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CN-122009423-A - Anti-bottoming stable assembly for modularized cabin and control method thereof

CN122009423ACN 122009423 ACN122009423 ACN 122009423ACN-122009423-A

Abstract

The invention belongs to the technical field of ship structures and intelligent control, and discloses an anti-bottoming stabilizing assembly for a modularized cabin and a control method thereof, wherein the anti-bottoming stabilizing assembly comprises a cabin body and a power cabin, the cabin body comprises two groups of modularized buoyancy cabins and an adaptive draft space box, the modularized buoyancy cabins comprise a plurality of unit cabins, and buoyancy blocks are arranged in the unit cabins; the self-adaptive draft space box comprises a plurality of box units which are arranged in an array manner, a stabilizing assembly is arranged in each box unit, each stabilizing assembly comprises a stabilizing cross rod and a telescopic rod, an openable window is formed in each box unit, a bottom contact preventing buffer cushion is arranged on one side, away from the telescopic rod, of each stabilizing cross rod, and a driving assembly and a control unit are arranged on each stabilizing cross rod. According to the invention, the telescopic rods, the stable cross rods and the liftable bottom-touch prevention buffer cushion are arranged, and meanwhile, the control algorithm of multi-source sensing signal fusion, prediction bottom clearance calculation, risk assessment and multi-module collaborative optimization is matched, so that bottom-touch prevention protection and stable control of the shoal are realized.

Inventors

  • CHEN YUE
  • Jin Xiaoxue
  • XIE YI
  • WANG YIFENG
  • SHEN FUKANG
  • WANG ANJIAN

Assignees

  • 江苏科技大学

Dates

Publication Date
20260512
Application Date
20260211

Claims (10)

  1. 1. A bottoming-preventing stabilizing assembly for a modularized ship cabin comprises a ship cabin body (1) and power cabins (2) arranged at two ends of the ship cabin body (1), wherein the ship cabin body (1) comprises two groups of modularized buoyancy cabins (11) and self-adaptive draft space boxes (12) arranged at intervals along the length direction of the ship cabin body (1), the two groups of modularized buoyancy cabins (11) are arranged in a staggered mode, each modularized buoyancy cabin (11) comprises a plurality of unit cabins distributed in an array mode, buoyancy blocks are arranged in each unit cabin, the self-adaptive draft space boxes (12) comprise a plurality of box units (121) distributed in an array mode, a group of stabilizing assemblies (3) are arranged in each box unit (121), each stabilizing assembly (3) comprises a stabilizing cross rod (32) and a telescopic rod (31) with one end connected with the stabilizing cross rod (32) in a vertical mode, an openable window is formed in each box unit (121), one side, far away from the telescopic rod (31), of each stabilizing cross rod (32) is provided with a bottom-preventing cushion pad (33), and the bottom-preventing assemblies (33) are further arranged on the box units (33) and are connected with a driving cushion pad assembly (36).
  2. 2. The anti-bottoming stabilizing assembly for the modularized ship cabin according to claim 1, wherein a detecting assembly (35) and a navigation and navigational speed system (37) for acquiring ship navigation state and bottoming information are further arranged on the stabilizing cross rod (32), the detecting assembly (35) and the navigation and navigational speed system (37) are respectively electrically connected with the control unit (36), and the detecting assembly (35) comprises a water level sensor (41), a pressure sensor (42), a bottoming sonar (43) and an attitude sensor (44).
  3. 3. The anti-bottoming stabilization assembly for a modular hold of claim 2, wherein the modular buoyancy pod (11) is detachably connected to an adaptive draft tank (12).
  4. 4. The anti-bottoming stabilization assembly for a modular hold of claim 2, wherein the anti-bottoming cushion (33) is made of a highly elastic polyurethane material, and the anti-bottoming cushion (33) is further provided with anti-skid textures.
  5. 5. A control method for a bottoming-out prevention stabilization assembly for a modular hold as claimed in any one of claims 2 to 4, characterized by comprising the steps of: S1, a control unit (36) initializes parameters and initializes internal states of a filter and a fusion device; s2, detecting the component (35) to control the period Synchronously collecting pressure, sonar, water level, attitude, navigational speed course and displacement and current feedback signals; s3, outlier rejection and filtering denoising are carried out on the acquired signals, and preprocessed signals are obtained; S4, converting the preprocessed signals into an overall bottom gap and fusing to obtain an overall bottom gap estimated value ; S5, combining the attitude pair total ground clearance estimated value Performing space correction to obtain local bottom gaps of each module Based on prediction window Calculating the predicted bottom gap ; S6, based on the predicted bottom gap Safety ground clearance threshold Buffer zone Construction of continuous risk index And carrying out risk classification; s7, according to the risk index Generating target extension lengths for each module And is opposite to Obtaining the coordinated target extension length by performing multi-module coordinated allocation ; S8, for the coordinated target extension length Executing the stroke limiting, the speed limiting and the hysteresis anti-shake processing to form a final control instruction ; S9, the driving assembly (34) performs closed-loop tracking control and is based on displacement feedback With current feedback Performing fault judgment; s10, recording the leg data and thresholding the safety bottom gap after the leg data passes through the shoal And performing adaptive updating.
  6. 6. The method for controlling an anti-bottoming stabilization assembly for a modular hold of claim 5, wherein the step S4 comprises the following steps: S4.1, obtaining draft according to the pressure signal, the water density and the gravity acceleration, wherein the formula is as follows: ; In the formula, Is a filtered pressure signal, b p represents an installation calibration bias, P atm represents atmospheric pressure, ρ represents water density, g represents gravitational acceleration; s4.2, performing bottom clearance conversion according to the output type of the bottom sonar (43), and if the bottom clearance data is directly output by the bottom sonar (43) = Wherein Representing a sonar conversion bottom gap; Is a preprocessed bottom sonar (43) signal, if the bottom sonar (43) outputs water depth data Then ; Based on the water depth of the navigation area provided by the navigation and navigational speed system (37) Obtaining a pressure-dependent bottom clearance ; S4.3, realizing fusion of data of the pressure sensor (42) and the bottom sonar (43) by adopting a variance inverse weighting algorithm, wherein the formula is as follows: ; ; ; Wherein is a combination of, (K) The signal weight coefficient is a bottom sonar signal weight coefficient; (k) Is the weight coefficient of the pressure sensor signal, and the weight coefficient meets the following conditions Wherein (K) Is the quality fraction of the bottom sonar signal, For a preset variance of the bottom sonar signal, Is a preset variance of the pressure sensor signal.
  7. 7. The method for controlling an anti-bottoming stabilization assembly for a modular hold of claim 6, wherein the step S5 comprises the following steps: s5.1, coordinates of the ith stabilizing component (3) in a ship coordinate system , ) Filtered pitch signal Roll signal Obtaining a partial bottom gap of the stabilizing assembly (3) The formula is as follows: = · ·sin ; s5.2 partial bottom clearance of the stabilizing component (3) obtained according to step S5.1 Estimating the change rate of the background gap and obtaining a predicted background gap The formula is as follows: ; ; In the formula, A partial ground clearance representing a control period on the ith stabilising element (3); Representing the rate of change of the ground clearance; Representing a prediction window.
  8. 8. The method for controlling an anti-bottoming stabilization assembly for a modular hold of claim 7, wherein the step S6 comprises the following steps: S6.1 according to the safety bottom gap threshold value Buffer zone And the predicted backlash of the ith stabilizing element (3) The continuous risk index is calculated by the saturation function as follows: ; Wherein is a combination of, Representing a continuous risk index of the ith stabilizing element (3); Is a saturation function; S6.2, according to the initialized risk level thresholds r 1 and r 2 , the continuous risk is indexed The formula is as follows: ; In the formula, Represents the i-th risk level of the stabilizing component (3).
  9. 9. The method for controlling an anti-bottoming stabilization assembly for a modular hold of claim 8, wherein the step S7 comprises the following steps: s7.1, executing a corresponding risk control strategy according to the risk level judged in the step S6.2 to obtain the target extension length of each stable component (3) The specific strategies are as follows: low control strategy: wherein V ret is a preset slow recovery rate for the current extension length of the ith stabilizing component (3), and Δt is a control period; Warn/High control strategy: Wherein k 1 、k 2 is an initialized control coefficient, v (k) is the current navigational speed of the acquired ship, Predicting a ground clearance for the ith stable component (3), epsilon being the initialized small amount; S7.2 original target extension length Performing double constraint optimization, specifically including: s7.2.1, stroke upper limit constraint, namely limiting the original target extension length not to exceed the mechanical stroke range by adopting a saturation function, wherein the formula is as follows: wherein Maximum extension travel for initialized module; S7.2.2, weight coefficient adjustment constraints: performing amplitude limiting treatment on the original target extension amount to obtain a stroke feasible amount: ; Defining module weight coefficients The formula is as follows: ; Wherein, the Is the direction factor of the ith stabilizing element (3) relative to the direction of the shoal; Is a preset adjustment coefficient; the upper limit of the total protrusion of the synergy is defined as follows: ; Wherein is a combination of, Represents the maximum value of the total extension of all the stabilizing components (3), m is the total number of the stabilizing components (3); Then for the total protruding amount Carrying out cooperative allocation according to the weight, and obtaining the final target extension length of each stable component (3) by combining single-module travel feasibility constraint: ; In the formula, For the i-th stabilizing element (3) a final target extension; I.e. 。
  10. 10. The method for controlling an anti-bottoming stabilization assembly for a modular hold of claim 9, wherein the step S10 is performed with respect to a safety bottoming gap threshold The formula for performing the adaptive update is as follows: = + ; Wherein is a combination of, A pre-update safety bottom gap threshold value; The updated safety bottom gap threshold value is obtained; representing the minimum of all predicted bottom clearances within the leg as the vessel passes the shoal.

Description

Anti-bottoming stable assembly for modularized cabin and control method thereof Technical Field The invention relates to the technical field of ship structures and intelligent control, in particular to an anti-bottoming stabilizing assembly for a modularized cabin and a control method thereof. Background In the field of ship manufacturing and shipping, modular cabin structures are widely adopted due to the characteristics of convenience in sectional construction, controllable strength and buoyancy, easiness in expanding functional cabins and the like. For the stability of the posture of the lifting ship under the stormy waves and the transverse disturbance, the existing modularized cabin structure is generally provided with a stabilizing component in a self-adaptive draft space box, and the water depth and the action position of a stabilizing cross rod are adjusted through a vertical telescopic mechanism so as to improve the rolling and pitching response. However, when a ship is berthed, goes in and out of a harbor, is in tidal water area or sails through a shoal voyage section, the ship is influenced by factors such as abrupt change of water depth, unknown bottom shape, draft fluctuation caused by surge, change of voyage speed and the like, the risk of collision with reef or underwater obstacles exists, deformation of components, sealing failure or driving clamping stagnation are caused, and further the stabilizing effect is weakened and the potential safety hazard of sailing is brought. Simply relying on improving the safety backlash margin or employing a fixed guard often results in increased resistance, reduced passability, or inability to cover conditions of rapid change in the bottoming profile. The "bottom clearance" under shoal conditions is not a static constant, but is strongly related to hull attitude, wave-induced transient heave, local bottom heave and sounding noise. In the prior art, single signal or threshold trigger control is adopted, and the time synchronization, denoising and fusion of multisource information such as pressure, water level, bottom sonar, inertial measurement unit (Inertial Measurement Unit, IMU for short) gesture and navigational speed are lacked, so that stable and reliable bottom gap estimation and short-time prediction are difficult to form, false triggering and frequent telescoping are easy to occur, and extra structural impact and service life reduction of an actuator are brought. In addition, the prior art generally lacks a multi-module-oriented cooperative allocation mechanism and a control strategy of a system of stroke limiting, speed constraint, hysteresis anti-shake, fault judgment, threshold self-adaptive updating and the like, and is difficult to consider resistance, structural impact and action frequency while guaranteeing a predicted bottom gap safety margin. The Chinese patent of the invention is published under the number of CN120348394A, and is named as a modularized ship cabin structure, and discloses a modularized ship cabin structure. The ship cabin body comprises modularized buoyancy cabins, wherein the modularized buoyancy cabins are arranged at intervals, an adaptive draught space box is formed between the modularized buoyancy cabins and the adaptive draught space box, and the modularized buoyancy cabins are detachably connected with the adaptive draught space box. Each group of modularized buoyancy cabins comprises n unit cabins which are arranged in an array manner, wherein n is more than or equal to 2, and each unit cabin is internally provided with a buoyancy block. A stabilizing component is arranged in the self-adaptive draft space box. The flexible construction of the field is realized through the setting of the modularized structure, the buoyancy and the strength of the ship are ensured through the synergistic effect of the structures, the ship can not sink even if water enters, meanwhile, the stability of the ship in high stormy waves is enhanced through the installation of the stabilizing component, and the ship is suitable for various ships and has extremely strong adaptability and safety. However, the technical scheme does not consider the problems that the course of the ship in the shoal area is difficult to stabilize and the ship shakes and aggravates due to the complex water flow. Disclosure of Invention In order to solve the problems that in the prior art, a modularized cabin stabilizing assembly causes the damage of a stabilizing cross rod touch reef under complex working conditions such as the fluctuation of draught caused by shoal and wave, and the like, and causes the accumulation of structural impact and the shortening of the service life of an actuator, the invention provides an anti-bottoming stabilizing assembly for a modularized cabin and a control method thereof. The self-adaptive buoyancy cabin is realized by the following technical scheme that the self-adaptive buoyancy cabin comprises a cabin body and power cabins arran