divided into multiple time steps, allowing the target vessel to continuously navigate along the optimal path throughout the berthing process. This not only improves navigation safety but also increases the success rate of berthing and shortens the time required for berthing. Furthermore, local replanning can be performed at each time step based on actual conditions, avoiding accidents or delays caused by unforeseen circumstances in the global path, saving navigation time, and conserving computational resources by eliminating the need to replan the global route. By breaking down the overall long path into shorter local paths, the tracking error of the target vessel's navigation process is reduced, which helps improve the accuracy of course control and enables a smooth berthing of the vessel.
[0100] Furthermore, considering the impact of environmental factors on navigation in route planning enables the optimal initial route to avoid sections with adverse environments in a timely manner, and can avoid the risks brought by adverse environments, thereby improving the safety of the target vessel's navigation and reducing the probability of navigation accidents.
[0101] Example 8 like Figure 8 The diagram shown is a block diagram of an electronic device for a ship berthing control method according to an embodiment of this application. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as intelligent voice interaction devices, personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present application described and / or claimed herein.
[0102] like Figure 8 As shown, the electronic device includes one or more processors 801, a memory 802, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components are interconnected via different buses and can be mounted on a common motherboard or otherwise as required. The processor 801 can process instructions executed within the electronic device, including instructions stored in or on memory to display graphical information of a GUI on an external input / output device (such as a display device coupled to the interface). In other embodiments, multiple processors and / or multiple buses can be used with multiple memories, if desired. Similarly, multiple electronic devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 8 Take the 801 processor as an example.
[0103] The memory 802 is the non-transitory computer-readable storage medium provided in this application. The memory 802 stores instructions executable by at least one processor to cause at least one processor to execute the ship berthing control method provided in this application. The non-transitory computer-readable storage medium of this application stores computer instructions for causing a computer to execute the ship berthing control method provided in this application.
[0104] The memory 802, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the ship berthing control method in the embodiments of this application. The processor 801 executes various functional applications and data processing of the server by running the non-transitory software programs, instructions, and modules stored in the memory 802, thereby implementing the ship berthing control method in the above method embodiments.
[0105] Memory 802 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created by the use of electronic equipment in relation to the ship's berthing control method. Furthermore, memory 802 may include high-speed random access memory and may also include non-transient memory, such as at least one disk storage device, flash memory device, or other non-transient solid-state storage device. In some embodiments, memory 802 may optionally include memory remotely located relative to processor 801, which can be connected to electronic equipment in the ship's berthing control method via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.
[0106] The electronic equipment for the ship's berthing control method may further include an input device 803 and an output device 804. The processor 801, memory 802, input device 803, and output device 804 can be connected via a bus or other means. Figure 8 Taking the example of a connection between China and Israel via a bus.
[0107] Input device 803 can receive input digital or character information, as well as key signal inputs related to user settings and function control of electronic equipment for ship berthing control methods, such as touch screens, keypads, mice, trackpads, touchpads, joysticks, one or more mouse buttons, trackballs, joysticks, etc. Output device 804 may include display devices, auxiliary lighting devices (e.g., LEDs), and haptic feedback devices (e.g., vibration motors). The display device may include, but is not limited to, liquid crystal displays (LCDs), light-emitting diode (LED) displays, and plasma displays. In some embodiments, the display device may be a touch screen.
[0108] Various implementations of the systems and techniques described herein can be implemented in digital electronic circuit systems, integrated circuit systems, application-specific integrated circuits (ASICs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include: implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.
[0109] These computational programs (also referred to as programs, software, software applications, or code) include machine instructions for a programmable processor and can be implemented using high-level procedural and / or object-oriented programming languages, and / or assembly / machine languages. As used herein, the terms “machine-readable medium” and “computer-readable medium” refer to any computer program product, device, and / or apparatus (e.g., disk, optical disk, memory, programmable logic device (PLD)) used to provide machine instructions and / or data to a programmable processor, including machine-readable media that receive machine instructions as machine-readable signals. The term “machine-readable signal” refers to any signal used to provide machine instructions and / or data to a programmable processor.
[0110] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).
[0111] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as a data server), or computing systems that include middleware components (e.g., an application server), or computing systems that include frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., a communication network). Examples of communication networks include local area networks (LANs), wide area networks (WANs), and the Internet.
[0112] Computer systems can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system. It addresses the shortcomings of traditional physical hosts and VPS (Virtual Private Server, or simply "VPS") services, such as high management difficulty and weak business scalability.
[0113] 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 application can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this application can be achieved, and this is not limited herein.
[0114] In the description of this specification, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0115] 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 controlling the berthing of a ship, characterized in that, include: Acquire the target vessel's berthing navigation information, dynamic characteristics information, and initial environmental information; Based on the berthing navigation information, the dynamic characteristic information, and the initial environmental information, determine the optimal initial path for the target vessel; The optimal initial path is divided into time steps to obtain the local path corresponding to each time step; During the journey of the target vessel according to time steps, dynamic planning is performed on the local path corresponding to the time step to obtain the optimal local path for the time step; Based on the optimal local path, the target vessel is controlled to dock until it completes docking.
2. The method according to claim 1, characterized in that, Determining the optimal initial path for the target vessel based on the berthing navigation information, the dynamic characteristic information, and the initial environmental information includes: Based on the initial environmental information, determine the environmental correction factor corresponding to the target vessel; The optimal initial path for the target vessel is determined based on the berthing navigation information, the dynamic characteristic information, and the environmental correction factor.
3. The method according to claim 1, characterized in that, The step of dividing the optimal initial path into time steps to obtain the local path corresponding to each time step includes: Obtain the historical navigation data of the target vessel; Based on the historical navigation data and the initial environmental information, determine the optimal time step; The optimal initial path is divided into time steps based on the optimal time step size to obtain the local path corresponding to each time step.
4. The method according to claim 1, characterized in that, The step of dynamically planning the local path corresponding to the time step to obtain the optimal local path for the time step includes: Obtain the real-time environmental information and real-time ship status information corresponding to the time step; Based on the real-time environmental information and the real-time ship status information, dynamic planning is performed on the local path of the time step to obtain the optimal local path of the time step.
5. The method according to claim 1, characterized in that, The berthing control of the target vessel based on the optimal local path includes: Obtain real-time berthing data of the target vessel based on the local optimal path; Based on the real-time berthing data and the optimal local path, control commands for the target vessel are generated; The target vessel is brought to shore based on the control commands.
6. The method according to claim 5, characterized in that, The step of generating control commands for the target vessel based on the real-time berthing data and the optimal local path includes: Based on the real-time berthing data, the actual position and real-time berthing angle of the target vessel are determined; Determine the current target position and target berthing angle of the target vessel on the optimal local path; Based on the actual position and the target position, as well as the real-time berthing angle and the target berthing angle, control commands for the target vessel are generated.
7. The method according to claim 6, characterized in that, The step of generating control commands for the target vessel based on the actual position and the target position, as well as the real-time berthing angle and the target berthing angle, includes: The positional deviation of the target vessel is determined based on the actual position and the target position; The angular deviation of the target vessel is determined based on the real-time berthing angle and the target berthing angle. Based on the positional and angular deviations, control commands for the target vessel are determined.
8. The method according to claim 7, characterized in that, The step of determining the control command for the target vessel based on the position deviation and angle deviation includes: In response to the position deviation being greater than a preset position deviation threshold, and / or the angle deviation being greater than a preset angle deviation threshold, a correction control command for the target vessel is generated. In response to the position deviation being less than or equal to a preset position deviation threshold and the angle deviation being less than or equal to a preset angle deviation threshold, a control command is generated to maintain the target vessel's current state.
9. A ship berthing control device, characterized in that, The device includes: The acquisition module is used to acquire the target vessel's berthing navigation information, dynamic characteristics information, and initial environmental information; The determination module is used to determine the optimal initial path of the target vessel based on the berthing navigation information, the dynamic characteristic information, and the initial environmental information. The partitioning module is used to divide the optimal initial path into time steps to obtain the local path corresponding to each time step. The planning module is used to dynamically plan the local path corresponding to the time step as the target ship travels according to the time step, and obtain the optimal local path for the time step. The control module is used to control the target vessel to dock based on the optimal local path until the target vessel completes docking.
10. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method as described in any one of claims 1-8.
11. A computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method as described in any one of claims 1-8.