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CN-121995954-A - Sideslip berthing control method considering main pushing idling

CN121995954ACN 121995954 ACN121995954 ACN 121995954ACN-121995954-A

Abstract

The invention relates to a transverse berthing control method considering main pushing idling, which divides transverse berthing control into a controller and thrust distribution, designs a three-degree-of-freedom controller for ship motion by using a nonlinear interference observer in the aspect of the controller, and calculates force and moment required by transverse movement of the ship; in the aspect of thrust distribution, considering the discontinuity of a main thrust idle area and rudder force, a thrust acting domain is decomposed into 9 acting domains according to the thrust state of double main thrust, and multi-domain switching logic is designed to complete thrust distribution of control force, so that closed-loop control of transverse movement berthing of a ship is realized. Simulation results demonstrate the effectiveness of the present invention.

Inventors

  • HAN JUNQING
  • LI WEI
  • SHAO GUANGMING
  • HOU CHENGGANG
  • HU YINGJUN

Assignees

  • 中国船舶集团有限公司第七零七研究所九江分部

Dates

Publication Date
20260508
Application Date
20260127

Claims (9)

  1. 1. A ship sideslip berthing control method considering main pushing idling is characterized by comprising the following steps: Step 1, on the basis of a simplified dynamics model of a ship, respectively designing nonlinear interference observers for three degrees of freedom of the longitudinal direction, the transverse direction and the heading of the ship according to a nonlinear interference observation principle, and estimating coupling items between environmental interference forces on respective degrees of freedom and different degrees of freedom in the transverse direction berthing process of the ship; and 2, under the condition of considering the discontinuous thrust caused by an idle speed area and the discontinuous rudder force caused by the forward and reverse rotation of the main thrust, decomposing the thrust distribution problem into 9 optimization sub-problems by analyzing the thrust acting domain of a single rudder combination, and designing a switching logic to reduce the solving quantity of the optimization problems in each period, so as to realize the design of a thrust distribution algorithm.
  2. 2. The method for controlling transverse berthing of a ship taking main pushing idling into consideration as set forth in claim 1, wherein in step 1, a kinetic model of the ship is primarily simplified and further simplified, and after the primary simplification, a model formula is as follows: ....................................(1.) Wherein: is the longitudinal, transverse and heading angular velocity of the ship, The longitudinal resultant force, the transverse resultant force and the heading resultant moment generated by the ship propeller and the rudder are respectively an inertial matrix and a linear hydrodynamic matrix of the ship, Is an environmental interference item with three degrees of freedom, Is a linear matrix related to ship inertia and linear hydrodynamic force, respectively And (3) with ; And (3) classifying the hydrodynamic linear term as an interference term to be observed, and further converting the kinetic model of the ship into the following form: .................................... (2) Wherein, the Is a composite interference item of longitudinal, transverse and heading, Is a gain term of longitudinal force, transverse force and heading moment.
  3. 3. The method for controlling sideslip berthing of a ship taking main push idling into consideration as set forth in claim 2, wherein in step 1, a disturbance observer with three degrees of freedom is designed based on a further simplified dynamics model of the ship as shown in the following formula: ....................................(3) ....................................(4) ....................................(5) in the formula, Respectively the virtual intermediate quantities of the disturbance observer in three degrees of freedom, The gain parameters of the disturbance observer in three degrees of freedom, Is the estimated value of the composite interference item of the longitudinal direction, the transverse direction and the heading.
  4. 4. The method for traversing berthing of a vessel in consideration of main push idle speed according to claim 3, wherein in step 1, a final berthing command of a steering input is set as The positioning deviation of the ship under the body coordinate system can be obtained through the kinematic rotation matrix, and the positioning deviation is shown in the following formula: ....................................(6) Wherein: respectively the north displacement, the east displacement and the heading angle of the ship under the geodetic coordinate system, Is the longitudinal, transverse and heading errors of the ship under the machine body coordinate system.
  5. 5. The method for sideslip berthing control of a ship taking main push idle speed into consideration as defined in claim 4, wherein in step 1, an active disturbance rejection controller based on a nonlinear disturbance observer is respectively designed for a longitudinal direction, a transverse direction and a heading direction according to a further simplified dynamic model of the ship.
  6. 6. The method for controlling sideslip berthing of a ship considering main push idle speed according to claim 5, wherein in step 1, the process of designing the longitudinal active disturbance rejection controller comprises: the equation of state for establishing the longitudinal error is shown as follows: ....................................(7) the longitudinal displacement controller is designed according to the state equation and is shown as follows: ....................................(8) substituting the longitudinal displacement controller into a state equation of the longitudinal error can be obtained: ....................................(9) according to the pole allocation principle, two poles of the longitudinal displacement controller are allocated on the same point, and then the calculated values of two control parameters of the longitudinal displacement controller relative to the poles can be solved as shown in the following formula: ....................................(10) In the middle of Pole parameters of the longitudinal displacement controller; In combination with the nonlinear observer, the final form of the longitudinal displacement controller is as follows: .................................(11)。
  7. 7. The method for controlling sideslip berthing of a ship taking main push idle speed into consideration as set forth in claim 1, wherein in step 2, analyzing a thrust field of a single rudder combination comprises: Firstly, defining a ship body coordinate system, wherein the ship body coordinate system takes the geometric center of a ship as an origin, the longitudinal speed direction is an x axis, the directional ship head is positive, the transverse speed direction is a y axis, the directional ship starboard is positive, Represents the distance between the origin of the ship body and the bow pushing action point in the x-axis direction, And (3) with The distance between the ship left and right propellers and the origin of coordinates in the y-axis direction is respectively; According to a defined ship body coordinate system, combining the propeller rudder combination and the side thrust calibration thrust, a thrust distribution model of the ship can be established as shown in the following formula: ....................................(2.2) in the formula, two paddles and two rudders are regarded as two paddle rudder combinations, as shown in fig. 3; for combining the forces generated in the longitudinal direction of the vessel for two rudders, For combining the forces generated in the transverse direction of the vessel for two rudders, For pushing the forces generated in the transverse direction of the vessel sideways, The mapping distance of the left and right propeller rudder combinations on the y axis of the ship body coordinate system is respectively, For the mapping distance of the two rudder combinations on the x axis of the ship body coordinate system, And then, taking the minimum energy consumption, the minimum mechanical loss and the minimum distribution error as optimization indexes, and establishing an optimization problem based on the established distribution model, wherein the optimization problem is shown in the following formula: ........................(13) Wherein: Is a parameter corresponding to the rotation speed and the rotation speed change rate of the main machine and the side pushing, The amount of relaxation is distributed for three degrees of freedom, As a parameter corresponding to the amount of relaxation, The limiting amounts of the main pushing rotating speed, the side pushing rotating speed and the rudder angle are respectively.
  8. 8. The method of claim 7, wherein in step 2, the optimization problem formed by combining two rudder paddles is divided into 9 optimization sub-problems according to three states of double main thrust forward rotation, idle internal stalling and reverse rotation, and the 9 optimization sub-problems are simply expressed as 、 、 、 、 、 、 、 、 。
  9. 9. The method for traversing berthing of a ship taking main push idle speed into consideration as set forth in claim 7, wherein in step 2, a multi-domain switching strategy of a double-oar rudder combination is designed as follows: current state of Switchable state ; Current state of Switchable state ; Current state of Switchable state ; Current state of Switchable state ; Current state of Switchable state Current state of Switchable state ; Current state of Switchable state ; Current state of Switchable state Current state of Switchable state 。

Description

Sideslip berthing control method considering main pushing idling Technical Field The invention relates to the field of automatic control of ships, in particular to a transverse movement berthing control method considering main pushing idling. Background The automatic berthing is used as the last kilometer of the full range autonomous navigation of the ship, and the realization of the functions of the automatic berthing is of great significance to the development of intelligent navigation of the ship. And with the rapid development of navigation science and technology, the number of ship operators is gradually reduced and the high-grade crews are in shortage, so that the lifting speed of the crews is increased, and therefore, accidents caused by the fact that some young crews lack enough and abundant berthing experience can cause the situation of touching wharfs occur. Extensive berthing experience requires crew to fumbling and build up in practice, which is often difficult to obtain with short periods of theoretical learning or simulator training. In practice, small and medium-sized commercial ships generally need to be moored by using actuators such as paddles, rudders, anchors, cables, side thrusters and the like, and large-sized ships often depend on tugs to assist in being moored. Because the control actuators such as the propeller and the rudder are designed for the constant navigational speed, the propeller has an idle speed area when the propeller is operated at a low speed, the rotating speed in the idle speed area is in an unresponsive state, and the propeller generates great thrust when the rotating speed starts to respond, for example, a certain 47m sea patrol ship, the navigational speed of the stable ship corresponding to the idle speed is 6.5kn, which means that a great thrust dead zone exists for the thrust generated by the propeller, and the accurate control of the ship at the low speed is difficult, so that the berthing operation of the ship becomes one of the most difficult and complicated operations. It is counted that 70% of accidents are related to driver's bad art of navigation in the harbor. These accidents not only cause huge economic losses, but also cause serious casualties and environmental pollution. Disclosure of Invention Aiming at the defects of the prior art, the invention provides a ship transverse movement berthing control method considering the main pushing idling, so as to ensure that the ship can transversely move to berth through reasonably controlling the main pushing, the rudder and the bow side pushing under the action of a limited executing mechanism, and the berthing safety of the ship is improved. The above object of the present invention is achieved by the following technical solutions: A ship sideslip berthing control method considering main pushing idling comprises the following steps: Step 1, on the basis of a simplified dynamics model of a ship, respectively designing nonlinear interference observers for three degrees of freedom of the longitudinal direction, the transverse direction and the heading of the ship according to a nonlinear interference observation principle, and estimating coupling items between environmental interference forces on respective degrees of freedom and different degrees of freedom in the transverse direction berthing process of the ship; and 2, under the condition of considering the discontinuous thrust caused by an idle speed area and the discontinuous rudder force caused by the forward and reverse rotation of the main thrust, decomposing the thrust distribution problem into 9 optimization sub-problems by analyzing the thrust acting domain of a single rudder combination, and designing a switching logic to reduce the solving quantity of the optimization problems in each period, so as to realize the design of a thrust distribution algorithm. In step 1, the kinetic model of the ship is primarily simplified and further simplified, and after the primary simplification, the model formula is as follows: ....................................(1.) Wherein: is the longitudinal, transverse and heading angular velocity of the ship, The longitudinal resultant force, the transverse resultant force and the heading resultant moment generated by the ship propeller and the rudder are respectively an inertial matrix and a linear hydrodynamic matrix of the ship,Is an environmental interference item with three degrees of freedom,Is a linear matrix related to ship inertia and linear hydrodynamic force, respectivelyAnd (3) with; The hydrodynamic linear term is also classified as an interference term to be observed, and the kinetic model of the ship can be further converted into the following form: .................................... (2) Wherein, the Is a composite interference item of longitudinal, transverse and heading,Is a gain term of longitudinal force, transverse force and heading moment. In step 1, the disturbance observer with three degrees of fr