An automatic rotary damping control system for a ship manipulator

Abstract

The present invention discloses a rotary damping automatic control system for a ship manipulator, which relates to the field of rotary damping automatic control and is connected to a server. The server includes a terminal calculation module, an image module, a measurement module, and an execution control module. The present invention determines and analyzes the dynamic image information of the area where the ship is located to obtain the ship dynamic value, determines and analyzes the image information of the ship and the manipulator under static conditions, and accordingly conducts a static analysis of the ship operation to obtain the static required value of the ship operation. Then, by analyzing and processing the wave image information, the water flow image information under the ship environment, and the wind speed information, the environmental dynamic difference value of the ship is obtained, and then the comprehensive abnormal state value of the ship is analyzed. Through analysis and matching, the rotary damping force values corresponding to the comprehensive abnormal state values of different ships are obtained, realizing the automatic control of the rotary damping. It can consider the static and dynamic states of the ship, the characteristics of the manipulator, and the environmental information of the ship's navigation, providing guarantee for the automatic control of the ship's rotary damping.

Description

Technical Field

[0001] The present invention relates to the field of rotational damping automatic control, and particularly to a rotational damping automatic control system for a ship manipulator. Background Technique

[0002] In the early stage of ship operation, relatively simple mechanical structures were usually used. Traditional ship manipulators relied too much on manual adjustment, lacked flexibility, and were also difficult to adapt to sea conditions with strong winds, waves, and rapid currents, unable to ensure the safety of ship navigation. Therefore, automatic control technology emerged.

[0003] When the rotational damping automatic control for a ship manipulator is operating, it is affected by three factors: the static state of the ship manipulator, the changes in ship navigation, and the changes in the ship navigation environment. If these factors are not effectively monitored, analyzed, and managed, it may cause malfunctions of the ship manipulator and increase the possibility of safety accidents, resulting in certain property losses. To solve the above problems, a rotational damping automatic control system for a ship manipulator is introduced. Summary of the Invention

[0004] To solve the technical problems proposed in the above background technique, the present invention is proposed. An embodiment of the present invention provides a rotational damping automatic control system for a ship manipulator.

[0005] The object of the present invention can be achieved by the following technical solutions: A rotational damping automatic control system for a ship manipulator, including a server, and the server includes a terminal calculation module, an image module, a measurement module, and an execution control module.

[0006] The image module is used to obtain dynamic image information of the area where the ship is located, image information of the ship manipulator in a static state, wave image information, and water flow image information in the ship environment and transmit them to the terminal calculation module;

[0007] The measurement module is used to measure the wind direction information of the area where the ship is located with a wind direction measuring instrument, measure the wind speed information of the area where the ship is located with an ultrasonic anemometer, measure the water temperature information of the area where the ship is located with a temperature sensor, and transmit them to the terminal calculation module;

[0008] The terminal calculation module analyzes and calculates the image information and measurement information to obtain the comprehensive abnormal value of the ship;

[0009] The execution control module is used to receive the calculation result of the terminal calculation module for rotational damping automatic control.

[0010] Furthermore, it also includes the following steps:

[0011] Step 1: Ship dynamic analysis. The image module real-time obtains the dynamic image information of the area where the ship is located and transmits it to the terminal calculation module. The terminal calculation module performs ship sway value and ship travel determination analysis based on this to obtain the ship dynamic value;

[0012] Step 2: Static analysis of the ship manipulator. The image module real-time obtains the image information of the ship and the manipulator in a static state and transmits it to the terminal calculation module. Based on this, static analysis of the ship operation is carried out to obtain the static requirement value of the ship operation;

[0013] Step 3: Ship environmental dynamic analysis. The image module real-time obtains the wave image information and the water flow image information in the ship environment and transmits it to the terminal calculation module. The measurement module measures the wind direction information of the area where the ship is located and the wind speed information of the area where the ship is located and transmits it to the terminal calculation module. The terminal calculation module performs ship environmental state analysis based on this to obtain the environmental dynamic difference value of the ship;

[0014] Step 4: Comprehensive determination of the ship. Receive the ship dynamic value, the static requirement value of the ship operation, and the environmental dynamic difference value of the ship, and perform state comprehensive determination analysis on them to obtain the comprehensive difference state value of the ship;

[0015] Step 5: Automatic damping control. The execution control module receives the analysis and matching of the comprehensive difference state value of the ship from the terminal calculation module, obtains the rotational damping force values corresponding to different comprehensive difference state values of the ship, and realizes the automatic control of the rotational damping.

[0016] Further, the ship dynamic value includes the following steps:

[0017] Step 104: Convert the ship sway displacement value HY and the ship moving speed v into lengths according to a certain ratio. Use the ship sway displacement value HY and the ship moving speed v as the height and side length of a parallelogram respectively to construct a parallelogram, extract the perimeter of the formed parallelogram, and mark it as the ship dynamic value cd.

[0018] Further, the ship sway displacement value, the ship moving speed, and the ship dynamic value include the following steps:

[0019] Step 101: The image module installs multiple groups of image sensors at the bow, stern, and central part of the deck of the ship respectively, transmits the collected images to the terminal calculation module and inputs them into the edge detection algorithm, and through the image processing operation of contour extraction, separates the contour of the ship from the image to obtain the contour of the ship;

[0020] Step 102: The terminal calculation module extracts significant feature points in the ship contour images at different monitoring times, specifically the corner points of the hull and the ship chimney. Match these feature points in two consecutive ship contour images. The feature points (x n-1 , y n-1), the corresponding feature points of the images of adjacent monitoring points are (x n , y n ), n is the number of the monitoring point, n = 1, 2, 3... N. According to the affine transformation formula , where t xn and t yn are the translation amounts of the feature points in the x and y directions respectively, a1 n , a2 n , a3 n and a4 n are the parameters of the affine transformation matrix respectively. According to the extracted multiple pairs of feature points, multiple above equations are established and solved by the least square method to obtain the values of a1 n , a2 n , a3 n , a4 n , t xn and t yn , and the affine transformation matrix at this monitoring time point is obtained. According to the formula θ n = arctan(a4 n / a1 n ), the rotation angle θ n of the ship at this monitoring point is obtained. According to the formula , the offset T n at this monitoring point is obtained. According to the formula calculation, the ship sway value HY is obtained;

[0021] Step 103: Extract significant feature points from the ship contour images at different monitoring times, and obtain the displacement vectors of the feature points and the time intervals of the monitoring times, which are respectively marked as Δx, Δy and Δt. Δx and Δy are the displacement vectors in the x and y directions respectively. According to the formula , the ship moving speed v is obtained.

[0022] Furthermore, the ship static demand value of the ship includes the following steps:

[0023] Step 204: Substitute the obtained fractal dimension FX of the manipulator and the ship demand value Cxz into the formula for calculation to obtain the ship static demand value CJX.

[0024] Furthermore, the fractal dimension of the manipulator and the ship demand value of the ship include the following steps:

[0025] Step 201: The image module obtains the image information of the manipulator in the static state in real time and transmits it to the terminal calculation module. The terminal calculation module analyzes the appearance features of the manipulator and matches them with the features in the database to obtain the corresponding type of the manipulator;

[0026] Step 202: The terminal computing module receives the image information of the manipulator in the static state, places the manipulator in a two-dimensional space model, first uses small boxes with side length a1 to cover the manipulator graph, counts the number of boxes S1 required to cover the manipulator graph, and then gradually reduces the side length of the box to be , and correspondingly obtains the number of boxes as , and plots the side length of the box and the number of boxes on a double logarithmic coordinate system, with lnan as the abscissa and lnSn as the abscissa, n = 1, 2, 3... N, where N is a positive integer, plots the coordinate points on the logarithmic coordinate system according to the corresponding values, performs linear regression analysis on the coordinate points, obtains the slope of the straight line, and marks it as the fractal dimension FX of the manipulator;

[0027] Step 203: The image module real-time obtains the image information of the ship in the static state and transmits it to the terminal computing module. The terminal computing module analyzes the image, obtains the bow fineness value, draft depth and freeboard height, and calculates to obtain the ship resistance value Cxz.

[0028] Furthermore, the cyclic motion anomaly value of the ship includes the following steps:

[0029] Step 304: Process the ship wind change value, wave anomaly value and flow temperature anomaly value, and substitute them into the formula for calculation to obtain the cyclic motion anomaly value HDY of the ship.

[0030] Furthermore, the ship wind change value, wave anomaly value and flow temperature anomaly value include the following steps:

[0031] Step 301: The terminal computing module receives the wind direction information and wind speed information, selects the due north direction as the polar axis, and represents it with the angle of the polar angle. The wind direction and wind speed information within a period of time are drawn into the polar coordinate system. The polar coordinate graph is divided into m angular intervals, the number of intervals with zero polar coordinate interval count is obtained and marked as ld. The ratio of the number of each polar coordinate interval is obtained, the maximum ratio and the minimum ratio of the intervals are taken, and the difference is calculated to obtain the worst value zc. The ratio of the number of wind speeds greater than z in the polar coordinates is obtained, and the ship wind change value fj is obtained through formula calculation;

[0032] Step 302: The image module real-time obtains the wave image information in the ship environment and transmits it to the terminal computing module. The time period for monitoring the wave height is divided into several sub-time periods. The wave heights are sorted in the order of monitoring time. The wave height in the front is subtracted from the wave height in the back, which is recorded as the sub-wave difference. The sum is calculated to obtain the total sub-wave difference. The wave height values where the wave height in the front is greater than the wave height in the back are counted and subtracted to obtain the sub-high wave value. The sum is calculated to obtain the total sub-high wave value. The total sub-wave difference and the total sub-high wave value are analyzed to obtain the wave anomaly value by;

[0033] Step 303: The image module obtains the water flow image information in the ship environment in real time and transmits it to the terminal computing module. The terminal computing module obtains the included angle between the water flow direction and the ship's heading, marked as θ1. The terminal computing module receives the water temperature information to obtain the temperature value of the ship's traveling area, marked as T1. According to the formula analysis, the flow-temperature difference value lyz is obtained.

[0034] Further, the comprehensive abnormal state value of the ship includes the following steps:

[0035] Perform graphic construction processing and analysis on the ship dynamic value, the static demand value of the ship operation, and the environmental dynamic abnormal value of the ship to obtain the comprehensive abnormal state value of the ship.

[0036] Further, the steps for the rotational damping force values corresponding to the comprehensive abnormal state values of different ships include:

[0037] Set f rotational damping force values, each rotational damping force value corresponding to a value range, Q1(0, q1), Q2(q1, q2), Q3(q2, q3) …… Qf(qf-1, qf). Match the comprehensive abnormal state value of the ship corresponding to each monitoring time point with the value range. If the set comprehensive abnormal state value of the ship belongs to the value range, mark the rotational damping force value corresponding to this value range as the adjusted rotational damping force value; operate the ship rotation damping according to the adjusted rotational damping force value.

[0038] Compared with the prior art, the beneficial effects of the present invention are:

[0039] 1. By analyzing and determining the dynamic image information of the area where the ship is located, the present invention obtains the ship sway value, the ship moving speed, and the ship dynamic value. Then, by analyzing the structure of the ship controller and the static form of the ship, the fractal dimension of the controller, the ship resistance value, and the static demand value of the ship operation are obtained. It can comprehensively consider the dynamic and static states of the ship, effectively monitor, analyze, and manage the dynamic and static states of the ship, and better ensure the accuracy of rotational damping control.

[0040] 2. By analyzing and determining the wave image information, the water flow image information in the ship environment, and the wind speed information of the area where the ship is located, the present invention obtains the ship wind change value, the flow-temperature difference value, the wave anomaly value, and the environmental dynamic abnormal value of the ship. Then, through comprehensive analysis of the ship dynamic value, the static demand value of the ship operation, and the environmental dynamic abnormal value of the ship, the comprehensive abnormal state value of the ship is obtained. Match the comprehensive abnormal state value of the ship with the rotational damping force value to obtain the rotational damping force value corresponding to different comprehensive abnormal state values of the ship, and operate according to the corresponding damping force value. It can monitor and evaluate the ship in various environments, and comprehensively consider to make the automatic control of rotational damping more accurate, reduce the occurrence of faults of the ship controller, and reduce the occurrence of safety accidents and property losses. Description of the Drawings

[0041] To more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the accompanying drawings required for the description of the embodiments. The following drawings are not deliberately drawn to scale in actual size, and the focus is on showing the gist of the present invention.

[0042] Figure 1 It is the system block diagram of the present invention. Specific embodiments

[0043] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings. Obviously, the described embodiments are only partial embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts also belong to the scope of protection of the present invention.

[0044] As Figure 1 shown, the present invention provides a technical solution: a rotary damping automatic control system for a ship manipulator, connected to a server, and the server includes a terminal computing module, an image module, a measurement module, and an execution control module. The image module acquires the image information of the area where the ship is located and transmits it to the terminal computing module. The measurement module measures the wind direction information of the area where the ship is located through a wind direction measuring instrument, measures the wind speed information of the area where the ship is located through an ultrasonic anemometer, measures the water temperature information of the area where the ship is located through a temperature sensor, and transmits them to the terminal computing module. The terminal computing module analyzes, calculates, and processes the image information and measurement information. The execution control module receives the calculation result of the terminal computing module to perform rotary damping automatic control;

[0045] It includes the following steps:

[0046] Step 1: Ship dynamic analysis. The image module acquires the dynamic image information of the area where the ship is located in real time and transmits it to the terminal computing module. The terminal computing module performs ship sway value and ship travel determination analysis based on this to obtain the ship dynamic value;

[0047] Step 2: Ship manipulator static analysis. The image module acquires the image information of the ship and the manipulator in a static state in real time and transmits it to the terminal computing module. Based on this, ship operation static analysis is performed to obtain the static requirement value of ship operation;

[0048] Step 3: Ship environmental dynamic analysis. The image module acquires the wave image information and the water flow image information in the ship environment in real time and transmits them to the terminal computing module. The measurement module measures the wind direction information of the area where the ship is located and measures the wind speed information of the area where the ship is located and transmits it to the terminal computing module. The terminal computing module performs ship environmental state analysis based on this to obtain the environmental dynamic difference value of the ship;

[0049] Step 4: Comprehensive ship determination. Receive the ship's dynamic value, static operational requirement value, and environmental dynamic difference value of the ship, perform comprehensive state determination and analysis on them, and obtain the comprehensive difference state value of the ship;

[0050] Step 5: Automatic damping control. The execution control module receives the analysis and matching of the comprehensive difference state value of the ship from the terminal calculation module, obtains the rotational damping force values corresponding to different comprehensive difference state values of the ship, and realizes the automatic control of the rotational damping;

[0051] Furthermore, the ship's dynamic value specifically includes the following steps:

[0052] Step 101: The image module installs multiple groups of image sensors at the bow, stern, and central deck of the ship respectively, transmits the collected images to the terminal calculation module and inputs them into the edge detection algorithm, obtaining continuous lines that form a sharp contrast with the surrounding seawater background, and through contour extraction image processing operations, separates the contour of the ship from the image to obtain the contour of the ship;

[0053] Step 102: The terminal calculation module extracts significant feature points from the ship's contour images at different monitoring times, specifically the corner points of the hull and the ship's chimney. Match these feature points in two consecutive ship contour images before and after monitoring. For adjacent feature points in the previous monitoring (x n-1 , y n-1 ), and the corresponding feature points in the adjacent monitoring image are (x n , y n ), where n is the number of the monitoring point, n = 1, 2, 3... N. According to the affine transformation formula , where t xn and t yn are the translation amounts of the feature point in the x and y directions respectively, and a1 n , a2 n , a3 n and a4 n are the parameters of the affine transformation matrix. Based on the extracted multiple pairs of feature points, establish multiple above equations, and solve them by the least squares method to obtain the values of a1 n , a2 n , a3 n , a4 n , t xn and t yn , and obtain the affine transformation matrix at this monitoring time point. According to the formula θ n = arctan(a4 n / a1 n ), obtain the rotation angle θ n of the ship at this monitoring point. According to the formula , obtain the offset amount T n, according to the set formula , the ship sway value HY is obtained. b1 and b2 are respectively the weight factors of the rotation angle of the ship monitoring point and the offset of the monitoring point, and the specific values are determined by professionals in the field;

[0054] Step 103: Extract significant feature points from the ship contour images at different monitoring times, and obtain the displacement vectors of the feature points and the time interval of the monitoring time, which are respectively marked as Δx, Δy, and Δt. Δx and Δy are the displacement vectors in the x and y directions respectively. According to the formula , the ship moving speed v is obtained;

[0055] Step 104: Convert the ship sway value HY and the ship moving speed v into lengths according to a certain ratio. Use the ship sway value HY and the ship moving speed v as the height and side length of a parallelogram respectively to construct a parallelogram, and extract the perimeter of the formed parallelogram, which is marked as the ship dynamic value cd;

[0056] Furthermore, the ship operation static demand value specifically includes the following steps:

[0057] Step 201: The image module obtains the image information of the manipulator in the static state in real time and transmits it to the terminal calculation module. The terminal calculation module analyzes the appearance features of the manipulator and matches them with the features in the database to obtain the corresponding type of the manipulator. The specific types are electric manipulator, mechanical manipulator, or hydraulic manipulator. It should be noted that the appearance features are specifically that the electric manipulator is recognized by the shape of the motor, the mechanical manipulator is recognized by various mechanical components, such as gears, belts, and chains, and the hydraulic manipulator is recognized by the hydraulic pipeline. It should also be noted that the requirements of the manipulator for the damping force size are electric manipulator < mechanical manipulator < hydraulic manipulator;

[0058] Step 202: The terminal calculation module receives the image information of the manipulator in the static state, places the manipulator in a two-dimensional space model, and first uses small boxes with side length a1 to cover the manipulator graph, and counts the number of boxes S1 required to cover the manipulator graph. Then gradually reduce the side length of the box to , and correspondingly obtain the number of boxes as , and plot the side length of the box and the number of boxes on a double logarithmic coordinate system, with lnan as the abscissa and lnSn as the abscissa, n = 1, 2, 3... N, and N takes positive integers. Plot the coordinate points on the logarithmic coordinate system according to the corresponding values, and perform linear regression analysis on the coordinate points to obtain the slope of the straight line, which is marked as the fractal dimension FX of the manipulator. It should be noted that when the fractal dimension of the manipulator is larger, the more irregular the manipulator is and the greater the required damping force;

[0059] Step 203: The image module obtains the image information of the ship in a static state in real time and transmits it to the terminal calculation module. The terminal calculation module analyzes the image, obtains the bow fineness value, draft depth, and freeboard height, and marks them as cj, cs, and gg. Perform calculations to obtain the ship's resistance value Cxz. Among them, UO1, UO2, and UO3 are the preset weight factors for the bow fineness value, draft depth, and freeboard height respectively. It is a preset correction factor. It should be noted that the bow fineness value is obtained by dividing the ratio of the maximum length and maximum width of the bow part by the angle between the bow and the mid-longitudinal section of the ship, and then multiplying by the preset correction factor.

[0060] Step 204: Normalize the obtained fractal dimension FX of the manipulator and the ship's resistance value Cxz and substitute them into the formula Perform calculations to obtain the static maneuvering requirement value CJX of the ship. Among them, LP1, LP2, LP3, and LP3 are all preset weight factors. It is a preset correction factor, where LP1 < LP3 < LP4.

[0061] Furthermore, the specific steps of the ship's cyclic motion anomaly value are as follows:

[0062] Step 301: The terminal calculation module receives the wind direction information and wind speed information, selects the due north direction as the polar axis, and represents it with the angle of the polar angle. The due north direction is 0°, and the clockwise direction is the positive angle. The magnitude of the wind speed is represented by the polar radius. It should be noted that the greater the wind speed, the greater the polar radius. The wind direction and wind speed information within a period of time are plotted into the polar coordinate system. The polar coordinate graph is divided into m angular intervals. Specifically, m is 12. Obtain the number of intervals with zero polar coordinate intervals, marked as ld. Obtain the ratio of the number of each polar coordinate interval. Take the maximum ratio and the minimum ratio of the intervals and perform a difference calculation to obtain the worst value zc. Obtain the ratio of the number of polar coordinates greater than the z wind speed. Specifically, z is 15 m / s, marked as fg. According to the set formula fj = d1 / ld + d2 / zc + d3×fg, obtain the ship's wind change sharp value fj. Among them, d1, d2, and d3 are the preset weight factors for the number of intervals with zero, the worst value of the interval, and the ratio of the number of polar coordinates greater than the z wind speed respectively. The specific values are determined by the personnel in this field.

[0063] Step 302: The image module obtains the wave image information of the ship's environment in real time and transmits it to the terminal calculation module. The terminal calculation module analyzes the wave anomaly value as follows:

[0064] Divide the time period for obtaining wave height monitoring into several sub - time periods, sort the wave heights in the order of monitoring time, subtract the wave height with a later order from the one with an earlier order, denote it as the sub - wave difference, perform a summation calculation on it to obtain the total sub - wave difference, count and subtract the wave height values where the one with an earlier order is greater than the one with a later order to obtain the sub - high - wave value, perform a summation calculation to obtain the total sub - high - wave value, perform a weighted calculation on the total sub - wave difference and the total sub - high - wave value, and multiply by the corresponding weight factor to obtain the wave anomaly value by.

[0065] Step 303: The image module real - time obtains the water flow image information in the ship environment and transmits it to the terminal calculation module. The terminal calculation module obtains the included angle between the water flow direction and the ship's heading, denoted as θ1. The terminal calculation module receives the water temperature information and obtains the temperature value of the ship's sailing area, denoted as T1. According to the set formula , obtain the flow - temperature difference value lyz, where h1 and h2 are the weight factors of the included angle between the water flow direction and the ship's heading and the temperature value of the sailing area respectively, which are used to promote the accuracy of the calculation, and their magnitudes are custom - set by technicians according to actual use and experience accumulation. A1 is the reference temperature value of the set ship's sailing area;

[0066] Step 304: Normalize the ship's wind change sharp value fj, wave anomaly value by, and flow - temperature difference value lyz and substitute them into the formula , obtain the ship's environmental dynamic difference value HDY, where is the preset correction factor and and take the value of 0.376, and y1, y2, and y3 are the preset weight factors of the ship's wind change sharp value, wave anomaly value, and flow - temperature difference value respectively;

[0067] Furthermore, the comprehensive abnormal state value of the ship specifically includes the following steps:

[0068] Convert the ship's dynamic value and the static operation requirement value of the ship into lengths according to a certain ratio. Use the lengths of the ship's dynamic value and the static operation requirement value of the ship as the bottom - circle radius and the height of the cylinder to construct a cylinder. Convert the ship's environmental dynamic difference value into a length according to a certain ratio. Use the length of the ship's environmental dynamic difference value as the side length of a regular triangular pyramid to construct a regular triangular pyramid. The center of the regular triangular pyramid coincides with the center of the bottom surface of the cylinder. Identify the volume formed by the regular triangular pyramid and the cylinder, denoted as the comprehensive abnormal state value of the ship;

[0069] Furthermore, the rotational damping force values corresponding to the comprehensive abnormal state values of different ships specifically include the following steps:

[0070] Set f rotational damping force values, each of which corresponds to a value range, Q1(0, q1), Q2(q1, q2), Q3(q2, q3) …… Qf(qf - 1, qf). Q1, Q2, Q3...Qf respectively represent the section interval numbers of the rotational damping force values, and q1, q2, q3...qf respectively represent the corresponding rotational damping force values. Match the comprehensive abnormal value of the ship corresponding to each monitoring time point with the value range. If the set comprehensive abnormal value of the ship belongs to the value range, mark the rotational damping force value corresponding to this value range as the adjusted rotational damping force value; operate the ship's rotation damping according to the adjusted rotational damping force value. It should be noted that the greater the comprehensive abnormal value of the ship, the greater the required rotational damping force value.

[0071] The foregoing is a description of the invention and should not be construed as limiting thereof. Although several exemplary embodiments of the invention have been described, those skilled in the art will readily appreciate that many modifications can be made to the exemplary embodiments without departing from the novel teachings and advantages of the invention. Accordingly, all such modifications are intended to be included within the scope of the invention as defined by the claims. It should be understood that the foregoing is a description of the invention and should not be considered limited to the specific embodiments disclosed, and modifications to the disclosed embodiments as well as other embodiments are intended to be included within the scope of the appended claims. The invention is defined by the claims and their equivalents.

Claims

1. A rotary damping automatic control system for a ship manipulator, including a server, characterized in that, The server is connected to: an image module, which is used to obtain the dynamic image information of the area where the ship is located, the image information of the ship manipulator in a static state, the wave image information, and the water flow image information in the ship environment and transmit them to the terminal calculation module; a measurement module, which is used to measure the wind direction information of the area where the ship is located by a wind direction measuring instrument, measure the wind speed information of the area where the ship is located by an ultrasonic anemometer, measure the water temperature information of the area where the ship is located by a temperature sensor, and transmit them to the terminal calculation module; a terminal calculation module, which analyzes, calculates and processes the image information and the measurement information to obtain the comprehensive abnormal value of the ship; an execution control module, which is used to receive the calculation result of the terminal calculation module for automatic rotation damping control; The steps of the automatic rotation damping control analysis are as follows: The image module obtains the dynamic image information of the area where the ship is located in real time and transmits it to the terminal calculation module. The terminal calculation module performs the analysis of the ship sway value and the ship driving determination based on this to obtain the ship dynamic value; The image module also obtains the image information of the ship and the manipulator in a static state in real time and transmits it to the terminal calculation module. Based on this, the static analysis of the ship operation is performed to obtain the static required value of the ship operation; the image module also obtains the wave image information and the water flow image information in the ship environment in real time and transmits them to the terminal calculation module. The measurement module measures the wind direction information of the area where the ship is located and measures the wind speed information of the area where the ship is located and transmits it to the terminal calculation module. The terminal calculation module performs the analysis of the ship environmental state based on this to obtain the environmental dynamic abnormal value of the ship; receive the ship dynamic value, the static required value of the ship operation and the environmental dynamic abnormal value of the ship, perform the comprehensive state determination analysis on them to obtain the comprehensive abnormal value of the ship; the execution control module receives the analysis and matching of the comprehensive abnormal value of the ship by the terminal calculation module to obtain the rotation damping force values corresponding to different comprehensive abnormal values of the ship, so as to realize the automatic control of the rotation damping.

2. The rotary damping automatic control system for a ship manipulator according to claim 1, characterized in that Obtaining the ship dynamic value specifically includes: converting the ship sway value HY and the ship moving speed v into lengths according to a certain ratio, using the ship sway value HY and the ship moving speed v as the height and side length of a parallelogram respectively to construct a parallelogram, extracting the perimeter of the formed parallelogram, and marking it as the ship dynamic value cd.

3. The rotational damping automatic control system for a ship manipulator according to claim 2, characterized in that, The ship sway value, the ship moving speed and the ship dynamic value include the following steps: Step 101: The image module installs multiple groups of image sensors at the bow, stern and center of the deck of the ship respectively, transmits the collected images to the terminal calculation module and inputs them into the edge detection algorithm, and separates the contour of the ship from the image through the image processing operation of contour extraction to obtain the contour of the ship; Step 102: The terminal calculation module extracts significant feature points from the ship contour images at different monitoring times, specifically the corner points of the hull and the ship chimney, and matches these feature points in two consecutive ship contour images. The feature points of adjacent previous monitoring points are (x n-1 , y n-1 ), and the corresponding feature points of adjacent monitoring points in the image are (x n , y n ), where n is the number of the monitoring point, n = 1, 2, 3... N. According to the affine transformation formula , where t xn and t yn are the translation amounts of the feature point in the x and y directions respectively, and a1 n , a2 n , a3 n and a4 n are the parameters of the affine transformation matrix respectively. Based on the extracted multiple pairs of feature points, multiple above equations are established and solved by the least squares method to obtain the values of a1 n , a2 n , a3 n , a4 n , t xn and t yn , and obtain the affine transformation matrix at this monitoring time point. According to the formula θ n = arctan(a4 n / a1 n ), obtain the rotation angle θ n of the ship at this monitoring point. According to the formula , obtain the offset T n at this monitoring point. Calculate according to the formula to obtain the ship sway value HY; Step 103: Extract significant feature points from the ship contour images at different monitoring times, and obtain the displacement vectors of the feature points and the time interval of the monitoring time, which are respectively marked as Δx, Δy, and Δt. Δx and Δy are the displacement vectors in the x and y directions respectively. According to the formula , the ship moving speed v is obtained.

4. A rotational damping automatic control system for a ship manipulator according to claim 1, characterized in that, The specific calculation process of the static required value of the ship operation is: substituting the obtained fractal dimension FX of the manipulator and the ship resistance required value Cxz into the formula for calculation to obtain the static required value CJX of the ship operation.

5. The rotational damping automatic control system for a ship manipulator according to claim 4, characterized in that, The specific analysis of the fractal dimension of the manipulator and the ship resistance required value includes the following steps: Step 201: The image module obtains the image information of the manipulator in a static state in real time and transmits it to the terminal calculation module. The terminal calculation module analyzes the appearance characteristics of the manipulator and matches them with the characteristics in the database to obtain the type corresponding to the manipulator; Step 202: The terminal computing module receives the image information of the manipulator in a static state, places the manipulator in a two-dimensional spatial model, first uses small boxes with side length a1 to cover the manipulator graph, counts the number of boxes S1 required to cover the manipulator graph, and then gradually reduces the side length of the box to be , and correspondingly obtains the number of boxes as , and plots the side length of the box and the number of boxes on a double logarithmic coordinate system, with lnan as the abscissa and lnSn as the abscissa, n = 1, 2, 3... N, where the value of N is a positive integer. Plot the coordinate points on the logarithmic coordinate system according to the corresponding values, perform linear regression analysis on the coordinate points, obtain the slope of the line, and mark it as the fractal dimension FX of the manipulator; Step 203: The image module obtains the image information of the ship in a static state in real time and transmits it to the terminal calculation module. The terminal calculation module analyzes the image, obtains the stem fineness value, draft depth and freeboard height, and calculates to obtain the ship's resistance value Cxz.

6. The rotational damping automatic control system for a ship manipulator according to claim 1, characterized in that, The specific calculation process of the ship's environmental dynamic anomaly value is as follows: Process the ship's wind change value, wave anomaly value and flow temperature anomaly value, and substitute them into the formula for calculation to obtain the ship's environmental dynamic anomaly value HDY.

7. The rotational damping automatic control system for a ship manipulator according to claim 6, characterized in that, The ship's wind change value, wave anomaly value and flow temperature anomaly value include the following steps: Step 301: The terminal calculation module receives the wind direction information and wind speed information, selects the due north direction as the polar axis, and represents it with the angle of the polar angle. The wind direction and wind speed information within a period of time are divided into the polar coordinate system. The polar coordinate graph is divided into m angular intervals, and the number of intervals with zero polar coordinate interval numbers is obtained and marked as ld. The ratio of the number of each polar coordinate interval is obtained, and the maximum ratio and the minimum ratio of the intervals are taken, and the difference is calculated to obtain the worst value zc. The ratio of the number of wind speeds greater than z in the polar coordinates is obtained, and the ship's wind change value fj is obtained through formula calculation. Step 302: The image module obtains the wave image information of the ship's environment in real time and transmits it to the terminal calculation module. The time period for monitoring the wave height is divided into several sub-time periods. The wave heights are sorted in the order of monitoring time. The wave height in the front is subtracted from the wave height in the back, which is recorded as the sub-wave difference. The sum is calculated to obtain the total sub-wave difference. The wave height values where the wave height in the front is greater than the wave height in the back are counted and subtracted to obtain the sub-high wave value. The sum is calculated to obtain the total sub-high wave value. The total sub-wave difference and the total sub-high wave value are analyzed to obtain the wave anomaly value by. Step 303: The image module obtains the water flow image information of the ship's environment in real time and transmits it to the terminal calculation module. The terminal calculation module obtains the included angle between the water flow direction and the ship's heading, marked as θ1. The terminal calculation module receives the water temperature information to obtain the temperature value of the ship's sailing area, marked as T1. According to the formula analysis, the flow temperature anomaly value lyz is obtained.

8. The rotational damping automatic control system for a ship manipulator according to claim 1, characterized in that, The specific calculation process of the ship's comprehensive abnormal state value is as follows: The ship's dynamic value, ship operation static requirement value and ship's environmental dynamic anomaly value are processed and analyzed according to the graphic construction to obtain the ship's comprehensive abnormal state value.

9. The rotational damping automatic control system for a ship manipulator according to claim 1, characterized in that, The rotational damping force values corresponding to the comprehensive abnormal state values of different ships include the following steps: Set f rotational damping force values, each rotational damping force value corresponds to a value range, Q1(0, q1), Q2(q1, q2), Q3(q2, q3)... Qf(qf-1, qf). Match the comprehensive abnormal state value of the ship corresponding to each monitoring time point with the value range. If the set comprehensive abnormal state value of the ship belongs to the value range, the rotational damping force value corresponding to the value range is marked as the adjusted rotational damping force value; The ship's rotation damping operates according to the adjusted rotational damping force value.

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