Ship automatic mooring control method and device, ship and readable storage medium

Abstract

The invention provides a ship automatic mooring control method and device, a ship and a readable storage medium, and relates to the technical field of port ship safety berthing, and the method comprises the steps: determining a follow-up discrimination index according to the obtained relative position information, carrying out the normalization processing of an obtained mooring stability parameter, obtaining a ship stability index, and carrying out the calculation of the ship stability index; performing mooring state evaluation according to the ship stability index and the follow-up discrimination index to obtain a mooring state evaluation grade; and position error correction driving force is determined according to the relative position information, attitude error correction driving force is determined according to the cargo load distribution, and mooring correction is conducted according to the position error correction driving force and the attitude error correction driving force. According to the method, the mooring state is quantitatively evaluated and analyzed through the ship stability index and the follow-up discrimination index, the ship movement is restrained through the position error correction driving force, the ship stability is improved through the attitude error correction driving force, mooring analysis control of the whole ship mooring level is achieved, and the control effect of automatic ship mooring is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of safe berthing of ships in ports, and in particular to a method and device for automatic mooring control of ships, a ship and a readable storage medium. Background Art

[0002] During port berthing, automatic mooring systems have been gradually adopted in major ports. Stable and reliable automatic mooring control is the basis for ensuring the safety of ships docking at ports.

[0003] The existing automatic mooring system is usually based on the movement of the adsorption point between the mooring device and the ship relative to the fixed static position, and uses PID control to adjust the output of the mooring mechanical arm, and verifies its effect of suppressing the horizontal movement of the ship through numerical simulation. However, since the existing mooring control often studies the operation mechanism of a single mooring mechanical arm in the automatic mooring system, lacks the analysis and control of the mooring system at the overall level of the ship mooring system, the control effect of a single mooring mechanical arm control adjustment is poor during automatic mooring control.

[0004] Therefore, the existing technology lacks analytical control of the mooring system at the overall level of the ship mooring system, and the control effect of a single mooring robot arm control adjustment is poor when performing automatic mooring control, which needs to be improved. Summary of the invention

[0005] In view of this, it is necessary to provide a ship automatic mooring control method, device, ship and readable storage medium to solve the technical problems existing in the prior art of lack of analytical control of the mooring system at the overall level of the ship mooring system, and poor control effect of single mooring robot arm control adjustment during automatic mooring control.

[0006] In order to solve the above problems, on the one hand, the present invention provides a ship automatic mooring control method, comprising: Obtaining the mooring stability parameters, relative position information and cargo load distribution of the ship to be controlled; Determine the follow-up discrimination index according to the relative position information, normalize the mooring stability parameters to obtain the ship stability index, and evaluate the mooring state according to the ship stability index and the follow-up discrimination index to obtain the mooring state evaluation grade; When the mooring status assessment level does not meet the preset stability level, the position error correction driving force is determined according to the relative position information, the attitude error correction driving force is determined according to the cargo load distribution, and the mooring correction is performed on the controlled ship according to the position error correction driving force and the attitude error correction driving force.

[0007] In a possible implementation, the mooring stability parameters include initial stability height, ship rolling period, ship heel angle, static stability lever arm at 30° heel angle, maximum lever arm heel angle and heel angle lever arm curve area.

[0008] In a possible implementation, determining the follow-up discrimination index according to the relative position information includes: Determine a follow-up control satisfaction index according to the relative position information and a preset follow-up control range; The follow-up discrimination index is determined according to the follow-up control satisfaction index.

[0009] In a possible implementation, the mooring stability parameters are normalized to obtain a ship stability index, including: The first stability parameter index is obtained by performing positive correlation normalization processing on the initial stability height, the static stability arm of 30° heel angle, the heel angle of the maximum arm and the area of ​​the heel angle arm curve; The ship rolling period is normalized by normal distribution to obtain the second stability parameter index; The third stability parameter index is obtained by performing negative correlation normalization on the ship's heel angle; The ship stability index is obtained by taking a weighted average of the first stability parameter index, the second stability parameter index and the third stability parameter index.

[0010] In a possible implementation, the mooring state assessment is performed according to the ship stability index and the follow-up discrimination index to obtain a mooring state assessment level, including: Determine the mooring state index of the ship to be controlled according to the ship stability index and the follow-up discrimination index; The mooring status assessment level of the ship to be controlled is determined according to the mooring status index.

[0011] In a possible implementation, determining the position error correction driving force according to the relative position information includes: Perform dynamic analysis based on relative position information to determine the mooring force control output; The mooring force control output is projected to each motion direction of the ship to obtain the mooring force control output matrix; Determine the position error correction mooring force of each control unit of the ship to be controlled according to the mooring force control output matrix, and determine the position error correction driving force of each control unit according to the position error correction mooring force; Each control unit consists of two mooring robotic arms.

[0012] In a possible implementation, determining the attitude error correction driving force according to the cargo load distribution includes: According to the cargo load distribution, the force analysis of the ship to be controlled is carried out to obtain the equilibrium moment heel angle; According to the balance moment heel angle, work balance analysis is performed on the controlled ship to obtain the ship attitude adjustment moment; The attitude error correction driving force of each mooring manipulator is determined according to the ship attitude adjustment torque.

[0013] On the other hand, the present invention also provides a ship automatic mooring control device, comprising: A ship information acquisition unit, used to acquire the mooring stability parameters, relative position information and cargo load distribution of the ship to be controlled; A mooring state evaluation unit is used to determine a follow-up discrimination index according to relative position information, perform normalization processing on mooring stability parameters to obtain a ship stability index, and perform mooring state evaluation according to the ship stability index and the follow-up discrimination index to obtain a mooring state evaluation grade; The mooring correction unit is used to determine the position error correction driving force according to the relative position information, determine the attitude error correction driving force according to the cargo load distribution, and perform mooring correction on the controlled ship according to the position error correction driving force and the attitude error correction driving force when the mooring status assessment level does not meet the preset stability level.

[0014] In another aspect, the present invention further provides a ship, comprising a memory and a processor, wherein: Memory for storing computer programs; The processor is coupled to the memory and is used to execute the computer program to implement the steps in the above-mentioned ship automatic mooring control method.

[0015] On the other hand, the present invention further provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps in the above-mentioned ship automatic mooring control method are implemented.

[0016] The beneficial effect of adopting the above implementation mode is: in the ship automatic mooring control method provided by the present invention, the ship's mooring state is quantitatively evaluated and analyzed through the ship stability index and the follow-up discrimination index, the ship movement is suppressed by analyzing and determining the position error correction driving force, and the ship stability is improved by analyzing and determining the attitude error correction driving force, so as to realize the mooring analysis control of the ship at the overall level and improve the control effect of the ship's automatic mooring. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1A schematic flow chart of an embodiment of a method for controlling automatic mooring of a ship provided by the present invention; Figure 2 is a coordinate diagram of a heel angle arm curve according to an embodiment of the present invention; Figure 3 A schematic diagram of a flow chart of determining a follow-up discrimination index according to an embodiment of the present invention; Figure 4 This is a schematic diagram of a process of obtaining a ship stability index by normalization processing according to an embodiment of the present invention; Figure 5 A schematic diagram of a process of mooring status assessment according to an embodiment of the present invention; Figure 6 A schematic diagram of a flow chart of a position error control strategy according to an embodiment of the present invention; Figure 7 A schematic diagram of a flow chart of a posture error control strategy according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the force analysis of the cargo load distribution on a ship according to an embodiment of the present invention; Fig. 9 A schematic structural diagram of an embodiment of the automatic mooring control device for ships provided by the present invention; Fig.10 A schematic structural diagram of an embodiment of a ship provided by the present invention. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0020] It should be understood that the drawings of the schematic diagrams are not drawn to scale. The flowcharts used in the present invention illustrate the operations implemented according to some embodiments of the present invention. It should be understood that the operations of the flowcharts may be implemented out of order, and steps without logical contextual relationships may be reversed in order or implemented simultaneously. In addition, those skilled in the art may add one or more other operations to the flowcharts, or may remove one or more operations from the flowcharts, under the guidance of the content of the present invention.

[0021] Some of the block diagrams shown in the accompanying drawings are functional entities that do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and / or processor systems and / or microcontroller systems.

[0022] Reference to an "embodiment" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiment may be included in at least one embodiment of the present invention. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0023] Figure 1 A schematic diagram of a flow chart of an embodiment of the ship automatic mooring control method provided by the present invention is as follows: Figure 1 As shown, the ship automatic mooring control method includes: S101, obtaining mooring stability parameters, relative position information and cargo load distribution of the ship to be controlled; S102, determining a follow-up discrimination index according to the relative position information, performing normalization processing on the mooring stability parameter to obtain a ship stability index, and performing mooring state assessment according to the ship stability index and the follow-up discrimination index to obtain a mooring state assessment grade; S103. When the mooring state assessment level does not meet the preset stability level, a position error correction driving force is determined according to the relative position information, an attitude error correction driving force is determined according to the cargo load distribution, and a mooring correction is performed on the ship to be controlled according to the position error correction driving force and the attitude error correction driving force.

[0024] Among them, the mooring stability parameters are related parameters used to characterize the stability of the ship to be controlled during the mooring process, the relative position information refers to the relative position between the ship to be controlled and the port berthing point, and the cargo load distribution refers to the weight and distribution position information of the cargo on the ship to be controlled.

[0025] Specifically, the present invention quantitatively evaluates and analyzes the mooring status of a ship through a ship stability index and a follow-up discrimination index, suppresses the ship movement by analyzing and determining the position error correction driving force, improves the ship stability by analyzing and determining the attitude error correction driving force, realizes mooring analysis and control at the overall level of ship mooring, and improves the control effect of automatic ship mooring.

[0026] In some embodiments of the present invention, the mooring stability parameters include initial stability height, ship rolling period, ship heel angle, static stability arm at 30° heel angle, maximum arm heel angle and heel angle arm curve area.

[0027] Specifically, the embodiment determines suitable and effective mooring stability parameters for input of the ship stability quantification model based on actual constraints of mooring operations and IMO (International Maritime Organization) stability parameter standards. The mooring stability parameters selected in the embodiment include initial stability height, ship rolling period, ship heel angle, static stability lever arm at 30° heel angle, maximum lever arm heel angle and heel angle lever arm curve area.

[0028] Among them, the initial stability height It represents the vertical distance from the center of gravity to the transverse metacenter. The IMO rules stipulate that its minimum value is 0.150m. According to ship parameters and work experience, it is determined that this value cannot meet the requirements of ship mooring stability. Therefore, 4% of the ship's beam is selected as the quantitative model. Standard value.

[0029] Ship rolling period and There is a coupling relationship, and the formula is as follows:

[0030] in, is the dimensionless coefficient, The width of the ship.

[0031] At the same time, the embodiment takes into account Too large a force or moment will cause the ship to sway violently. Make restrictions:

[0032] in, Indicates the initial stability height when the rolling period is 9s. The embodiment determines that in the ship stability quantitative model, The expected value is between 9s and During the rolling period of .

[0033] Ship heel angle The standard value is 16° specified in the IMO ship stability regulations and the ship deck immersion angle Based on 80% of the above, combined with the experience in actual mooring operations, the heel angle is taken as 15°.

[0034] Static stability arm at 30° heel angle It refers to the static stability arm when the heel angle is 30°. It is another important reference indicator for ship stability. In this quantitative model, the minimum standard value requirement specified by IMO is adopted, that is, its standard value is 0.200m.

[0035] Maximum lever arm heel angle It refers to the heel angle when the static stability arm reaches the maximum value. The minimum standard value is 25. According to the actual mooring operation environment, 15° is taken as the standard value in this quantitative model.

[0036] The heel angle arm curve area refers to the area of ​​the heel angle is the horizontal axis, static stability arm The vertical axis is the area between the heel angle arm curve and the horizontal axis. Figure 2 is a coordinate diagram of the heel angle arm curve of an embodiment of the present invention, such as Figure 2 As shown, the heel angle arm curve area in the embodiment is divided into three parts: Refers to the area between the heel angle of 0° and 30°, that is, Figure 2 Part I, Refers to the area between the heel angle of 30° and 40°, that is, Figure 2 Part II, Refers to the area between the heel angle of 0° and 40°, that is, Figure 2 Part I+II. In the embodiment, combined with the mooring operation environment, determine The standard value is set to 0.055m·rad according to IMO regulations.

[0037] In some embodiments of the present invention, Figure 3 FIG. 1 is a flow chart of determining a follow-up discrimination index according to an embodiment of the present invention. Figure 3 As shown, the following discrimination index is determined according to the relative position information, including: S301, determining a follow-up control satisfaction index according to relative position information and a preset follow-up control range; S302: Determine a follow-up discrimination index according to a follow-up control satisfaction index.

[0038] Specifically, when the ship's motion amplitude is too large, the system needs to use active control to ensure that the ship does not leave the berth; when the ship's motion amplitude is small, the system only needs to use follow-up control to reduce the system response frequency to increase the response speed. In order to determine which control method the system should use in mooring operations, the embodiment constructs a discrimination index for the system control method based on the ship's motion and the allowable range of the system's follow-up control.

[0039] The follow-up control range allowed by the automatic mooring system in the embodiment can be expressed as follows:

[0040] in, Indicates the ship position range under automatic mooring follow-up control mode, , and The distribution represents the maximum following distance allowed by the automatic mooring system on the X-axis, Y-axis and Z-axis in the fixed coordinate system.

[0041] In the embodiment, the relative position information of the ship is used to represent the movement of the ship, and the satisfaction degree between the relative position information of the ship and the system follow-up control position range is indexed to obtain the follow-up control satisfaction index, which is expressed as follows:

[0042] in, It indicates the follow-up control satisfaction index between the ship motion and the system follow-up control range. The relative position of the ship is expressed by the relative motion of the ship. , and Represents the amount of movement in the X-axis, Y-axis, and Z-axis directions respectively.

[0043] The formula for determining the follow-up discrimination index based on the follow-up control satisfaction index is expressed as:

[0044] Ship motion When the follow-up control range is exceeded, the follow-up control satisfaction index is greater than , at this time the system control mode is active control, and the discrimination index is , when the ship's motion When the follow-up control range is not exceeded, the follow-up control satisfaction index is equal to , at this time the system control mode is follow-up control, and the discrimination index is .

[0045] In some embodiments of the present invention, Figure 4 FIG. 1 is a flow chart of obtaining a ship stability index by normalization processing according to an embodiment of the present invention, as shown in FIG. Figure 4 As shown in Figure 1, the ship stability index is obtained by normalizing the mooring stability parameters, including: S401, performing positive correlation normalization processing on the initial stability height, the static stability arm of the 30° heel angle, the heel angle of the maximum arm, and the heel angle arm curve area to obtain a first stability parameter index; S402, performing normal distribution normalization processing on the ship rolling period to obtain a second stability parameter index; S403, performing negative correlation normalization processing on the ship heel angle to obtain a third stability parameter index; S404. Perform weighted average of the first stability parameter index, the second stability parameter index and the third stability parameter index to obtain a ship stability index.

[0046] Specifically, based on the relationship between the input mooring stability parameters and the ship stability, the embodiment divides the normalization processing of the input parameters into three descriptions to construct a stability parameter index: and ship stability index .

[0047] Among them, the relationship between the initial stability height, the static stability arm of the 30° heel angle, the heel angle of the maximum arm and the heel angle arm curve area is positively correlated with the stability of the ship. The embodiment performs positive correlation normalization processing on them, and the normalization processing formula is expressed as follows:

[0048] in, represents the stability parameter index obtained after normalization, is the stability index coefficient of the moored ship, and its value is 0.5, which means that 50% of the stability parameters meet the required standards. represents the corresponding input mooring stability parameter The minimum standard value of It indicates that as the ship stability improves, all input mooring stability parameters meet the ship stability requirements. Indicates the value of the input mooring stability parameter corresponding to the "standard full load" state under ISCode (2008) rules.

[0049] For the ship rolling period , which has a normal distribution relationship with the ship stability, and the embodiment performs normal distribution normalization processing on it, and its normalization processing formula is expressed as follows:

[0050] in, Initial stability height The rolling period when is 5%, Initial stability height The rolling period when is 4%, Indicates one of the normalized limit values ​​of the roll period.

[0051] For the ship's heel angle , which is negatively correlated with the ship stability, the embodiment performs negative correlation normalization processing on it, and its normalization processing formula is expressed as follows:

[0052] Among them, the embodiment will The value is set to 15°.

[0053] Then, the embodiment obtains the ship stability index of the moored ship based on the weighted average method for each stability parameter index obtained after normalization: , the formula is as follows:

[0054] in, represents the number of stability parameter indices, Indicates input parameters The impact on the stability of the ship. The sum is 1. According to actual mooring experience, the initial stability height and rolling period have a greater impact on the stability of the ship, so in the embodiment 0.25, and the other parameters correspond to Take 0.125.

[0055] In some embodiments of the present invention, Figure 5 FIG. 1 is a flow chart of mooring status assessment according to an embodiment of the present invention, as shown in FIG. Figure 5 As shown in the figure, the mooring state assessment is performed based on the ship stability index and the follow-up discrimination index to obtain the mooring state assessment level, including: S501, determining a mooring state index of the ship to be controlled according to the ship stability index and the follow-up discrimination index; S502: Determine the mooring state assessment level of the ship to be controlled according to the mooring state index.

[0056] Specifically, the embodiment determines the follow-up discrimination index based on the ship position information and combines the ship stability index containing the ship attitude information to construct a quantitative evaluation model for the ship's mooring state. The calculation formula for the ship's mooring state index is expressed as:

[0057] Mooring Status Index It can simultaneously determine the ship's position information, ship stability status and mooring attitude information. When it is a negative number, At this time, the ship has significant movement, which is not within the range allowed by the automatic mooring system; When is a positive number, , at this time the ship is within the expected range of mooring; on the basis of the ship meeting the mooring requirements, the ship stability index Mooring Status Index It presents a linear mapping relationship and can reflect the ship stability information.

[0058] The embodiment combines the follow-up discrimination index and the ship stability index to intuitively divide the ship mooring state into two categories and six status levels, as shown in the following Table 1: Table 1: Ship mooring status assessment levels

[0059] Among them, the first category: the ship's mooring position does not meet the expected value, and the ship's movement exceeds the system's follow-up control range. In this case, the automatic mooring system adopts active control mode, and the follow-up discrimination index , contains only one mooring status level, the mooring status index , the mooring status was rated as Level I "Significant Movement".

[0060] Category 2: Based on the ship's mooring position meeting the system's follow-up control range, the ship's stability is considered. In this case, the follow-up discrimination index , at this time there is , mooring status index According to the ship stability index, the ship mooring status is divided into five levels, the specific division is as follows: when At this time, more than 50% of the stability parameters in the ship stability quantitative model do not meet the requirements shown in Table 1. The ship's stability is very fragile and its attitude is poor. Measures should be taken quickly to improve the ship's stability and attitude. The mooring status is rated as Level II - "bad".

[0061] when At this time, less than 50% of the stability parameters in the ship stability quantitative model do not meet the requirements shown in Table 1. The ship's stability is still poor, and the ship's attitude is not good. Appropriate measures need to be taken to improve the ship's attitude. The mooring status is rated as Level III - "poor".

[0062] when When all stability parameters meet the specified standards, in order to maintain sufficient stability of the ship, according to empirical analysis, the ship stability is required to have a 30% stability margin, so the upper limit of this level is At this time, the ship's mooring stability was in a critical situation and the mooring status was rated as Level IV - "minimum stability".

[0063] when At this time, all stability parameters meet the specified standards, and the ship's stability margin remains above 30%, but is slightly lower than the stability capacity under ISCode "standard full load" conditions (stability index is 2.0). The ship is in good condition and should try to maintain the current state. The mooring status is rated as Level V - "Generally Stable".

[0064] when At this time, the stability parameters all meet the specified standards and maintain stability under the ISCode "standard full load" condition. The ship has excellent stability, strong anti-interference ability and good mooring status. This mooring status is rated as Level VI - "quite stable".

[0065] Among them, when the ship mooring status index When the mooring state index is , the automatic mooring system needs to take active control to control the ship's mooring. There are two situations and corresponding strategies are adopted. When the mooring state index is , the mooring state assessment level is "significant motion". At this time, the ship's motion is significantly affected by external loads, and the ship's position cannot meet the mooring requirements. In view of this situation, a control strategy based on the ship's position error is proposed. The automatic mooring system actively responds to suppress the ship's motion and ensure that the ship is in the desired mooring position. When , the ship's mooring state meets the requirements of the mooring position, but the ship's stability is not good. A control strategy based on the ship's attitude error is proposed to improve the ship's attitude, enhance the ship's stability, and put the ship in a good mooring state.

[0066] When the ship's mooring status index When the ship's assessment level is not lower than "generally stable", the automatic mooring system adopts a follow-up control mode. The ship does not need to actively respond, and it only needs to maintain the current mooring status of the ship.

[0067] In some embodiments of the present invention, Figure 6 FIG. 1 is a flow chart of a position error control strategy according to an embodiment of the present invention. Figure 6 As shown, determining the position error correction driving force according to the relative position information includes: S601, performing dynamic analysis according to relative position information to determine the mooring force control output; S602, projecting the mooring force control output to each motion direction of the ship to obtain a mooring force control output matrix; S603, determining the position error correction mooring force of each control unit of the ship to be controlled according to the mooring force control output matrix, and determining the position error correction driving force of each control unit according to the position error correction mooring force; Each control unit consists of two mooring robotic arms.

[0068] Specifically, in the control strategy of the ship position error, the embodiment constructs an automatic mooring system-ship dynamics model based on the assumption that the fluid is incompressible, inviscid, non-rotating, and the velocity potential can describe the flow at any point in the fluid domain, and provides an automatic mooring mechanism to suppress ship motion under load impact environments such as wind, waves and currents.

[0069] The embodiment adopts the boundary integral method of free surface conditions, hull surface conditions, seabed surface conditions and radiation conditions that conform to the linear relationship, and introduces the frequency domain pulsating Green's function in the waters of limited depth to obtain the velocity potential (incident potential, diffraction potential and radiation potential). According to the ship kinematics, the wave incident potential and diffraction potential will induce the ship's motion, and the radiation potential will increase the ship's effective mass and have a damping effect on the ship's motion; the first-order flow force on the ship's wet body surface - pressure is calculated using the first-order Bernoulli equation; the first-order flow force caused by the diffraction wave and the incident wave ... kind , corresponding to the wave excitation force of the six degrees of freedom of ship motion for:

[0070] Among them, the angular velocity is the water density, is the average wet area of ​​the moored ship, is the wave incident potential, is the diffraction potential, represents the generalized normal vector, and the formula is as follows:

[0071]

[0072] in, Represents a point on the hull surface relative to a fixed reference system The radial vector from the center of mass in .

[0073] Ships in Under the action of wave force, due to the Additional mass coefficient caused by unit pulse motion in direction The formula is:

[0074] in, represents the real part of a complex number, For the hull Velocity potential in direction caused by unit impulse motion.

[0075] Ships in Under the action of wave force, due to the The formula for the potential damping coefficient caused by a unit pulse motion in a direction is expressed as:

[0076] in, Represents the imaginary part of a complex number.

[0077] Based on Cummins theory, the six-degree-of-freedom time-domain dynamic equation of the system consisting of the automatic mooring system and the ship in unidirectional irregular waves is expressed as:

[0078] in, Represents the ship coordinate system Origin in fixed coordinate system The perturbation coordinates under represents the generalized mass diagonal matrix of the ship, represents the additional mass matrix of the hull caused by the fluid, represents the hydrostatic stiffness matrix, represents the velocity pulse function matrix, the convolution integral term represents the memory effect of the fluid, It represents the wave excitation force, including the first-order wave excitation force, average wave drift force and difference frequency second-order drift force acting on the ship. For wind power, Represents the mooring force applied by the automatic mooring system on the ship's center of gravity. The form can be expressed as follows:

[0079] in, Is The potential energy damping matrix related to the wave frequency and the additional mass matrix of the hull are The formula is:

[0080] in, Is The additional mass matrix composed of the wave frequency.

[0081] When the ship is impacted by an external load, in order to suppress the movement of the ship, the automatic mooring system will actively output a mooring force, which includes a restoring force for controlling the displacement of the ship and a damping force for controlling the speed of the ship. Based on the relative position information of the ship, the mooring force control output formula of the automatic mooring system in the embodiment is expressed as:

[0082] in, represents the restoring force coefficient matrix, represents the damping coefficient matrix. A vector of Euler angles representing the initial (stationary) position of the vessel, in this example . The mooring force control method in the embodiment has the same form as the traditional proportional-integral (PD) controller based on position error feedback, in which the ship's restoring force coefficient determines the system's response to the ship's position error. The larger the restoring force coefficient, the stronger the system's response to the position error. The damping force coefficient determines the system's response to the changing frequency / speed of the ship's position error. When the damping force coefficient is larger, the system's response to the ship's speed is stronger, allowing the system to further reduce the ship's motion. The motion suppression method based on the mooring force control output formula in this article is called "PD control."

[0083] Then the mooring force control output is projected to the mooring force in each direction of motion of the ship, and the formula is expressed as:

[0084] Among them, , , first shake , because in actual mooring operations, more attention is paid to the ship's longitudinal, transverse and yaw motions, the mooring force of the automatic mooring system acting on the ship's center of gravity can be expressed as:

[0085] Then the embodiment distributes the determined mooring force to the mooring manipulators involved in the operation in the system. The system constructed for automatic mooring in the embodiment is a redundant drive system, and it is impossible to directly obtain the mapping matrix problem from the mooring force space to the drive force space. In this paper, two mooring manipulators are combined into a mooring control unit with six drive degrees of freedom. The mooring system distributes the mooring force to each control unit in a certain proportion. The mooring force borne by each control unit is expressed as:

[0086] in, is the mooring force distribution coefficient, and , is the control unit number in the mooring system, and the driving force formula of each control unit is expressed as:

[0087] in, The mapping relationship matrix between the system mooring force and the driving force of the mooring control unit is represented.

[0088] In addition, in order to avoid the phenomenon of large differences in cable tension when using cables for mooring operations, the driving force distribution coefficients of each control unit of the automatic mooring system need to be determined by comprehensively considering factors such as the ship's external dimensions and load.

[0089] In some embodiments of the present invention, Figure 7FIG. 1 is a flow chart of the attitude error control strategy according to an embodiment of the present invention. Figure 7 As shown, the attitude error correction driving force is determined according to the cargo load distribution, including: S701, performing force analysis on the ship to be controlled according to the cargo load distribution to obtain a balanced moment heel angle; S702, performing work balance analysis on the controlled ship according to the balance moment heel angle to obtain the ship attitude adjustment moment; S703: Determine the attitude error correction driving force of each mooring mechanical arm according to the ship attitude adjustment torque.

[0090] Specifically, in the control strategy of the ship attitude error, the implementation example clearly defines the attitude error correction driving force required to improve the ship stability based on the mooring force analysis. The system improves the ship attitude and improves the mooring stability by lowering the center of gravity and reducing the ship inclination.

[0091] When the ship's position meets the mooring requirements, the distribution of the ship's cargo load is an important factor affecting the ship's attitude and stability. Figure 8 FIG. 1 is a schematic diagram of a force analysis of a ship cargo load distribution according to an embodiment of the present invention. Figure 8 As shown, when the ship is loaded with cargo, the cargo load distribution When uneven, a heeling moment is generated , which makes the ship tend to capsize. The moored ship balances the heeling moment, which will produce a balanced moment heel angle , at this time, the restoring moment generated by the heel angle and the heeling moment are balanced, and the formula is expressed as:

[0092]

[0093] in, The heel angle is Time Gravity With buoyancy The restoring torque is represents the density of water, represents the displacement volume of the ship, The heel angle is The heeling moment at Indicates the ship's displacement ton-force (unit: tf).

[0094] In actual mooring operations, the free liquid surface has a great influence on the initial stability height. There are negative effects and need to be addressed The correction formula is expressed as:

[0095] in, Indicates the height of the ship's transverse metacenter from the baseline, in units of , It can be found from the ship data hydrostatic curve according to the average draft. represents the influence factor of the free liquid surface, is the density of the liquid in the tank, in units of , It represents the horizontal distance of the free liquid surface in the tank to the neutral axis of the liquid surface, in units of .

[0096] Then based on the application of the moment balance method and the initial stability equation, when the heel angle When:

[0097] in, is the heel angle The heeling moment at .

[0098] In order to keep the ship in a balanced state, Reduce to (The range of values ​​is within 10°). Embodiment Based on the principle that static balance of stability is the balance of torque, and dynamic balance is the balance of work, the following formula is given:

[0099]

[0100]

[0101]

[0102] in, represents the value of the work done by the restoring torque, represents the value of the work done by the heeling moment, represents the value of the work done by the mooring force, Indicates radian values .

[0103] The above formula shows that the automatic mooring system can reduce the heel angle by The ship attitude adjustment torque required to adjust the ship attitude The formula is:

[0104] Then, under the assumption that the ship is a rigid body with uniform mass, does not deform when affected by external forces, and the reaction force is linearly distributed. The distribution is based on the distance from each mooring mechanical arm to the center of the mooring system. The vertical force provided by the mooring mechanical arm and the change in the buoyancy / gravity of the ship form a pair of force couples to adjust the ship's attitude. The formula is:

[0105] in, For the The vertical force borne by each mooring mechanical arm, the numbering order of the mechanical arms is in ascending order from the bow to the stern. is the number of mooring manipulators involved in the mooring operation, Indicates the overall length of the ship. Indicates the length between perpendicular lines of the ship. For the width, Indicates the longitudinal distance from the mooring equipment to the center of the ship, is the distance between equally spaced mooring equipment, is the length of the ship used for calculation, and the calculation method is expressed as:

[0106] in, Indicates the square coefficient, for the case of a pointed bow Make corrections.

[0107] In summary, in the ship automatic mooring control method provided by the present invention, the ship's mooring state is quantitatively evaluated and analyzed through the ship stability index and the follow-up discrimination index, the ship movement is suppressed by analyzing and determining the position error correction driving force, and the ship stability is improved by analyzing and determining the attitude error correction driving force, thereby realizing mooring analysis and control at the overall level of ship mooring, and improving the control effect of ship automatic mooring.

[0108] Based on the ship automatic mooring control method provided by the present invention, the present invention also provides a ship automatic mooring control device 900, such as Fig. 9 As shown, the ship automatic mooring control device includes: The ship information acquisition unit 901 is used to acquire the mooring stability parameters, relative position information and cargo load distribution of the ship to be controlled; The mooring state evaluation unit 902 is used to determine the follow-up discrimination index according to the relative position information, perform normalization processing on the mooring stability parameter to obtain the ship stability index, and perform mooring state evaluation according to the ship stability index and the follow-up discrimination index to obtain the mooring state evaluation grade; The mooring correction unit 903 is used to determine the position error correction driving force according to the relative position information, determine the attitude error correction driving force according to the cargo load distribution, and perform mooring correction on the controlled ship according to the position error correction driving force and the attitude error correction driving force when the mooring state evaluation level does not meet the preset stability level.

[0109] The ship automatic mooring control device 900 provided in the above embodiment can implement the technical solution described in the above ship automatic mooring control method embodiment. The specific implementation principles of the above modules or units can refer to the corresponding contents in the above ship automatic mooring control method embodiment, which will not be repeated here.

[0110] Fig.10 A schematic diagram of the structure of an embodiment of a ship provided by the present invention is shown in FIG. Fig.10 As shown, the present invention further provides a ship 1000. The ship 1000 includes a processor 1001, a memory 1002 and a display 1003. Fig.10 Only some of the components of the vessel 1000 are shown, but it should be understood that implementation of all of the components shown is not a requirement, and more or fewer components may alternatively be implemented.

[0111] In some embodiments, the memory 1002 may be an internal storage unit of the ship 1000, such as a hard disk or memory of the ship 1000. In other embodiments, the memory 1002 may also be an external storage device of the ship 1000, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the ship 1000.

[0112] In some embodiments, the processor 1001 may be a central processing unit (CPU), a microprocessor or other data processing chip, which is used to run the program code or process data stored in the memory 1002, such as the ship automatic mooring control program in the present invention.

[0113] The display 1003 is used to display information of the ship 1000 and to display a visualized user interface. The components 1001-1003 of the ship 1000 communicate with each other via a system bus.

[0114] In one embodiment, when the processor 1001 executes the ship automatic mooring control program in the memory 1002, the steps in the above-mentioned ship automatic mooring control method can be implemented.

[0115] It should be understood that: when the processor 1001 executes the ship automatic mooring control program in the memory 1002, in addition to the above functions, other functions can also be implemented. For details, please refer to the description of the corresponding method embodiment above.

[0116] An embodiment of the present invention further provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the above-mentioned ship automatic mooring control method is implemented.

[0117] Generally speaking, the computer instructions for implementing the method of the present invention can be carried by any combination of one or more computer-readable storage media. Non-transitory computer-readable storage media can include any computer-readable media except for the signal itself that is temporarily propagating.

[0118] Computer-readable storage media may be, for example, but not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or components, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection with one or more conductors, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, device, or device.

[0119] The above is a detailed introduction to the ship automatic mooring control method, device, ship and storage medium provided by the present invention. Specific examples are used in this article to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea; at the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation method and application scope. In summary, the content of this specification is only a preferred specific implementation method of the present invention, but the protection scope of the present invention is not limited to this. Any changes or substitutions that can be easily thought of by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A ship automatic mooring control method, characterized in that: The method comprises: Obtaining the mooring stability parameters, relative position information and cargo load distribution of the ship to be controlled; determining a follow-up discrimination index according to the relative position information, performing normalization processing on the mooring stability parameter to obtain a ship stability index, and performing mooring state assessment according to the ship stability index and the follow-up discrimination index to obtain a mooring state assessment grade; When the mooring status assessment level does not meet the preset stability level, a position error correction driving force is determined according to the relative position information, an attitude error correction driving force is determined according to the cargo load distribution, and mooring correction is performed on the ship to be controlled according to the position error correction driving force and the attitude error correction driving force.

2. The ship automatic mooring control method according to claim 1, characterized in that: The mooring stability parameters include initial stability height, ship rolling period, ship heel angle, static stability lever arm at 30° heel angle, maximum lever arm heel angle and heel angle lever arm curve area.

3. The ship automatic mooring control method according to claim 1, characterized in that: Determining the follow-up discrimination index according to the relative position information includes: Determine a follow-up control satisfaction index according to the relative position information and a preset follow-up control range; A follow-up discrimination index is determined according to the follow-up control satisfaction index.

4. The ship automatic mooring control method according to claim 2, characterized in that: The normalizing process of the mooring stability parameter to obtain the ship stability index includes: Performing positive correlation normalization processing on the initial stability height, the static stability arm of the 30° heel angle, the maximum arm heel angle and the heel angle arm curve area to obtain a first stability parameter index; Performing normal distribution normalization processing on the ship rolling period to obtain a second stability parameter index; Performing negative correlation normalization processing on the ship heel angle to obtain a third stability parameter index; A ship stability index is obtained by taking a weighted average of the first stability parameter index, the second stability parameter index and the third stability parameter index.

5. The ship automatic mooring control method according to claim 1, characterized in that: The step of evaluating the mooring state according to the ship stability index and the follow-up discrimination index to obtain a mooring state evaluation grade includes: Determining a mooring state index of the ship to be controlled according to the ship stability index and the follow-up discrimination index; The mooring state assessment level of the ship to be controlled is determined according to the mooring state index.

6. The ship automatic mooring control method according to claim 1, characterized in that: The determining of the position error correction driving force according to the relative position information comprises: Performing dynamic analysis according to the relative position information to determine a mooring force control output; Projecting the mooring force control output to each motion direction of the ship to obtain a mooring force control output matrix; Determine the position error correction mooring force of each control unit of the ship to be controlled according to the mooring force control output matrix, and determine the position error correction driving force of each control unit according to the position error correction mooring force; Wherein, each of the control units is composed of two mooring mechanical arms.

7. The ship automatic mooring control method according to claim 1, characterized in that: The determining of the attitude error correction driving force according to the cargo load distribution includes: Performing a force analysis on the ship to be controlled according to the cargo load distribution to obtain a balance moment heel angle; Performing work balance analysis on the ship to be controlled according to the balancing moment heel angle to obtain a ship attitude adjustment moment; The attitude error correction driving force of each mooring mechanical arm is determined according to the ship attitude adjustment torque.

8. A ship automatic mooring control device, characterized in that: include: A ship information acquisition unit, used to acquire the mooring stability parameters, relative position information and cargo load distribution of the ship to be controlled; a mooring state evaluation unit, configured to determine a follow-up discrimination index according to the relative position information, perform normalization processing on the mooring stability parameter to obtain a ship stability index, and perform mooring state evaluation according to the ship stability index and the follow-up discrimination index to obtain a mooring state evaluation grade; a mooring correction unit, for determining a position error correction driving force according to the relative position information, determining an attitude error correction driving force according to the cargo load distribution, and performing mooring correction on the ship to be controlled according to the position error correction driving force and the attitude error correction driving force when the mooring state assessment level does not meet a preset stability level.

9. A ship, characterized in that: comprising a memory and a processor, wherein: The memory is used to store computer programs; The processor, coupled to the memory, is used to execute a computer program to implement the steps in the ship automatic mooring control method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps in the ship automatic mooring control method according to any one of claims 1 to 7 are implemented.

Images