JP7656965B2 - Intelligent navigation operation risk warning method - Google Patents

Description

The present invention relates to the field of intelligent ship navigation control technology, and more particularly to an intelligent navigation operation risk warning method.

In recent years, China's shipbuilding industry has developed at a relatively fast pace, with shipbuilding volume constantly increasing. Especially with the continuous progress of digital and intelligent technologies, and the rapid development of the Internet of Things, information technology, artificial intelligence and 5G communication technology, the entire shipping industry has made great progress in terms of computers, digitalization and intelligence.

When intelligent ships navigate, there is a lack of human control, and they cannot rely on human thinking and experience to predict risks in advance, so they can only reduce losses through cooperation between various equipment.

Therefore, how to provide early warning of collision risks that may be encountered during intelligent navigation, optimize the ship's designated route based on the ship's own operating status and the magnitude of the risk through the intelligent navigation decision-making system, and avoid risks in real time is currently an issue that needs to be resolved urgently.

In view of the above, an embodiment of the present invention provides an intelligent navigation operation risk warning method to solve the problem of lack of research in optimizing the ship's predetermined route during navigation and real-time evacuation in the prior art.

An embodiment of the present invention provides an intelligent navigation operation risk warning method,
determining a navigation safety area based on a ship area model;
acquiring information on the navigation area and inputting the information into a collision prevention assistance device;
predicting approach point coordinates based on the vessel's sailing speed, vessel's course, surface obstacle information, and underwater obstacle information;
and replanning a route if the approach point coordinate is within the navigation safety area under the current route.

（ここで、Ｒ_前は航行安全領域の縦方向前半径、Ｒ_後は航行安全領域の縦方向後半径、Ｒ_左は航行安全領域の横方向左半径、Ｒ_右は航行安全領域の横方向右半径、Ｌは船舶の長さ、Ｖ_ｔは船舶航行時のリアルタイム航行速度である。） Preferably, the step of determining a navigation safety area based on a ship area model comprises:
This includes establishing a coordinate system with the center of the ship as the origin, the bow direction as the positive x-axis direction, and the direction perpendicular to the bow as the positive y-axis direction.

(Here, R _before is the longitudinal radius of the navigation safety area, R _after is the longitudinal radius of the navigation safety area, R _left is the lateral left radius of the navigation safety area, R _right is the lateral right radius of the navigation safety area, L is the length of the ship, and _Vt is the real-time navigation speed when the ship is sailing.)

（ここで、ｋ_１、ｋ_２、ｋ_３、ｋ_４、ｋ_５∈［０，１］、それぞれ風、波、流、海霧、降雨の影響係数である。） Preferably, the method further includes setting a navigation safety area radius based on the effects of wind, waves, currents, sea fog, and rainfall.

(Here, k ₁ , k ₂ , k ₃ , k ₄ , k ₅ ∈[0,1] are the influence coefficients of wind, waves, currents, sea fog, and rainfall, respectively.)

（ここで、ｓｇｎ（^＊）は符号判別関数である。） Preferably, the boundary layer equation of the navigation safety area is expressed by the following equation:

(where sgn( ^* ) is the sign discrimination function.)

Preferably,
If the water obstacle is another vessel and the other vessel is equipped with an automatic identification system, exchanging vessel position, sailing speed, course, vessel name, and call sign information through the automatic identification system;
If the other vessel is not equipped with an automatic identification device, the method further includes steps of identifying the other vessel through an infrared thermal imager and a visible light camera, determining the position of the other vessel through a laser radar, determining the course of the other vessel, obtaining the real-time sailing speed of the other vessel by obtaining the sailing distance and sailing time of the other vessel through two positionings, and obtaining the sailing trajectory of the surface obstacle through a collision prevention assistance device.

Preferably,
detecting a speed and a direction of an underwater obstacle via sonar;
and acquiring a navigation trajectory of the underwater obstacle through the collision avoidance assistance device.

Preferably,
If the surface obstacle is a ship currently sailing, and the approach point is within the navigation safety area of the ship, the method further includes the steps of transmitting an avoidance signal to the ship in accordance with the Act on Prevention of Collisions at Sea until the approach point is no longer within the navigation safety area of the ship, and if the ship does not take any avoidance action, changing the course and speed of the ship when the ship enters the navigation safety area of the ship to actively avoid the ship.

Preferably,
If the surface obstacle is a marine navigation obstacle, the method further includes the step of taking active avoidance measures.

Preferably,
If the underwater obstacle is a fixed obstacle, measuring the straight-line distance between the fixed obstacle and the vessel and the included angle between the fixed obstacle and a horizontal plane by using sonar;
calculating a vertical distance from a fixed navigation obstacle to the water surface;
determining the vertical distance from a fixed obstruction to the water surface and the magnitude of the vessel's draught;
determining that the fixed obstruction has no effect on the vessel if the vertical distance from the fixed obstruction to the water surface is greater than the vessel's draft;
and taking active avoidance measures if the vertical distance from the fixed navigational obstacle to the water surface is less than the vessel's draft.

Preferably,
If the underwater obstacle is a moving obstacle, acquiring a moving speed and a moving direction of the moving obstacle by a sonar;
predicting the emergence trajectory of a moving navigation obstacle using a collision prevention assistance device;
and adjusting the course and speed of the vessel based on the ascent trajectory of the moving navigation obstacle.

The beneficial effects of the embodiments of the present invention are as follows:
By constructing a quaternion ship domain model, the safe navigation boundary of the intelligent ship can be determined, various devices can be used to collect surface and underwater information, predict possible collision risks, promptly plan new routes, adjust heading and sailing speed, and avoid collision risks in a timely manner, so as to predict the collision risks in real time when the intelligent ship is sailing, and improve the safety of its sailing.

The features and advantages of the present invention will be more clearly understood by referring to the drawings, which are schematic and should not be understood as limiting the present invention, in which:

2 is a flowchart of an intelligent navigation operation risk warning method according to an embodiment of the present invention; FIG. 2 is a schematic diagram of an intelligent ship navigation safety area in an embodiment of the present invention. FIG. 2 is a schematic diagram of the minimum approach distance between an intelligent vessel and another vessel in an embodiment of the present invention; 2 is a schematic diagram of the vertical distance from an underwater obstacle to the water surface in an embodiment of the present invention. 4 is a flowchart of another intelligent navigation operation risk warning method in an embodiment of the present invention.

In order to make the objectives, technical aspects and advantages of the embodiments of the present invention clearer, the technical aspects of the embodiments of the present invention are clearly and completely described below in conjunction with the drawings of the embodiments of the present invention. Obviously, the described embodiments are only some of the embodiments of the present invention, but not all of the embodiments. All other embodiments that can be obtained by a person skilled in the art based on the embodiments of the present invention without performing creative labor, fall within the scope of protection of the present invention.

An embodiment of the present invention provides an intelligent navigation operation risk warning method, as shown in FIG. 1, comprising the following steps:
Step S10 of determining a navigation safety area based on the ship area model.

（ここで、Ｒ_前は航行安全領域の縦方向前半径、Ｒ_後は航行安全領域の縦方向後半径、Ｒ_左は航行安全領域の横方向左半径、Ｒ_右は航行安全領域の横方向右半径、Ｌは船舶の長さ、Ｖ_ｔは船舶航行時のリアルタイム航行速度である。） In this embodiment, as shown in FIG. 2, when determining the ship navigation safety area model, a coordinate system is established with the center of the ship as the origin, the bow direction as the positive direction of the x-axis, and the direction perpendicular to the bow as the positive direction of the y-axis, as shown in the following equation 7, where R _front , R _rear , R _left , and R _right respectively represent the longitudinal radius of the ship area and the transverse radius of the ship area, and the calculation formula is as follows:

(Here, R _before is the longitudinal radius of the navigation safety area, R _after is the longitudinal radius of the navigation safety area, R _left is the lateral left radius of the navigation safety area, R _right is the lateral right radius of the navigation safety area, L is the length of the ship, and _Vt is the real-time navigation speed when the ship is sailing.)

The formula shows that the longer the ship and the faster its speed, the larger the radius of its safe zone, and the size of the ship's zone increases with the ship's length and sailing speed.

Step S20: Obtain information about the navigation area and input it into the collision prevention assistance device.

In this embodiment, all units are converted equally, and when the unit of navigation speed is unified to nautical miles/hour, the heading unit is displayed uniformly as longitude and latitude, and after being introduced into the collision prevention assistance device, the navigation trajectory of the navigation obstacle at the future time is drawn based on the heading and route speed.

Step S30 predicts the approach point coordinates based on the ship's sailing speed, the ship's course, surface obstacle information, and underwater obstacle information.

In this embodiment, the minimum approach distance between another ship and the ship is determined by a geometric method.

If the approach point coordinates are within the range of the navigation safety area under the current route, step S40 replans the route.

In this embodiment, the intelligent navigation decision-making system judges the approach point, and if it brings danger to the ship, the intelligent decision-making system will timely plan a new route and avoid it. By constructing a quaternion ship domain model, the safe navigation boundary of the intelligent ship is determined, and various equipment is used to collect surface and underwater information, predict the collision risk that may be encountered, timely plan a new route, adjust the heading and sailing speed, and timely avoid the collision risk, and predict the collision risk in real time when the intelligent ship is sailing, thereby improving the safety of its sailing.

（ここで、ｋ_１、ｋ_２、ｋ_３、ｋ_４、ｋ_５∈［０，１］、それぞれ風、波、流、海霧、降雨の影響係数である。） As an optional embodiment,
and setting a navigation safety area radius based on the effects of wind, waves, currents, sea fog, and precipitation.

(Here, k ₁ , k ₂ , k ₃ , k ₄ , k ₅ ∈[0,1] are the influence coefficients of wind, waves, currents, sea fog, and rainfall, respectively.)

（ここで、ｓｇｎ（＊）は符号判別関数である。） As an optional embodiment, the boundary layer equation for the navigation safety region is expressed by the following equation:

(where sgn(*) is the sign discrimination function.)

In this embodiment, in order to avoid creating a tense situation when a ship approaches, the safety area is set to an area composed of four different elliptical arcs, in which case the area is larger, increasing safety when avoiding ships, and taking into account the effects of the ship's length, speed, and environmental factors, allowing for dynamic changes in the safety area boundary in response to changes in the navigation environment.

As an optional embodiment,
If the water obstacle is another vessel and the other vessel is equipped with an automatic identification system, exchanging vessel position, sailing speed, course, vessel name, and call sign information through the automatic identification system;
If the other vessel is not equipped with an automatic identification device, the method further includes steps of identifying the other vessel through an infrared thermal imager and a visible light camera, determining the position of the other vessel through a laser radar, determining the course of the other vessel, obtaining the real-time sailing speed of the other vessel by obtaining the sailing distance and sailing time of the other vessel through two positionings, and obtaining the sailing trajectory of the water surface obstacle through a collision prevention assistance device.

In a specific embodiment, if the surface obstacle is a ship currently sailing, and the approach point is within the vessel's safe navigation area, an avoidance signal will be sent to the ship in accordance with the Act on Prevention of Collisions at Sea until the approach point is no longer within the vessel's safe navigation area; if the ship does not take evasive action, when the ship enters the vessel's safe navigation area, the vessel's course and speed will be changed to actively avoid the ship.

In this embodiment, the ship's sailing speed can be obtained directly from the sailing speed indicator, and the heading can be obtained based on the GPS system. For a ship sailing on the sea surface, the ship and its minimum approach distance (DCPA) are displayed on the collision prevention aid device by a geometric method, as shown in Figure 3. If the approach point is within the ship's navigation safety area, an avoidance signal is sent to the ship based on the Maritime Collision Prevention Act until the approach point is no longer within the ship's navigation safety area, and if the ship does not take avoidance action, when the ship enters the ship's navigation safety area, the ship's course and speed are changed to actively avoid the ship.

In a specific embodiment, the minimum visible distance of the signal lamps installed on the ship is 6 nautical miles, so the range of maritime information collected in the present invention is a circular area with a radius of 6 nautical miles centered on the intelligent ship. For ships sailing on the sea surface, it is necessary to obtain their sailing speed, and the intelligent ship is equipped with an Automatic Identification System (AIS), and ships equipped with the system can obtain the necessary information by automatically exchanging important information such as ship position, sailing speed, course, ship name, and call sign information.

For some ships that are not equipped with an AIS system, the ship will identify them using the on-board infrared thermal imager and visible light camera, as well as position them using a laser radar and determine their course. It will then determine their travel distance s and required time t by performing two positioning operations in a short period of time, and calculate the real-time travel speed v = s/t based on this. Other navigation obstacles will also be identified and located using these on-board equipment.

In an optional embodiment, detecting speed and orientation of an underwater obstacle via sonar;
and acquiring a navigation trajectory of the underwater obstacle through the collision prevention assistance device.

In this embodiment, sonar is used to detect underwater obstacles, determine their speed and direction, and all of the above information is monitored in real time.

If the underwater obstacle is a fixed obstruction, use sonar to measure the straight-line distance between the obstruction and the vessel, and the included angle between the obstruction and a horizontal plane. Calculate the vertical distance from the obstruction to the water surface. Determine the vertical distance from the obstruction to the water surface and the vessel's draft. If the vertical distance from the obstruction to the water surface is greater than the vessel's draft, determine that the obstruction has no effect on the vessel. If the vertical distance from the obstruction to the water surface is less than the vessel's draft, take active avoidance measures.

If the underwater obstacle is a moving obstacle, the moving speed and direction of the moving obstacle are obtained by sonar. The collision prevention assistance device is used to predict the surface trajectory of the moving obstacle. The course and speed of the ship are adjusted based on the surface trajectory of the moving obstacle.

In this embodiment, it is necessary to determine whether the underwater obstacle is a moving obstacle or a fixed obstacle, and if it is a fixed obstacle, it is necessary to obtain the vertical distance L from the obstacle to the water surface. The specific steps are: measure the linear distance S between the obstacle and the ship and the included angle α between the obstacle and the horizontal plane by sonar, as shown in Figure 4, the distance from the obstacle to the horizontal plane is L = S ^* sin α, assume that the draft depth of the ship is D, and determine the magnitude of L and D, and if L > D, determine that the obstacle has no effect on the ship; if it is a moving obstacle, identify its moving speed and direction by sonar, use the collision prevention assistance device to predict that it will move along the current speed and direction, and predict whether it will be within the current ship safety area when it surfaces, and adjust the course and speed in a timely manner based on the prediction result to ensure the safety of the intelligent ship's navigation.

As an optional embodiment, active avoidance measures are taken if the surface obstacle is an obstacle to marine navigation.

In this embodiment, when there is an obstacle to navigation at sea, the ship must immediately take evasive measures to avoid losses. The specific method is that for moving obstacles, the judgment method is the same as for a ship sailing, except that the ship has no choice but to replan its course to avoid them. For fixed obstacles, the ship must determine whether they are within a safe area at a certain point in the future based on the ship's navigation trajectory, and if so, replan its course to avoid the obstacle.

In a specific embodiment, as shown in FIG. 5, a safety area for intelligent ship navigation is constructed based on a quaternion ship area model, navigation sea area information is obtained, and input to a collision prevention assistance device, which analyzes and processes the water surface information and underwater information respectively, selects avoidance measures, and ensures the safety of intelligent ship navigation.

Although the embodiments of the present invention have been described with reference to the accompanying drawings, various modifications and variations may be made by those skilled in the art without departing from the spirit and scope of the present invention, and all such modifications and variations are within the scope defined by the appended claims.

Claims (7)

determining a navigation safety area based on a ship area model;
acquiring information on the navigation area and inputting the information into a collision prevention assistance device;
predicting approach point coordinates based on the vessel's sailing speed, vessel's course, surface obstacle information, and underwater obstacle information;
replanning a route if the approach point coordinate is within the navigation safety area under the current route;
Setting a navigation safety area radius based on the effects of wind, waves, currents, sea fog, and rainfall ;
The step of determining a navigation safety area based on a ship area model includes:
Establishing a coordinate system with the center of the ship as the origin, the bow direction as the positive x-axis direction, and a direction perpendicular to the bow as the positive y-axis direction;
The intelligent navigation operation risk warning method, characterized in that the boundary layer equation of the navigation safety area is expressed by the following equation :

(Here, R _before is the longitudinal radius of the navigation safety area, R _after is the longitudinal radius of the navigation safety area, R _left is the lateral left radius of the navigation safety area, R _right is the lateral right radius of the navigation safety area, L is the length of the ship, and Vt _is the real-time navigation speed when the ship is sailing.)

(Here, k ₁ , k ₂ , k ₃ , k ₄ , k ₅ ∈[0,1] are the influence coefficients of wind, waves, currents, sea fog, and rainfall, respectively.)

(where sgn(*) is the sign discrimination function.) If the water surface obstacle is another ship and the other ship is equipped with an automatic identification system, exchanging ship position, sailing speed, course, ship name, and call sign information through the automatic identification system;
The intelligent navigation operation risk warning method of claim 1, further comprising the steps of: identifying the other vessel through an infrared thermal imager and a visible light camera, determining the position of the other vessel through a laser radar, determining the course of the other vessel, obtaining the real-time sailing speed of the other vessel by obtaining the sailing distance and sailing time of the other vessel through two positionings, if the other vessel is not equipped with an automatic identification system, and obtaining the sailing trajectory of the water surface obstacle through the collision prevention assistance device. detecting a speed and a direction of an underwater obstacle via sonar;
The intelligent navigation operation risk warning method according to claim 1 , further comprising: acquiring a navigation trajectory of the underwater obstacle through the collision prevention assistant device. The intelligent navigation operation risk warning method of claim 2, further comprising the steps of: when the water surface obstacle is a ship currently sailing, if the approach point is within the navigation safety area of the ship, sending an avoidance signal to the ship according to the Maritime Collision Prevention Act until the approach point is no longer within the navigation safety area of the ship; and if the ship does not take any avoidance action, changing the course and speed of the ship when the ship enters the navigation safety area of the ship to actively avoid the ship. The intelligent navigation operation risk warning method according to claim 4 , further comprising: taking active avoidance measures if the water surface obstacle is a marine navigation obstacle. If the underwater obstacle is a fixed obstacle, measuring a straight-line distance between the fixed obstacle and the vessel and an included angle between the fixed obstacle and a horizontal plane by using the sonar;
calculating a vertical distance from the fixed navigation obstacle to the water surface;
determining the vertical distance from said fixed obstacle to the water surface and the magnitude of the vessel's draft;
determining that the fixed obstruction has no effect on the vessel if the vertical distance from the fixed obstruction to the water surface is greater than the vessel's draft;
The intelligent navigation operation risk warning method according to claim 3 , further comprising: taking active avoidance measures when the vertical distance from the fixed navigation obstacle to the water surface is less than the vessel's draft. If the underwater obstacle is a moving obstacle, acquiring a moving speed and a moving direction of the moving obstacle by the sonar;
The intelligent navigation operation risk warning method of claim 6, further comprising: using the collision prevention assistance device to predict the rising trajectory of the moving navigation obstacle; and adjusting the course and navigation speed of the ship according to the rising trajectory of the moving navigation obstacle.

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