特殊规则约束下感潮河段船舶自主航行方法

贺益雄; 柴露通; 王兵; 赵兴亚; 代永刚; 黄立文

doi:10.3963/j.jssn.1674-4861.2025.04.009

特殊规则约束下感潮河段船舶自主航行方法

doi: 10.3963/j.jssn.1674-4861.2025.04.009

贺益雄^{1, 2, 3,},
柴露通^{1, 2, 3},
王兵^{1, 2, 3},
赵兴亚^{1, 2, 3},
代永刚^{1, 2, 3},
黄立文^{1, 2, 3, ,}

1.
武汉理工大学航运学院武汉 430063
2.
武汉理工大学内河航运技术湖北省重点实验室武汉 430063
3.
武汉理工大学水路交通控制全国重点实验室武汉 430063

基金项目:

国家自然科学基金项目 52071249

国家自然科学基金项目 52271367

详细信息

作者简介:
贺益雄（1976—），博士，教授. 研究方向：智能航行. E-mail：heyixiong7@whut.edu.cn

通讯作者:
黄立文（1963—），博士，教授. 研究方向：交通信息工程及控制. E-mail：whuang@whut.edu.cn

中图分类号: U675.96
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出版历程
- 收稿日期: 2024-07-25

Autonomous Navigation Method for Ships in Tidal River Sections Under Special Rule Constraints

HE Yixiong^{1, 2, 3
,},
CHAI Lutong^{1, 2, 3},
WANG Bing^{1, 2, 3},
ZHAO Xingya^{1, 2, 3},
DAI Yonggang^{1, 2, 3},
HUANG Liwen^{1, 2, 3
, ,}

1.
School of Navigation, Wuhan University of Technology, Wuhan 430063, China
2.
Hubei Key Laboratory of Inland Shipping Technology, Wuhan University of Technology, Wuhan 430063, China
3.
State Key Laboratory of Maritime Technology and Safety, Wuhan University of Technology, Wuhan 430063, China

摘要

摘要: 为解决感潮河段特殊航行规则约束下的船舶自主航行问题，以南通段水域为例，对态势感知、规则融入和操纵决策开展研究。基于环境特征与决策需求，在传统数字化交通环境模型的基础上考虑航道因素与潮汐情况，创新性构建感潮河段数字化交通环境模型并以真实数据驱动，将其转化为决策程序可识别的信息库，系统读取信息库信息，感知附近环境构成要素的状态和发展态势，为决策与控制提供输入信息。量化解析《内河避碰规则》和良好船艺要求，结合感潮河段航道走向和舷角比对方法，改进传统会遇局面辨识模型，创新性建立感潮河段会遇局面与避让责任辨识模型，明确涨潮、非涨潮期间船舶避让责任与行动时机，并建立约束方程。在环境、避让责任、操纵性等多因素约束下，提出1种能自适应潮汐影响、求取避碰方案的自主航行方法，在真实数据驱动的通航环境中进行了2组仿真实验和1组对比实验。实验结果表明：在不同潮汐情况下，本文方法均能准确识别会遇局面，判断避让责任，生成、执行能让清所有目标的改向改速方案。对比实验中，内河宽水域航行决策方法下，本船在t = 1 s时右转5°避让目标船，避让责任判定错误，行动时机和幅度不符合特殊规则和良好船艺要求；本文方法下，可感知潮汐情况和本船航行状态，在t = 201 s时右转15°安全通过，符合要求。
- 航行安全 /
- 感潮河段 /
- 自主航行 /
- 内河会遇局面辨识 /
- 避让方案
Abstract: To address the issue of autonomous ship navigation under the constraints of special navigation rules in tidal river sections, a case study is conducted using the Nantong section waters, focusing on situation awareness, rule integration, and maneuvering decisions. Based on environmental characteristics and decision-making requirements, an innovative digital traffic environment model for tidal river sections is developed by incorporating channel factors and tidal conditions into the traditional digital traffic environment model. Driven by real data, this model is transformed into an information database recognizable by decision-making programs. The system reads the database to perceive the real-time status and development trends of environmental elements near the own ship, providing input for critical processes such as decision-making and control. The"Inland Waterway Collision Avoidance Rules" and good seamanship requirements are quantitatively analyzed. By integrating the channel direction and angle-on-the-bow comparison in tidal river sections, an improved model for identifying encounter situations based on angle-on-the-bow comparison is developed. An innovative model for identifying encounter situations and collision avoidance responsibilities in tidal river sections is established, clarifying the responsibilities and timing of actions during flood and non-flood tides, and converting these into computable constraint equations. Under the constraints of environment, collision avoidance responsibilities, and maneuverability, a novel autonomous navigation method is proposed to adaptively account for tidal influences and derive collision avoidance solutions. Two sets of simulation experiments and a comparative experiment are conducted in a real-data-driven general aviation environment. The simulation results demonstrate that, under different tidal conditions, the proposed method can accurately identify encounter situations, determine collision avoidance responsibilities, and calculate and execute course and speed change plans to avoid all targets. In the comparative experiment, under the inland wide waterway navigation decision-making method, the own ship alters course 5° to starboard at t = 1 s to avoid the target ship, resulting in incorrect collision avoidance responsibility judgment, with action timing and magnitude not complying with special rules and good seamanship requirements. In contrast, the proposed method, which accounts for tidal conditions and the own ship's navigation state, alters course 15° to starboard at t = 201 s, ensuring safe passage in compliance with requirements.
- Navigation safety /
- tidal river sections /
- autonomous navigation /
- inland river encounter situation recognition /
- collision avoidance solution

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图 1 自主航行方法流程

Figure 1. Autonomous navigation methods process

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图 2 静态数字交通环境可视化

Figure 2. The visualization of static digital traffic environment

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图 3 船位推算轨迹图

Figure 3. Ship position reckon model

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图 4 最优PID控制器

Figure 4. The principle of the Optimal PID controller

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图 5 航线跟踪方法

Figure 5. The method of route tracking method

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图 6 内河船舶会遇局面示意图

Figure 6. The encounter situation of inland waterway ship

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图 7 感潮河段航行决策方法

Figure 7. Navigation decision-making method of tide-influenced

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图 8 追越过程图

Figure 8. overtaking process

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图 9 仿真实验1

Figure 9. Simulation experiment 1

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图 10 仿真实验2

Figure 10. Simulation experiment 2

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图 11 对比实验

Figure 11. Comparative experiment

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图 12 对比实验本船航向

Figure 12. The OS'course of the two method

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图 13 仿真实验1本船航向航速变化对比图

Figure 13. The comparison of ship's course and speed in simulation experiment 1

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表 1 “Interlink Equality”轮车钟转速表

Table 1. The telegraph of "Interlink Equality"

档位	转速/(r/min)	航速/(n mile/h)
前进四	90	13.5
前进三	83	12.5
前进二	75	10.5
前进一	55	8
微速前进	34	4.5
停车	0	0

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表 2 感潮河段会遇局面与避让责任辨识模型

Table 2. Inland waterway encounter situation and avoidance responsibility recognition model

会遇局面	避让责任	条件
追越	让路船	$\left(\left\|\alpha_1-\theta_1\right\| \leqslant 6^{\circ} \cap\left\|\alpha_2-\theta_2\right\| \leqslant 6^{\circ}\right) \cap\left[Q 1 \in\left(112.5^{\circ}, 247.5^{\circ}\right) \cap V_1>V_2\right]$
追越	被让路船	$\left(\left\|\alpha_1-\theta_1\right\| \leqslant 6^{\circ} \cap\left\|\alpha_2-\theta_2\right\| \leqslant 6^{\circ}\right) \cap\left[Q \in\left(112.5^{\circ}, 247.5^{\circ}\right) \cap V_1 <V_2\right]$
对驶相遇	让路船	$Q 1 \in\left[0^{\circ}, 90^{\circ}\right] \cup\left[270^{\circ}, 360^{\circ}\right), Q \in\left[0^{\circ}, 90^{\circ}\right] \cup\left[270^{\circ}, 360^{\circ}\right), \left(\left\|\alpha_1-\theta_1\right\| \leqslant 6^{\circ} \cap\left\|\alpha_2-\theta_2\right\| \leqslant 6^{\circ}\right)$, 上行船/逆流船
对驶相遇	被让路船	$Q 1 \in\left[0^{\circ}, 90^{\circ}\right] \cup\left[270^{\circ}, 360^{\circ}\right), Q \in\left[0^{\circ}, 90^{\circ}\right] \cup\left[270^{\circ}, 360^{\circ}\right), \left(\left\|\alpha_1-\theta_1\right\| \leqslant 6^{\circ} \cap\left\|\alpha_2-\theta_2\right\| \leqslant 6^{\circ}\right)$, 下行船/顺流船
横越	让路船	$84^{\circ} \leqslant\left\|\alpha_1-\theta_1\right\| \leqslant 96^{\circ} \cap\left\|\alpha_2-\theta_2\right\| \leqslant 6^{\circ} \text { 或 } 264^{\circ} \leqslant\left\|\alpha_1-\theta_1\right\| \leqslant 276^{\circ} \cap\left\|\alpha_2-\theta_2\right\| \leqslant 6^{\circ}$
横越	被让路船	$\left\|\alpha_1-\theta_1\right\| \leqslant 6^{\circ} \cap 84^{\circ} \leqslant\left\|\alpha_2-\theta_2\right\| \leqslant 96^{\circ} \text { 或 }\left\|\alpha_1-\theta_1\right\| \leqslant 6^{\circ} \cap 264^{\circ} \leqslant\left\|\alpha_2-\theta_2\right\| \leqslant 276^{\circ}$
交叉相遇	让路船	不构成追越、对驶相遇和横越局面；同流向，Q ∈ (0°, 112.5°)，不同流向，上行船/逆流船
交叉相遇	被让路船	不构成追越、对驶相遇和横越局面；同流向，Q1 ∈ (0°, 112.5°)，不同流向，下行船/顺流船

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表 3 碰撞危险度与会遇阶段对应关系

Table 3. Correspondence between CRI and encounter stage

会遇阶段	碰撞危险度
无碰撞危险	0
碰撞危险	(0, 0.4]
紧迫局面（相互接近到单凭1艘船的行动已不能导致在安全距离上驶过）	(0.4, 1)

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表 4 辨识分析结果

Table 4. Identification and analysis results

船舶	局面辨识结果	避让责任		本船避让原则
船舶	局面辨识结果	涨潮时	非涨潮时	涨潮时	非涨潮时
目标船1	不同向右交叉	目标船1为让路船	本船为让路船	w < 0.4保向保速；w≥0.4右转	w≥0右转
目标船2	横越	目标船2为让路船	目标船2为让路船	w < 0.4保向保速；w≥0.4右转	w < 0.4保向保速；w≥0.4右转
目标船3	同向右交叉	本船为让路船	本船为让路船	w>0右转	w>0右转
目标船4	追越	目标船4为让路船	目标船4为让路船	w < 0.4保向保速；w≥0.4背着追越船转向	w < 0.4保向保速；w≥0.4背着追越船转向
目标船5	追越	本船为让路船	本船为让路船	w>0右转	w>0右转
目标船6	对驶相遇	目标船6为让路船	本船为让路船	w < 0.4保向保速；w≥0.4右转，左舷会船	w>0右转，以左舷会船
目标船7	同向左交叉	目标船7为让路船	目标船7为让路船	w < 0.4保向保速；w≥0.4右转	w < 0.4保向保速；w≥0.4右转
目标船8	不同向左交叉	目标船8为让路船	本船为让路船	w < 0.4保向保速；w≥0.4右转	w>0右转

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表 5 “Interlink Equality”轮船舶参数

Table 5. The parameters of "Interlink Equality"

参数名称	数据
船长/m	180
船宽/m	32
吃水/m	10.5
排水量/t	49 000
螺旋桨直径/m	6.2
螺距/m	4.673

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表 6 本船初始运动状态表

Table 6. The initial motion state of ownship

初始状态	初始状态
经度(°)	E 120.883 1
纬度(°)	N 31.908 7
初始航向(°)	338.4
初始档位	前进三

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表 7 目标船4、5初始参数

Table 7. The initial parameters of target ships 4 and 5

船舶	经度/(°)	纬度/(°)	航向/(°)	航速/ (n mile/h)
目标船4	E 120.8779	N 31.9197	337.1	4.2
目标船5	E 120.8799	N 31.9414	250.3	3.9

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表 8 目标船6、7初始参数

Table 8. The initial parameters of target ships 6 and 7

船舶	经度(°)	纬度(°)	航向(°)	航速(n mile/h)
目标船6	E 120.8881	N 31.9364	198.0	10.0
目标船7	E 120.8675	N 31.9412	156.0	8.1

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表 9 对比实验结果分析

Table 9. The analysis of comparative experiment results

方法	潮汐情况	本船航行状态	局面辨识结果		避让责任	行动时机	操纵方案	规则符合性
方法	潮汐情况	本船航行状态	目标船6	目标船7	避让责任	行动时机	操纵方案	规则符合性
本文方法	涨潮	顺流	不同向右交叉	对驶相遇	被让路船	w ≥ 0.4	右转15°	符合
对比方法	/	/	交叉	对驶相遇	让路船	w > 0	右转5°	不符合

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