阅读说明：本技术 一种基于海陆约束的船舶预测轨迹修正方法 (Ship predicted track correction method based on sea-land constraint ) 是由 郭琦 张文宝 裴新宇 楚博策 刘敬一 高峰 陈金勇 于 2021-08-16 设计创作，主要内容包括：本发明公开了一种基于海陆约束的船舶预测轨迹修正方法,属于海上运动目标动向预测技术领域。本发明针对当前各类船舶航迹预测算法中未充分考虑海陆约束,导致部分预测结果出现在陆地上的问题,提出一种基于差异化海岸线缓冲区的预测结果修正方法。首先针对水上通行环境中常见的开阔海域、海峡、群岛、内河等进行差异化缓冲区计算,在不改变原有拓扑关系的情况下生成船舶可通行区域。在此基础上,细致化分析了预测轨迹与可通行区域边缘的典型关系模式,并针对不同模式设计了预测轨迹修正策略,能够较好的改正现有各类算法的输出结果,是对现有各类船舶航迹预测方法的有效补充。(The invention discloses a ship predicted track correction method based on sea-land constraint, and belongs to the technical field of marine moving target movement direction prediction. The invention provides a prediction result correction method based on a differential coastline buffer area, aiming at the problem that part of prediction results appear on land due to insufficient consideration of sea-land constraints in current various ship track prediction algorithms. Firstly, differential buffer area calculation is carried out on open sea areas, straits, islands, inland rivers and the like which are common in the water traffic environment, and the passable area of the ship is generated under the condition that the original topological relation is not changed. On the basis, typical relation modes of the predicted track and the edges of the passable areas are analyzed in detail, predicted track correction strategies are designed aiming at different modes, the output results of various existing algorithms can be better corrected, and the method is an effective supplement to various existing ship track prediction methods.)

1. A ship predicted track correction method based on sea and land constraint is characterized by comprising the following steps:

(1) generating a differentiated land buffer area;

(2) and judging the relation mode of the ship predicted track and the buffer area, and correcting the ship predicted track aiming at each relation mode.

2. The ship predicted track correction method based on sea-land constraint according to claim 1, characterized in that the concrete mode of step (1) is as follows: by a GIS buffer zone generation method, based on a global coastline, differentiated land buffer zone generation strategies are formulated respectively aiming at passable areas of ships in open sea areas, straits, islands and inland river environments, and are fused to form a uniform global ship navigation area MP;

wherein MP is the MULTIPOLYGON vector object composed of σ polygons₁,P₂,...,P_σ) Each polygonal object P_iIs a closed vector plane of a city enclosed by sequentially connecting pi geographic coordinate points from head to tail.

3. The marine land and sea constraint-based ship predicted track correction method according to claim 1, wherein the step (2) specifically comprises the following steps:

(201) suppose that the predicted track of the ship is l ═ p (p)₁,p₂,...p_m)，p_iThe longitude and latitude of the place are x respectively_i,y_i(ii) a Obtaining the first polygon P in MP with intersection with l_θThen, go to step (202), if l and MP have no intersection, it means that the track landing situation does not occur, and it is not necessary to perform track correction;

(202) according to l and P_θThe number of intersections of the edges of (1) distinguishes the different modes as follows:

modes 0, l and P_θHas no edgeA point of intersection;

modes 1, l and P_θHas an intersection point, and the starting point p of l₁Is contained in P_θWithin the region;

modes 2, l and P_θHas an intersection point, and the starting point p of l₁Is not contained in P_θWithin the region;

modes 3, l and P_θThe edge of (a) has two intersections;

modes-1, l and P_θThe edge of (a) has at least 3 intersections;

(203) and respectively correcting the flight paths according to different modes as follows:

track correction for mode 0: in the mode 0, predicting that the ship continues to move forwards after entering the range of the buffer area, judging that the ship is going to move to the shore under the condition, stopping the ship from moving forwards at the intersection of the track and the coastline, and cutting off the track at the intersection;

track correction for mode 1: in the mode 1, predicting that the ship penetrates out of the buffer area from inside to outside, judging that the ship has departure behavior under the condition that the ship penetrates out of the buffer area and then moves forward continuously, keeping a track section in the buffer area unchanged, and sending the track section outside the buffer area as new l to the step (201) for recursive processing;

track correction for mode 2: in the mode 2, predicting that the ship enters the buffer area from outside to inside outside the buffer area, judging that the ship sails along the edge of the buffer area under the condition, and selecting a sailing direction according to a direction priority strategy after the ship reaches the edge of the buffer area;

track correction for mode 3: in the mode 3, the predicted ship starts to sail through the buffer area outside the buffer area, under the condition, the ship is judged to sail around the buffer area, an intersection point of the predicted flight path entering the buffer area is recorded as an entry point, an intersection point of the predicted flight path penetrating out of the buffer area is recorded as an exit point, a flight path section before the entry point is kept unchanged, a flight path section after the entry point is corrected at the edge of the buffer area according to a direction priority strategy or a distance priority strategy, and the flight path section after the exit point is used as a new l to be sent into the step (201) for recursive processing;

track correction for mode-1: under the mode-1, the predicted ship starts to pass through the buffer area for multiple times outside the buffer area for sailing, under the condition, the ship is judged to bypass the buffer area for sailing, an intersection point of the predicted flight path which firstly enters the buffer area is recorded as a first entering point, an intersection point which firstly passes out of the buffer area is recorded as a first exiting point, a flight path section before the first entering point is kept unchanged, a flight path section after the first entering point is corrected at the edge of the buffer area according to a direction priority strategy, and the flight path section after the first exiting point is taken as a new l to be sent into the step (201) for recursive processing;

the direction priority strategy is to calculate an included angle between the track advancing direction at the intersection point and the anticlockwise direction of the edge of the buffer area at the intersection point, if the included angle is smaller than 90 degrees, the intersection point detours in the clockwise direction, otherwise, the intersection point detours in the anticlockwise direction;

the distance priority strategy is to calculate the clockwise distance and the anticlockwise distance from the entry point to the exit point on the edge of the buffer area, and the direction with the shorter distance is the bypassing direction.

4. The marine land and sea constraint-based ship predicted track correction method as claimed in claim 2, wherein the MP is generated in a manner of MP on the global coastline₀On the basis, a buffer area is generated on the basis of a leading sea base line or a coastline in the open sea area by taking 12 nautical miles as buffer distances aiming at the open sea area; aiming at strait, chinampa and inland river regions, on the premise of ensuring that the topological relation of the regions is not changed, the specified distance is used as the buffer distance to generate the buffer region.

Technical Field

The invention belongs to the technical field of marine moving target movement direction prediction, and particularly relates to a ship predicted track correction method based on sea and land constraints.

Background

The track prediction is an important content in the problem of predictive analysis of the behavior rule and the movement direction of the ship. The current prediction methods for ship tracks mainly include two types: one is that typical tracks of ships under various typical space-time conditions are summarized by means of navigation records of a large number of ships in history and modes of track space-time clustering, mode extraction and the like, and the future tracks of the current ships are predicted according to the typical tracks; the other type is that the ship track prediction is realized completely from the current track data by extracting track space characteristics, time characteristics, ship motion characteristics and the like and by means of a machine learning or deep learning method under the condition of not depending on historical data.

Neither of the above two approaches adequately takes into account sea-land constraints (i.e., coastlines) in the algorithm design process. The first method adopts a mode of simulating historical tracks and implicitly utilizes sea-land relation information in the historical tracks; the second method hardly takes the sea-land relationship into consideration, but the coastline directly affects the accuracy of the prediction result as a strong physical constraint for the navigation of the marine vessel. Therefore, if no correction is made, the result of the track prediction may appear on the land. Therefore, the above method is currently most suitable for the flight path prediction problem in the case of low influence of sea-land relation, such as open sea or short-term prediction, and it is often difficult to obtain a good prediction effect near a river or an island.

Disclosure of Invention

The invention aims to solve the problem that part of prediction results appear on land due to insufficient consideration of sea-land constraints in current various ship track prediction algorithms, and provides a ship predicted track correction method based on sea-land constraints.

The purpose of the invention is realized as follows:

a ship predicted track correction method based on sea and land constraint comprises the following steps:

(1) generating a differentiated land buffer area;

(2) and judging the relation mode of the ship predicted track and the buffer area, and correcting the ship predicted track aiming at each relation mode.

Further, the specific mode of the step (1) is as follows: by a GIS buffer zone generation method, based on a global coastline, differentiated land buffer zone generation strategies are formulated respectively aiming at passable areas of ships in open sea areas, straits, islands and inland river environments, and are fused to form a uniform global ship navigation area MP;

wherein MP is the MULTIPOLYGON vector object composed of σ polygons₁,P₂,...,P_σ) Each polygonal object P_iIs a closed vector plane of a city enclosed by sequentially connecting pi geographic coordinate points from head to tail.

Further, the step (2) specifically comprises the following steps:

(201) suppose that the predicted track of the ship is l ═ p (p)₁,p₂,...p_m)，p_iThe longitude and latitude of the place are x respectively_i,y_i(ii) a Obtaining the first polygon P in MP with intersection with l_θThen, go to step (202), if l and MP have no intersection, it means that the track landing situation does not occur, and it is not necessary to perform track correction;

(202) according to l and P_θThe number of intersections of the edges of (1) distinguishes the different modes as follows:

modes 0, l and P_θThe edges of (a) do not have intersection points;

modes 1, l and P_θHas an intersection point, and the starting point p of l₁Is contained in P_θWithin the region;

modes 2, l and P_θHas an intersection point, and the starting point p of l₁Is not contained in P_θWithin the region;

modes 3, l and P_θThe edge of (a) has two intersections;

modes-1, l and P_θThe edge of (a) has at least 3 intersections;

(203) and respectively correcting the flight paths according to different modes as follows:

track correction for mode 0: in the mode 0, predicting that the ship continues to move forwards after entering the range of the buffer area, judging that the ship is going to move to the shore under the condition, stopping the ship from moving forwards at the intersection of the track and the coastline, and cutting off the track at the intersection;

track correction for mode 1: in the mode 1, predicting that the ship penetrates out of the buffer area from inside to outside, judging that the ship has departure behavior under the condition that the ship penetrates out of the buffer area and then moves forward continuously, keeping a track section in the buffer area unchanged, and sending the track section outside the buffer area as new l to the step (201) for recursive processing;

track correction for mode 2: in the mode 2, predicting that the ship enters the buffer area from outside to inside outside the buffer area, judging that the ship sails along the edge of the buffer area under the condition, and selecting a sailing direction according to a direction priority strategy after the ship reaches the edge of the buffer area;

track correction for mode 3: in the mode 3, the predicted ship starts to sail through the buffer area outside the buffer area, under the condition, the ship is judged to sail around the buffer area, an intersection point of the predicted flight path entering the buffer area is recorded as an entry point, an intersection point of the predicted flight path penetrating out of the buffer area is recorded as an exit point, a flight path section before the entry point is kept unchanged, a flight path section after the entry point is corrected at the edge of the buffer area according to a direction priority strategy or a distance priority strategy, and the flight path section after the exit point is used as a new l to be sent into the step (201) for recursive processing;

track correction for mode-1: under the mode-1, the predicted ship starts to pass through the buffer area for multiple times outside the buffer area for sailing, under the condition, the ship is judged to bypass the buffer area for sailing, an intersection point of the predicted flight path which firstly enters the buffer area is recorded as a first entering point, an intersection point which firstly passes out of the buffer area is recorded as a first exiting point, a flight path section before the first entering point is kept unchanged, a flight path section after the first entering point is corrected at the edge of the buffer area according to a direction priority strategy, and the flight path section after the first exiting point is taken as a new l to be sent into the step (201) for recursive processing;

the direction priority strategy is to calculate an included angle between the track advancing direction at the intersection point and the anticlockwise direction of the edge of the buffer area at the intersection point, if the included angle is smaller than 90 degrees, the intersection point detours in the clockwise direction, otherwise, the intersection point detours in the anticlockwise direction;

the distance priority strategy is to calculate the clockwise distance and the anticlockwise distance from the entry point to the exit point on the edge of the buffer area, and the direction with the shorter distance is the bypassing direction.

Further, the MP is generated in a mode of being MP on the global coastline₀On the basis, a buffer area is generated on the basis of a leading sea base line or a coastline in the open sea area by taking 12 nautical miles as buffer distances aiming at the open sea area; aiming at strait, chinampa and inland river regions, on the premise of ensuring that the topological relation of the regions is not changed, the specified distance is used as the buffer distance to generate the buffer region.

The invention adopts the technical scheme to obtain the beneficial effects that:

1. the invention carries out differentiation processing on the land buffer area, thereby enabling the flight path correction to be more accurate.

2. The method is simple and easy to implement, flight path correction strategies in different modes are formulated on the basis of analyzing typical relation modes, and the method is an effective supplement to the existing various ship flight path prediction methods.

Drawings

FIG. 1 is an overall flow chart of a method of an embodiment of the present invention.

FIG. 2 is a schematic diagram illustrating a principle of determining a relationship mode.

FIG. 3 is a schematic diagram of a non-relational schema.

Fig. 4 is a schematic diagram of mode 0.

Fig. 5 is a schematic diagram of mode 1.

Fig. 6 is a schematic diagram of mode 2.

Fig. 7 is a schematic diagram of mode 3.

Fig. 8 is a schematic view of mode-1.

Fig. 9 is a schematic diagram of a direction selection strategy.

Fig. 10 is a schematic diagram of a red sea-suez bay-suez canal differentiated buffer.

FIG. 11 is a schematic diagram of a predicted trajectory before correction.

Fig. 12 is a schematic view of the initial correction result.

FIG. 13 is a schematic diagram of a predicted trajectory before quadratic correction.

FIG. 14 is a schematic diagram of the predicted trajectory after completion of the correction.

Detailed Description

The following description of the embodiments of the present invention is provided in order to better understand the present invention for those skilled in the art with reference to the accompanying drawings. It is to be expressly noted that in the following description, a detailed description of known functions and designs will be omitted when it may obscure the subject matter of the present invention.

A ship predicted track correction method based on sea-land relation comprises the following steps:

(1) generating a differential land buffer area, and generating a global coastline MP by means of a GIS buffer area generation method for accurately depicting passable areas of ships in different environments such as open sea areas, straits, islands, inland rivers and the like₀＝MULTIPOLYGON(P₁,P₂,...,P_σ) And according to the situation, making differentiated land buffer zone generation strategies according to the situations, and finally fusing to form a unified global ship navigation area MP. MP and MP₀Have the same data format.

(2) Judging the relation mode between the flight path and the buffer area, wherein the flight path is equal to (p)₁,p₂,...p_m) A predicted track of length m. Based on l first point p₁The relation between the predicted flight path and the buffer is determined according to the inclusion relation with the MP, the intersection condition of l and the MP, and the number of the intersection points, as shown in FIG. 2.

(3) And (3) predicting track correction in a mode 0, predicting that the ship continues to move forwards after entering a buffer area range in the mode 0, judging that the ship is in a shore approaching behavior under the condition, stopping the ship from moving forwards at the intersection of the track and a coastline, and cutting off the track at the intersection.

(4) And (3) correcting the predicted track in the mode 1, predicting that the ship penetrates out of the buffer area from inside to outside in the mode 1, judging that the ship is going to take the departure behavior under the condition, continuing to move forward after penetrating out of the buffer area, keeping the track section in the buffer area unchanged, and sending the track section outside the buffer area into the step (2) for recursive processing.

(5) And (2) predicting track correction in a mode 2, predicting that the ship enters the buffer area from the outside to the inside in the buffer area in the mode 2, and judging that the ship sails along the edge of the buffer area under the condition, namely selecting a sailing direction according to an included angle between the ship moving direction and the edge of the buffer area in the anticlockwise direction after the ship arrives at the edge of the buffer area and under the principle of minimizing a steering angle.

(6) And (3) correcting the predicted track in a mode 3, wherein in the mode 3, the predicted ship starts to sail through the buffer area outside the buffer area, under the condition, the ship is judged to sail around the buffer area, two intersection points (respectively called an in point and an out point) of the predicted track and the buffer area are used as partitions, the track section before the in point is kept unchanged, the track section after the in point is corrected along the detour direction at the edge of the buffer area, the predicted track section after the in point penetrates out of the out point and continues to extend along the original predicted track direction, and the track section after the out point is sent to the step (2) for recursive processing.

(7) And (2) correcting the predicted track in a mode-1, wherein in the mode-1, the predicted ship starts to pass through the buffer area for multiple times outside the buffer area to sail, under the condition, the ship is judged to bypass the buffer area to sail, two intersection points (respectively called an entry point and an exit point) generated by the buffer area where the predicted track firstly passes are used as partitions, the track section before the entry point is kept unchanged, the track section after the entry point is corrected along the bypassing direction at the edge of the buffer area, the track section after the entry point is extended along the original predicted track direction after the exit point is extended out, and the track section after the exit point is sent to the step (2) for recursive processing.

Wherein, the step (1) comprises the following steps:

(101) in open sea, the navigation route of the ship generally does not enter the territorial sea of other countries, so the buffer area MP is generated based on the territorial sea base line or the coastline in the open sea by taking 12 seas as the buffer distance₁Data format and MP₀The same;

(102) in the sea areas such as straits, islands, inland rivers and the like, ships can enter the sea area due to navigation requirements, so that on the premise that the topological relation of the areas is not changed, the specified distance is used as the buffer distance to generate the buffer area MP₂Data format and MP₀The same is true.

(103) Fusing the buffer areas to obtain a global buffer area MP, a data format and the MP₀The same is true.

The step (2) comprises the following steps:

(201) if l is not intersected with MP, the situation that the track prediction result appears on land does not occur, and the track correction is not needed. As shown in fig. 3;

(202) if l intersects MP, then obtain the first polygon P intersecting l_θJudging l and P_θIf the number of the intersection points is 0, the predicted track is completely present in P_θInternally, as shown in fig. 4, defined as mode 0, jumping to step (3);

(203) if the number of the intersection points is 1, judging that the first point p is the first point₁And P_θIf p is an inclusion case of₁At P_θIf the predicted flight path is inside, the predicted flight path is out of the buffer area from inside to outside, as shown in fig. 5, defined as a mode 1, and the step (4) is skipped;

(204) if the number of the intersection points is 1, judging that the first point p is the first point₁And P_θIf p is an inclusion case of₁At P_θIf not, predicting that the flight path enters the buffer zone from outside to inside, defining the flight path as a mode 2 as shown in FIG. 6, and skipping to the step (5);

(205) if l and P_θIf the number of the intersection points of the edges is 2, predicting that the flight path penetrates through the buffer area, defining the flight path as a mode 3 as shown in fig. 7, and jumping to the step (6);

(206) if l and P_θIf the number of the intersection points of the edges is more than 2, the predicted track penetrates the buffer area for multiple times, as shown in fig. 8, defined as mode-1, and the step (7) is skipped.

Wherein, the step (3) comprises the following steps:

(301) obtaining predicted flight path l and global coastline MP₀Middle firstSub-intersecting polygon P_f；

(302) Calculating l and P_fThe intersection point of (a);

(303) and (4) cutting the I at the intersection point, and only keeping the track section before the intersection point to obtain the corrected predicted track.

Wherein, the step (4) comprises the following steps:

(401) calculating l and P_θThe intersection point of (a);

(402) and (3) cutting the I at the intersection point, keeping the track section before the intersection point unchanged, taking the track section after the intersection point as an initial track, jumping to the step (2) for recursive processing, and splicing the track section before the intersection point and the result after the recursive processing to obtain the corrected predicted track.

Wherein, the step (5) comprises the following steps:

(501) calculating l and P_θThe intersection point O of (A);

(502) calculating an included angle between the track advancing direction at the intersection point O and the counterclockwise direction of the edge of the buffer area, so as to determine the ship sailing direction, as shown in fig. 9, the calculation method is as follows:

when in useWhen the flight path is in the state of the clockwise rotation, the included angle between the advancing direction of the flight path and the edge of the buffer area is less than 90 degrees, and the bypassing direction is the counterclockwise direction when the flight path is in the counterclockwise rotationAnd when the flight path is in the clockwise direction, the included angle between the flight path advancing direction and the edge of the buffer area in the anticlockwise direction is larger than or equal to 90 degrees, and the bypassing direction is in the clockwise direction.

(503) And correcting the path along the edge of the buffer area according to the ship sailing direction.

Wherein, the step (6) comprises the following steps:

(601) calculating l and P_θPoint of intersection O_inAnd O_out；

(602) Selecting a bypassing strategy: direction first or distance first;

(603) under the direction priority strategy, the intersection point O is calculated_inForward in flight pathThe included angle between the direction and the counterclockwise direction of the edge of the buffer area is used for judging the bypassing direction of the ship;

(604) under the distance priority strategy, calculating the slave O on the edge of the buffer area_inTo O_outClockwise and counterclockwise distances, the shorter direction of the selected distance being the direction of detour;

(605) adjusting l on the edge of the buffer area along the circumambulation direction, wherein the correction result consists of three parts, the first part is O in the predicted flight path l_inA track segment before point, the second part is a slave O on the edge of the buffer area_inTo O_outThe third part is to predict the path I in O_outAnd (3) taking the post-point track section as an input track, and jumping to the track section obtained after the recursive processing in the step (2).

Wherein, the step (7) comprises the following steps:

(701) calculate l first pass P_θPoint of intersection O_inAnd O_out；

(702) Jump to step (603).

The following is a more specific example:

as shown in fig. 1, a ship predicted track correction method based on sea and land constraints includes the following steps:

(1) differentiated land buffer generation

In order to accurately depict passable areas of ships in different environments such as open sea areas, straits, islands, inland rivers and the like, a global coastline MP is used by means of a GIS buffer area generation method₀＝MULTIPOLYGON(P₁,P₂,...,P_σ) And according to the situation, making differentiated land buffer zone generation strategies according to the situations, and finally fusing to form a unified global ship navigation area. MP (moving Picture experts group)₀The multi-point linear vector object is a multi-point linear vector object consisting of sigma polygons, wherein each polygon object is a closed vector surface formed by sequentially connecting pi geographic coordinate points with a city in an end-to-end mode.

(101) In open sea, the navigation route of the ship generally does not enter the territorial sea of other countries, so the buffer area MP is generated based on the territorial sea base line or the coastline in the open sea by taking 12 seas as the buffer distance₁Data gridFormula and MP₀The same;

(102) in the sea areas such as straits, islands, inland rivers and the like, ships can enter the sea area due to navigation requirements, so that on the premise that the topological relation of the areas is not changed, the specified distance is used as the buffer distance to generate a buffer area, a data format and an MP (Mega-Mega)₀The same is true. Taking the red sea-suez bay-suez canal as an example, the buffer distance at the red sea is 12 nautical miles, the buffer distance at the suez bay is 1 nautical miles, and the buffer distance at the suez canal is 10 meters.

(103) Fusing the buffer areas to obtain a global buffer area MP, a data format and the MP₀The same is true. Fig. 10 is a schematic diagram of a differentiated buffer of the red sea-suez bay-suez canal generated according to the above method.

(2) Track and buffer relation mode determination

Based on the point location data of the ship at the sea part, the prediction result of the future sailing path is obtained simply by adopting a linear regression algorithm, and the correction process of the ship prediction track of the invention is explained by taking the point location data as an example:

as shown in FIG. 11, the predicted trajectory l intersects the buffer MP and intersects the first polygon P_θThe number of intersections is 2, the predicted trajectory l intersects the polygon, and the relational model is model 3. And (4) jumping to the step (3).

(3) Mode 3 predicted trajectory correction

(301) Calculating l and P_θPoint of intersection O_inAnd O_out；

(302) Selecting a bypassing strategy as distance priority, and jumping to (304);

(304) under the distance priority strategy, calculating the slave O on the edge of the buffer area_inTo O_outClockwise and counterclockwise distances, calculated, O_inTo O_outThe clockwise distance is smaller than the anticlockwise distance, and the clockwise direction is selected as a bypassing direction;

(305) adjusting l on the edge of the buffer area along the circumambulation direction, wherein the correction result consists of three parts, the first part is O in the predicted track l_inTrace segment before point, the second part is from O on the edge of buffer zone_inTo O_outThe third part is to predict O in the track l_outAnd (3) taking the track section after the point as an input track, and skipping to the track section obtained after the recursive processing in the step (2). Fig. 12 is a schematic view of the initial correction result.

(4) As shown in FIG. 13, the predicted trajectory l intersects the buffer MP and intersects the first polygon P_θThe number of the intersection points is 1, the predicted track l enters a buffer zone from outside to inside, and the relation mode is a mode 2. And (5) jumping to the step.

(5) Mode 2 predicted trajectory correction

(501) Calculating l and P_θThe intersection point O of (A);

(502) calculating an included angle between the track at the intersection point O and the edge of the buffer area, wherein the calculated included angle between the track advancing direction and the counterclockwise direction of the edge of the buffer area is less than 90 degrees, so that the counterclockwise direction is selected as the bypassing direction;

(503) and correcting the path along the edge of the buffer area according to the ship sailing direction. FIG. 14 is a schematic diagram of the predicted trajectory after completion of the correction.

In a word, the invention provides a prediction result correction method based on a differential coastline buffer area, aiming at the problem that part of prediction results appear on land due to insufficient consideration of sea-land constraints in current various ship track prediction algorithms. The method comprises the steps of firstly, calculating a differentiated buffer area aiming at a common open sea area, a strait, a chinampa, an inland river and the like in the water traffic environment, and generating a passable area of a ship under the condition of not changing an original topological relation. On the basis, typical relation modes of the predicted track and the edges of the passable areas are analyzed in detail, predicted track correction strategies are designed aiming at different modes, the output results of various existing algorithms can be better corrected, and the method is an effective supplement to various existing ship track prediction methods.

Although illustrative embodiments of the present invention have been described above to facilitate the understanding of the present invention by those skilled in the art, it should be understood that the present invention is not limited to the scope of the embodiments, and various changes may be made apparent to those skilled in the art as long as they are within the spirit and scope of the present invention as defined and defined by the appended claims, and all matters of the invention which utilize the inventive concepts are protected.