Method for determining time and decision space of multi-ship conflict resolution in mixed traffic environment

Abstract

The application relates to the technical field of intelligent ship maritime supervision, and is a mixed environment multi-ship conflict resolution time determination and decision space calculation method, which comprises the following steps: based on an improved potential collision risk ship domain model (PRSD), calculating the potential collision risk (PCR) between the i-th ship and the j-th ship in a sea area, and constructing a potential collision risk matrix; calculating the global potential collision risk degree of the supervision sea area according to the potential collision risk matrix; setting a double-threshold trigger condition, when the global potential collision risk degree is greater than 0.4, the conflict resolution decision is triggered; when the PCR between any two ships is greater than 0.1 and the real-time potential collision risk PCR value monotonically increases with time, the conflict resolution decision is triggered; and the turning angle range of each conflict ship is obtained through a multi-ship conflict decision space calculation method, and the conflict resolution decision is formulated.

Description

Technical Field

[0001] This invention relates to the field of intelligent ship maritime supervision technology, and in particular to a method for determining the timing of multi-ship conflict resolution and calculating the decision space in mixed-traffic environments. Background Technology

[0002] With the rapid development of Marine Intelligent Ships (MASS), nearshore open waters will long be characterized by a mix of manned vessels and MASS vessels of varying autonomy levels, leading to more complex conflict situations and stronger risk coupling. Existing conflict resolution methods are mostly geared towards individual vessel autonomous collision avoidance and are not designed from a shore-based, global regulatory perspective. Traditional VTS (Vehicle Traffic Management System) call-out dispatching is ill-suited to the unmanned / remote control modes of MASS vessels. Existing conflict triggering conditions are too simplistic, and steering constraints do not consider differences in vessel autonomy levels, easily resulting in problems such as premature / late decision-making, unfair allocation of avoidance responsibilities, and uncoordinated reconciliation, failing to meet the maritime regulatory requirements for safety, coordination, and compliance.

[0003] Therefore, researching a method for determining the timing of multi-ship conflict resolution and calculating the decision space in mixed-traffic environments is of great significance for solving the problem of maritime supervision of intelligent ships. Summary of the Invention

[0004] To address the aforementioned technical problems, this invention provides a method for determining the timing of multi-vehicle conflict resolution and calculating the decision space in mixed-traffic environments. This invention determines the conflict relationships and global potential collision risk among vessels by calculating the PCR values ​​between them in a mixed-traffic maritime scenario. Based on a proposed dual-threshold triggering condition, it determines the timing of resolving conflicting vessels. Furthermore, it calculates the turning angle range of each conflicting vessel using a multi-vehicle conflict decision space calculation method, which is used to formulate resolution decisions and assist shore-based regulatory personnel in monitoring vessels in mixed-traffic scenarios.

[0005] The technical means employed in this invention are as follows: A method for determining the timing of multi-vehicle conflict resolution and calculating the decision space in a mixed-traffic environment includes: calculating the potential collision risk PCR between the i-th and j-th vessels in the sea area based on the improved potential collision risk vessel domain model (PRSD), and constructing a potential collision risk matrix; calculating the global potential collision risk of the monitored sea area based on the potential collision risk matrix; setting dual threshold triggering conditions: triggering a conflict resolution decision when the global potential collision risk is greater than 0.4; triggering a conflict resolution decision when the PCR between any two vessels is greater than 0.1 and the real-time potential collision risk PCR value monotonically increases with time; and obtaining the turning angle range of each conflicting vessel through a multi-vehicle conflict decision space calculation method, and formulating a conflict resolution decision.

[0006] Furthermore, the potential collision risk matrix is ​​an asymmetric matrix used to characterize the differentiated risk perception among vessels of different speeds, headings, and lengths. The potential collision risk matrix is ​​represented as follows:

[0007] in, This represents the potential collision risk matrix. Indicates the first n The potential collision risk between the ship and itself; Indicates the first in the sea area i The ship and the first j Potential collision risks between ships n The total number of vessels identified in the conflict zone.

[0008] Furthermore, the global potential collision hazard level is obtained by summing and normalizing all elements in the potential collision risk matrix, and the calculation formula is as follows:

[0009] in, This indicates a global potential collision risk.

[0010] Furthermore, the ship conflict decision space calculation method specifically includes: dividing the ship encounter situation into 10 sectors based on the relative bearing angles of the two ships and the ship encounter situation; determining the ship's current avoidance responsibility based on the current position of the ship in the sector; and completing the initial turning angle constraint. The Shapley value method is introduced to calculate the potential collision risk PCR ratio of ships in the conflict, the ratio of different degrees of autonomy, and the ratio of the ship's influence on regulation, and to impose secondary constraints on the initial steering angle; the optional steering space range of each conflicting ship is output.

[0011] Furthermore, based on the relative azimuth angles of the two ships and the encounter situation of the ships, the ship... i against the ship j steering angle factor ,:

[0012] in, This indicates the current situation where the two ships will encounter each other. Indicates an encounter, Indicates starboard crossing. Indicates pursuit and overtaking. Indicates a port-side crossing. It indicates that someone has been overtaken.

[0013] Through the i Summing the ship's multiple steering angle factors, we obtain... iShip's turning angle factor :

[0014] Ships i steering angle The initial value is constrained to the interval [ , ],when A value greater than 0 indicates a higher level of straight-line liability for the vessel; in this case, i The ship's turning range to the left and right is reduced by 10° each; A value less than 0 indicates a higher level of responsibility for avoiding collisions; in this case, [the ship's] responsibility will be [increased / reduced]. i The ship's turning range is limited to the right turning interval; if the potential collision risk between a ship and other ships in the scenario is not greater than the threshold, the ship will not take a turning operation, thus obtaining the first part of the selectable turning angle range for each ship:

[0015] in, This indicates the upper limit of the initial turning interval. This indicates the lower limit of the initial turning interval.

[0016] Furthermore, the method for calculating the potential collision risk (PCR) percentage of the vessel in a conflict specifically includes: setting the set of conflicting vessels in the regulated sea area as... subset It consists of a single vessel or multiple vessels. It is a ship assembly N The characteristic function defined above represents the set s The overall potential collision risk posed by the ships included in the report; Description of the i The formula for calculating the PCR (Potential Compensation) of a vessel in a multi-ship conflict is as follows:

[0017] in, Describing a subset of the set of ship conflicts The number of ships, subset It includes the ships that are currently being calculated. i , Indicates inclusion i Subset of ships Global PCR, This represents the subset of ship i that has been removed. Global PCR, The weighting factor in the Shapley method is used to reflect the various possibilities of a subset of ship conflicts to ensure the fairness and reasonableness of the apportionment of responsibility for the shift. The calculation formula is as follows: .

[0018] Furthermore, the different levels of autonomy include: L0 traditional ships, L1 ships with automated processes and decision support functions, L2 remotely monitored ships requiring crew, L3 remotely controlled ships without crew, and L4 fully autonomous ships. The importance of intelligent ships with different levels of autonomy to maritime supervision is determined by the order relation method as follows: L3>L2>L4>L1=L0.

[0019] Furthermore, the calculation method for the proportion of the impact of vessels with different levels of autonomy on regulation specifically includes: utilizing... Description of the i The percentage of a single vessel's impact on maritime regulation in a mixed multi-vehicle scenario is calculated using the following formula:

[0020] in, Indicates the first i The weight of the impact of each ship Representing a subset s In k The weighting of the ship's influence s express Includes i A subset of ships This represents the weighting factor of the Shapley method.

[0021] Furthermore, the secondary constraint on the initial steering angle specifically includes: adjusting the ship's... i For different subsets After normalizing the PCR percentage and the percentage of impact on maritime regulation, we obtain the first-order PCR in the conflict scenario. i The PCR possession of the ships in the multi-ship conflict and the i The impact of a single vessel on maritime regulation in a mixed multi-vessel scenario accounts for a portion. Value, and based on and The danger and impact of vessels in conflict scenarios are ranked. Based on the ranking of danger and impact, the available angles for vessels with higher risk positivity (PCR) and greater impact on maritime regulation are appropriately increased. The calculation method is shown in the following formula:

[0022] in, Indicates the first i The potential danger levels of the ships are ranked in reverse order, i.e., for... After sorting in ascending order i The order of the ships; This represents the reverse ranking of the impact of the i-th vessel on maritime regulation, i.e. After ascending order i The order of the ships; and It is a change in the base value of the steering angle. It is the number obtained by calculating the Shapley value. i The optional steering space increment of the vessel, when the i When a vessel's turning range is constrained to turn only to left or only to turn only to right, the vessel's selectable turning range increases from the maximum turning radius. When the first i When a vessel is considered to have high straight-line responsibility, the vessel's optional turning range is reduced and increased respectively from the minimum and maximum turning angles. , represented as: .

[0023] Compared with the prior art, the present invention has the following advantages: This invention proposes a dual-threshold triggering condition for multi-vessel conflicts in mixed-traffic environments. This triggering condition innovatively considers the impact of vessels with different driving modes on navigation in the sea area and the potential risks of vessel collisions in the water. It can accurately control the timing of the evacuation of conflicting vessels, avoid ineffective decisions and urgent dangerous situations, and significantly improve the efficiency and safety of multi-vessel conflict evacuation.

[0024] This invention proposes a two-layer constraint on ship turning space. Under the premise of complying with collision avoidance rules, the Shapley value method is used to calculate and allocate turning space for each ship based on the ship's degree of danger and the degree of impact of intelligent ships on navigation safety in waters, making the ship avoidance process fairer and more cooperative.

[0025] Based on the above reasons, this invention can be widely applied in fields such as mixed maritime traffic and maritime vessel safety supervision. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a flowchart of the method for determining the timing and calculating the decision space for resolving conflicts among multiple ships in a mixed-traffic environment, as described in this invention.

[0028] Figure 2 This is a schematic diagram illustrating the division of ship encounter situations in this invention.

[0029] Figure 3 This is a schematic diagram of the optional turning space for conflicting vessels in this invention.

[0030] Figure 4 This is a schematic diagram of ship steering in this invention. Detailed Implementation

[0031] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0032] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0034] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0035] like Figure 1As shown, this invention provides a method for determining the timing of multi-ship conflict resolution and calculating the decision space in mixed-traffic environments, including: calculating the potential collision risk (PCR) between the i-th and j-th ships in the sea area based on the improved potential collision risk vessel domain model (PRSD), and constructing a potential collision risk matrix; in a preferred embodiment of this invention, the potential collision risk matrix is ​​an asymmetric matrix used to characterize the differentiated risk perception between ships with different speeds, headings, and lengths, and is represented as:

[0036] in, This represents the potential collision risk matrix. This represents the potential collision risk between the nth ship and itself, with a value of 0; Indicates the first in the sea area i The ship and the first j Potential collision risks between ships n The total number of vessels identified in the conflict zone.

[0037] The global potential collision risk level of the regulated sea area is calculated based on the potential collision risk matrix. In a preferred embodiment of the present invention, the global potential collision risk level is obtained by summing all elements in the potential collision risk matrix and then normalizing the result. The calculation formula is as follows:

[0038] in, This indicates a global potential collision risk.

[0039] Set dual threshold trigger conditions: when the global potential collision risk is greater than 0.4, a conflict resolution decision is triggered; when the PCR between any two ships is greater than 0.1 and the real-time potential collision risk PCR value increases monotonically over time, a conflict resolution decision is triggered. The turning angle range of each conflicting vessel is obtained through a multi-ship conflict decision space calculation method, and conflict resolution decisions are formulated. In a preferred embodiment of this invention, the encounter situation is divided into 10 sectors based on the relative bearings of the two vessels and their encounter posture, such as... Figure 2 As shown. Based on the current sector positions of existing vessels within the sector, the vessel's current avoidance responsibility is determined, and the initial steering angle constraint is completed. The Shapley value method is introduced to calculate the vessel's potential collision risk PCR ratio in the conflict, the ratio of different degrees of autonomy, and the ratio of the vessel's influence on regulation, respectively, to apply a secondary constraint to the initial steering angle. The optional steering space range for each conflicting vessel is output.

[0040] In a specific implementation, as a preferred embodiment of the present invention, the ship encounter situation is obtained based on the relative azimuth angles of the two ships and the ship's position. iagainst the ship j steering angle factor ,:

[0041] in, This indicates the current situation where the two ships will encounter each other. Indicates an encounter, Indicates starboard crossing. Indicates pursuit and overtaking. Indicates a port-side crossing. It indicates that someone has been overtaken.

[0042] Through the i Summing the ship's multiple steering angle factors, we obtain... i Ship's turning angle factor :

[0043] Ships i steering angle The initial value is constrained to the interval [ , ],when A value greater than 0 indicates a higher level of straight-line liability for the vessel; in this case, i The ship's turning range to the left and right is reduced by 10° each; A value less than 0 indicates a higher level of responsibility for avoiding collisions; in this case, [the ship's] responsibility will be [increased / reduced]. i The ship's turning range is limited to the right-hand turning zone; specifically as follows: Figure 3 The initial constraint range is shown. If the potential collision risk between a ship and other ships in the scenario is no greater than the threshold, the ship will not take a steering maneuver, resulting in the first part of the selectable steering angle range for each ship:

[0044] in, This indicates the upper limit of the initial turning interval. This indicates the lower limit of the initial turning interval. It was set to -40°. It was set to 40°.

[0045] In a specific implementation, as a preferred embodiment of the present invention, the method for calculating the potential collision risk (PCR) ratio of ships in a conflict specifically includes: setting the set of ships involved in a conflict within the regulated sea area as... subset It consists of a single vessel or multiple vessels. It is a ship assembly N The characteristic function defined above represents the set s The overall potential collision risk posed by the ships included in the report; Description of the i The formula for calculating the PCR (Potential Compensation) of a vessel in a multi-ship conflict is as follows:

[0046] in, Describing a subset of the set of ship conflicts The number of ships, subset It includes the ships that are currently being calculated. i , Indicates inclusion i Subset of ships Global PCR, This represents the subset of ship i that has been removed. Global PCR, The weighting factor in the Shapley method is used to reflect the various possibilities of a subset of ship conflicts to ensure the fairness and reasonableness of the apportionment of responsibility for the shift. The calculation formula is as follows: .

[0047] In specific implementation, as a preferred embodiment of the present invention, different levels of autonomy include: L0 traditional ships, L1 ships with automated processes and decision support functions, L2 remote monitoring ships that require crew members, L3 remote control ships that achieve crewless operation, and L4 fully autonomous. The importance of intelligent ships with different levels of autonomy to maritime supervision is determined by the order relation method as follows: L3>L2>L4>L1=L0.

[0048] In specific implementation, as a preferred embodiment of the present invention, the method for calculating the proportion of the impact of vessels with different levels of autonomy on regulation specifically includes: utilizing... Description of the i The percentage of a single vessel's impact on maritime regulation in a mixed multi-vehicle scenario is calculated using the following formula:

[0049] in, Indicates the first i The weight of the impact of each ship Representing a subset s In k The weighting of the ship's influence s express Includes i A subset of ships This represents the weighting factor of the Shapley method.

[0050] In a specific implementation, as a preferred embodiment of the present invention, a secondary constraint is applied to the initial steering angle, specifically including: [the following is unclear and likely incomplete: "ship..."] i For different subsets After normalizing the PCR percentage and the percentage of impact on maritime regulation, we obtain the first-order PCR in the conflict scenario. i The PCR possession of the ships in the multi-ship conflict and the i The impact of a single vessel on maritime regulation in a mixed multi-vessel scenario accounts for a portion. Value, and based on and The danger and impact of vessels in conflict scenarios are ranked. Based on the ranking of danger and impact, the available angles for vessels with higher risk positivity (PCR) and greater impact on maritime regulation are appropriately increased. The calculation method is shown in the following formula:

[0051] in, Indicates the first i The potential danger levels of the ships are ranked in reverse order, i.e., for... After sorting in ascending order i The order of the ships; This represents the reverse ranking of the impact of the i-th vessel on maritime regulation, i.e. After ascending order i The order of the ships; and The base value for the steering angle change is 15 degrees and 10 degrees respectively. It is the number obtained by calculating the Shapley value. i The optional steering space increment of a vessel corresponds to Figure 3 The quadratic constraint region in. When the... i When a vessel's turning range is constrained to turn only to left or only to turn only to right, the vessel's selectable turning range increases from the maximum turning radius. When the first i When a vessel is considered to have high straight-line responsibility, the vessel's optional turning range is reduced and increased respectively from the minimum and maximum turning angles. ,like Figure 4 A diagram illustrating ship steering, with the selectable steering angle range shown below: .

[0052] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for determining the timing and calculating the decision space for resolving multi-ship conflicts in mixed-traffic environments, characterized in that, include: Based on the improved potential collision risk vessel domain model PRSD, the potential collision risk PCR between the i-th vessel and the j-th vessel in the sea area is calculated, and a potential collision risk matrix is ​​constructed. The global potential collision risk level of the monitored sea area is calculated based on the potential collision risk matrix. A dual threshold trigger condition is set: when the global potential collision risk is greater than 0.4, a conflict resolution decision is triggered; when the PCR between any two ships is greater than 0.1 and the real-time potential collision risk PCR value increases monotonically over time, a conflict resolution decision is triggered. The turning angle range of each conflicting vessel is obtained by using a multi-ship conflict decision space calculation method, and conflict resolution decisions are formulated.

2. The method for determining the timing and calculating the decision space for resolving multi-ship conflicts in mixed-traffic environments according to claim 1, characterized in that, The potential collision risk matrix is ​​an asymmetric matrix used to characterize the differentiated risk perception among vessels with different speeds, headings, and lengths. The potential collision risk matrix is ​​represented as follows: in, This represents the potential collision risk matrix. This represents the potential collision risk between the nth ship and itself. Indicates the first in the sea area i The ship and the first j Potential collision risks between ships n The total number of vessels identified in the conflict zone.

3. The method for determining the timing and calculating the decision space for resolving multi-ship conflicts in mixed-traffic environments according to claim 2, characterized in that, The global potential collision risk level is obtained by summing all elements in the potential collision risk matrix and then normalizing the result. The calculation formula is as follows: in, This indicates a global potential collision risk.

4. The method for determining the timing and calculating the decision space for resolving multi-ship conflicts in mixed-traffic environments according to claim 3, characterized in that, The method for calculating the ship conflict decision space specifically includes: Based on the relative bearing angles of the two ships and the encounter situation of the ships, the encounter situation is divided into 10 sectors. According to the current position of the ships in the sector, the current avoidance responsibility of the ships is determined and the initial turning angle constraint is completed. The Shapley value method is introduced to calculate the potential collision risk PCR ratio of ships in the conflict, the ratio of different degrees of autonomy, and the ratio of the ship's influence on regulation, and to impose secondary constraints on the initial steering angle; the optional steering space range of each conflicting ship is output.

5. The method for determining the timing and calculating the decision space for resolving multi-ship conflicts in mixed-traffic environments according to claim 4, characterized in that, Based on the relative bearings of the two ships and the encounter situation, the ship... i against the ship j steering angle factor ,: in, This indicates the current situation where the two ships will encounter each other. Indicates an encounter, Indicates starboard crossing. Indicates pursuit and overtaking. Indicates a port-side crossing. Indicates being overtaken; Through the i Summing the ship's multiple steering angle factors, we obtain... i Ship's turning angle factor : Ships i steering angle The initial value is constrained to the interval [ , ],when A value greater than 0 indicates a higher level of straight-line liability for the vessel; in this case, i The ship's turning range to the left and right is reduced by 10° each; A value less than 0 indicates a higher level of responsibility for avoiding collisions; in this case, [the ship's] responsibility will be [increased / reduced]. i The ship's turning range is limited to the right turning interval; if the potential collision risk between a ship and other ships in the scenario is not greater than the threshold, the ship will not take a turning operation, thus obtaining the first part of the selectable turning angle range for each ship: in, Indicates the upper limit of the initial turning interval. This indicates the lower limit of the initial turning interval.

6. The method for determining the timing and calculating the decision space for resolving multi-ship conflicts in mixed-traffic environments according to claim 4, characterized in that, The specific methods for calculating the potential collision risk (PCR) percentage of a vessel in a conflict include: The set of vessel conflicts constituting conflicting vessels in the regulated sea area is defined as follows: subset It consists of a single vessel or multiple vessels. It is a ship assembly N The characteristic function defined above represents the set s The overall potential collision risk posed by the ships included in the report; Description of the i The formula for calculating the PCR (Potential Compensation) of a vessel in a multi-ship conflict is as follows: in, Describing a subset of the set of ship conflicts The number of ships, subset It includes the ships that are currently being calculated. i , Indicates inclusion i Subset of ships Global PCR, This represents the subset of ship i that has been removed. Global PCR, The weighting factor in the Shapley method is used to reflect the various possibilities of a subset of ship conflicts to ensure the fairness and reasonableness of the apportionment of responsibility for the shift. The calculation formula is as follows: 。 7. The method for determining the timing and calculating the decision space for resolving multi-ship conflicts in mixed-traffic environments according to claim 4, characterized in that, The different levels of autonomy include: L0 traditional ships, L1 ships with automated processes and decision support functions, L2 remotely monitored ships requiring crew, L3 remotely controlled ships without crew, and L4 fully autonomous ships. The importance of intelligent ships with different levels of autonomy to maritime supervision is determined by the order relation method as follows: L3>L2>L4>L1=L0.

8. The method for determining the timing and calculating the decision space for resolving multi-ship conflicts in mixed-traffic environments according to claim 7, characterized in that, The calculation method for the percentage of the impact of vessels with different levels of autonomy on regulation specifically includes: use Description of the i The percentage of a vessel's impact on maritime regulation in a mixed multi-vehicle scenario is calculated using the following formula: in, Indicates the first i The weight of the impact of each ship Representing a subset s In k The weighting of the ship's influence s express Includes i A subset of ships This represents the weighting factor of the Shapley method.

9. The method for determining the timing and calculating the decision space for resolving multi-ship conflicts in mixed-traffic environments according to claim 4, characterized in that, The secondary constraint on the initial steering angle specifically includes: Ship i For different subsets After normalizing the PCR percentage and the percentage of impact on maritime regulation, we obtain the first-order PCR in the conflict scenario. i The PCR possession of the vessels in the multi-ship conflict and the i The impact of a single vessel on maritime regulation in a mixed multi-vessel scenario accounts for a portion. Value, and based on and The danger and impact of vessels in conflict scenarios are ranked. Based on the ranking of danger and impact, the available angles for vessels with higher risk positivity (PCR) and greater impact on maritime regulation are appropriately increased. The calculation method is shown in the following formula: in, Indicates the first i The potential danger levels of the ships are ranked in reverse order, i.e., for... After sorting in ascending order i The order of the ships; This represents the reverse ranking of the impact of the i-th vessel on maritime regulation, i.e. After ascending order i The order of the ships; and It is a change in the base value of the steering angle. It is the number obtained by calculating the Shapley value. i The optional steering space increment of the vessel, when the i When a vessel's turning range is constrained to turn only to left or only to turn only to right, the vessel's selectable turning range increases from the maximum turning radius. When the first i When a vessel is considered to have high straight-line responsibility, the vessel's optional turning range is reduced and increased respectively from the minimum and maximum turning angles. , represented as: 。

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