Boat yaw angle closed-loop control system

Abstract

The invention belongs to the technical field of closed-loop control systems, and particularly relates to a ship yaw angle closed-loop control system which comprises a machine shell and a paddle connecting rod, the paddle connecting rod is arranged on the left side of the interior of the machine shell in a penetrating mode, and the upper end of the paddle connecting rod is sequentially sleeved with a thrust direction indicator, a depth adjusting ring, a rotary clamping groove base, a driven gear, a shaft sleeve and a supporting base from top to bottom; the overall control system is flexible in ship yaw angle closed-loop control mode, the ship yaw angle can be accurately regulated and controlled according to the conditions that actual use scenes are complex, diverse and changeable, and the environment is dangerous, the troubleshooting efficiency and accuracy of risk factors in the ship sailing process are high, the ship sailing safety is improved, and the ship yaw angle control system is suitable for being popularized and applied. The locking time of the yaw angle is shorter, no manual intervention is achieved in the yaw angle adjusting and locking process, and the problems that an existing ship yaw angle closed-loop control system is complex in operation, poor in stability and poor in safety are solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of closed-loop control systems, and particularly relates to a closed-loop control system for the yaw angle of a boat. Background Art

[0002] Boats often need to be equipped with special control systems to control the movement attitude of the boat body on the water surface, so as to adjust the movement trajectory of the boat and correct the sailing route of the boat.

[0003] Since the horizontal attitude of the boat (also known as the yaw angle) is greatly affected by environmental winds, currents, swells, and waves, the actual use scenarios are complex, diverse, unpredictable, and dangerous. When the boat needs to anchor, berth at a dock, or perform special operations in dangerous waters, it is difficult to accurately control the horizontal attitude of the boat, and it is not convenient to make precise adjustments to the yaw angle of the boat according to the complex, diverse, unpredictable, and dangerous scenarios. It is easy to cause property damage or even casualties when the boat collides with reefs, obstacles, docks, etc., and the stability and safety are poor. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the defects of the prior art and solve the problems of complex operation, poor stability, and poor safety existing in the existing closed-loop control system for the yaw angle of a boat.

[0005] The technical solution adopted by the present invention to solve its technical problems is: a closed-loop control system for the yaw angle of a boat, including a housing and a blade connecting rod;

[0006] The upper end of the blade connecting rod is successively sleeved and installed with a thrust direction mark, a depth adjustment ring, a rotating slot seat, a driven gear, a shaft sleeve, and a support seat from top to bottom. The housing is installed with a yaw angle sensor at any place on the boat without magnetic field interference;

[0007] The working process of the control system is as follows:

[0008] Step 1: The user sends a target yaw angle A = 135° to the controller through a remote control;

[0009] Step 2: The controller first performs thrust direction closed-loop control to ensure the correct thrust direction. As Figure 3-7 shown, the controller reads the current yaw angle B = 90° output by the yaw angle detection unit. Therefore, the boat needs to rotate 45° clockwise (CW) to reach the yaw angle control target. Since the rotation direction of the boat is opposite to the thrust direction, the required thrust direction is counterclockwise (CCW) at this time; if the current yaw angle is B = 150°, then the boat needs to rotate 15° counterclockwise (CCW) to reach the yaw angle control target. Since the rotation direction of the boat is opposite to the thrust direction, the required thrust direction should be clockwise (CW) at this time;

[0010] Step 3: The controller reads the current thrust direction feedback from the thrust direction detection device in the steering unit. If the current thrust direction is consistent with the required thrust direction, it starts the thrust control of the thruster motor. Otherwise, it first controls the thruster motor to stop, and then controls the steering unit to turn until the current thrust direction is consistent with the required thrust direction;

[0011] Step 4: After the required thrust direction is consistent with the current thrust direction, the controller starts the thrust control of the thruster motor: The controller calculates the required thrust percentage according to the target yaw angle and the current yaw angle, combined with the closed-loop control algorithm, and then converts the thrust percentage into the thruster output force command of the thruster driver;

[0012] Step 5: After the thruster driver in the thruster unit receives the output force command, it amplifies the output force command to form the drive current of the thruster motor;

[0013] Step 6: Under the action of the drive current, the thruster motor forms the motor spindle torque, which drives the propeller to rotate to form the side thrust;

[0014] Step 7: The boat starts to rotate clockwise under the action of the side thrust, and the current yaw angle B output by the yaw angle detection unit begins to approach the target yaw angle A. The control flow returns to Step 2 at this time;

[0015] The overall control method process is as follows:

[0016] Step 1: The controller receives the target yaw angle and the current yaw angle information: The main purpose of this step is to collect the control target of the yaw angle and the current yaw angle information. These two pieces of information are the two most critical inputs in the yaw angle closed-loop control process;

[0017] Step 2: Thrust direction control: The main purpose of this step is to ensure that the current thrust direction is consistent with the required thrust direction during the yaw angle closed-loop control process, and to ensure the correct thrust direction. The specific process is that the controller calculates the required thrust direction according to the target yaw angle and the current yaw angle information; combined with the current thrust direction feedback from the thrust direction detection device, it outputs the control command of the steering motor to drive the steering unit to act until the current thrust direction is consistent with the required thrust direction, and finally ensures the correct thrust direction;

[0018] Step 3: Thrust magnitude control: The main purpose of this step is to make the thruster unit output an appropriate thrust during the yaw angle closed-loop control process, so that the time to reach the steady state of the yaw angle is as short as possible and the steady-state error is as small as possible. The specific process is that the controller calculates the required thrust percentage according to the target yaw angle and the current yaw angle information, combined with the closed-loop control algorithm, and then converts the percentage into a thrust control signal. Finally, the thrust control signal is output to the thruster driver, and the thruster driver amplifies the thrust control signal and outputs it to the thruster motor to generate an appropriate side thrust;

[0019] Step 4: Compare the target yaw angle A with the current yaw angle B, where parameter F represents the mechanical commutation yaw angle threshold. Its purpose is to control the hull to change the propeller thrust direction through a slower response mechanical commutation method only when the absolute value of the yaw angle error is greater than the threshold, thereby ensuring the maximum thrust efficiency when the propeller rotates forward. This method shortens the error convergence time in scenarios with larger error angles. On the contrary, if the absolute value of the yaw angle error is less than F, the propeller is reversed by a faster response motor commutation method to change the thrust direction. This commutation method responds faster, but the thrust efficiency is reduced when the propeller reverses. This method is more suitable for thrust commutation operations in the oscillation convergence stage of smaller yaw angle errors.

[0020] In a preferred technical solution of the present invention, the housing is located between the rotating slot seat and the support seat, the blade connecting rod is inserted and arranged on the left side inside the housing, and a fixing clip is fixedly connected to either end of the support seat.

[0021] In a preferred technical solution of the present invention, a driving gear located on one side of the driven gear is rotatably connected on either side of the top of the casing, and the power output end of the driving gear is meshingly and transmission-connected with the driven gear. A main control circuit and a steering motor are respectively installed on the upper and lower sides of the casing, and the steering motor is located below the driving gear. The center of the driving gear is connected to the steering motor through a flange transmission connection, the thrust direction indicator and the yaw angle sensor are connected to the main control circuit signal, and the main control circuit is connected to a battery through a wire.

[0022] In a preferred technical solution of the present invention, the center of the driven gear is detachably connected to the outer wall of the blade connecting rod through a key pin, and the lower end of the driving gear is provided with a limit baffle movably connected to either side of the inner wall of the casing, and micro switches are installed at both ends of the limit baffle.

[0023] In a preferred technical solution of the present invention, a first skeleton oil seal and a second skeleton oil seal are respectively installed on the upper and lower sides between the inner wall of the rotating slot seat and the outer wall of the blade connecting rod, and a bearing and a third skeleton oil seal are respectively installed on the upper and lower sides between the inner wall of the support seat and the outer wall of the blade connecting rod.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] 1. The process of yaw angle adjustment and locking is realized without human intervention;

[0026] 2. The time for locking the yaw angle is shorter. The time consumption in typical scenarios is about 1 / 4 of that of the traditional semi-automatic solution and about 1 / 40 of that of the manual solution.

[0027] 3. The yaw angle locking accuracy in typical scenarios is twice that of the traditional semi-automatic solution and four times that of the manual solution.

[0028] 4. The overall control system has a flexible closed-loop control method for the boat's yaw angle. It can accurately adjust the boat's yaw angle according to the complex and diverse actual usage scenarios, unpredictable changes, and harsh environments. It can efficiently and accurately check dangerous factors during the boat's voyage, thereby improving the safety of the boat's navigation;

[0029] 5. Accurate yaw control: With the help of a closed-loop control system, the boat can accurately receive the target yaw angle and continuously adjust the boat's navigation attitude based on the current yaw angle. Whether facing a setting such as a target yaw angle A=135° or a complex and changeable actual navigation scenario, the system can use a rigorous control process to allow the boat to accurately approach the target yaw angle, greatly improving the accuracy of the boat's navigation direction;

[0030] 6. Intelligent correction of thrust direction: The system is equipped with a closed-loop control link for thrust direction. By comparing the target yaw angle with the current yaw angle, the required thrust direction is intelligently calculated, and the thrust direction is corrected in time in combination with the feedback from the thrust direction detection device. This can avoid navigation deviations caused by incorrect thrust direction, ensure the stability of the boat's navigation trajectory, and reduce unnecessary energy consumption.

[0031] 7. Efficient thrust control: During the closed-loop control of the yaw angle, the controller uses a closed-loop control algorithm to calculate the appropriate thrust percentage based on the target and current yaw angle, and converts it into an accurate thrust control signal. This makes the thrust output by the thrust unit just right, which can not only allow the yaw angle to quickly reach a steady state, but also minimize the steady-state error, thereby improving the response speed and navigation efficiency of the boat;

[0032] 8. Stable mechanical structure design: The blade connecting rod and the multiple components mounted on it are reasonably arranged with the casing to maintain the stability of the core components of the system. In addition, the first and second skeleton oil seals between the rotating slot seat and the blade connecting rod, the bearing and the third skeleton oil seal between the support seat and the blade connecting rod reduce the friction and leakage of the components, extend the service life, and maintain the long-term stable operation of the system;

[0033] 9. Integration and signal synergy advantages: The main control circuit, steering motor and other key components are compactly integrated inside the casing. The steering motor and the drive gear are stably transmitted through the flange. The thrust direction indicator, yaw angle sensor and the main control circuit are connected by signal. With the battery power supply, the signal transmission of the entire system is fast, coordinated and efficient, and the control response time is optimized;

[0034] 10. Safety protection and limit guarantee: The limit baffle and micro switch set at the lower end of the drive gear can effectively prevent the components from over - running during the operation of the system, avoid potential safety hazards caused by mechanical failures, enhance the overall reliability of the system, and ensure the safe navigation of the boat.

[0035] 11. Component stability and expansion convenience: The fixed clips on the support base provide additional stable points for the relevant components of the system, not only strengthening the structural stability, but also facilitating subsequent equipment expansion, modification and reserved space, improving the compatibility and upgradability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 is a schematic diagram of the overall external structure of the present invention;

[0037] Figure 2 is a schematic diagram of the overall internal structure of the present invention;

[0038] Figure 3 is a schematic diagram of the overall yaw - angle closed - loop control system of the present invention;

[0039] Figure 4 is a detailed schematic diagram of the composition of the yaw - angle closed - loop control system of the present invention;

[0040] Figure 5 is a schematic diagram of the working principle of the yaw - angle closed - loop control system of the present invention;

[0041] Figure 6 is a general flowchart of the yaw - angle closed - loop control method of the present invention;

[0042] Figure 7 is a detailed flowchart of the control method of the present invention;

[0043] Figure 8 is an installation effect diagram of the control system of the present invention.

[0044] In the figure: 1. Yaw - angle sensor; 2. Machine shell; 3. Blade connecting rod; 4. Thrust direction mark; 5. Fixed clip; 6. Battery; 7. Support base; 8. Depth adjustment ring; 9. First skeleton oil seal; 10. Second skeleton oil seal; 11. Bearing; 12. Third skeleton oil seal; 13. Steering motor; 14. Main control circuit; 15. Drive gear; 16. Driven gear; 17. Bushing; 18. Limit baffle; 19. Micro switch; 20. Rotating card slot seat. DETAILED DESCRIPTION OF THE INVENTION

[0045] Please refer to Figure 1-8, the present invention provides a technical solution: a closed-loop control system for the yaw angle of a boat, including a housing 2 and a blade connecting rod 3; the blade connecting rod 3 is inserted inside the left side of the housing 2. The upper end of the blade connecting rod 3 is successively sleeved with a thrust direction mark 4, a depth adjustment ring 8, a rotating slot seat 20, a driven gear 16, a bushing 17, and a support seat 7 from top to bottom. The rotating slot seat 20 can provide a stable horizontal support surface for the depth adjustment ring 8. The thrust direction mark 4 is electrically connected to the main control circuit 14. The housing 2 is installed with a yaw angle sensor 1 at any place on the boat without magnetic field interference. The yaw angle sensor 1 is signal-connected to the main control circuit 14. The main control circuit 14 is respectively signal-connected to the thrust direction limit microswitch 19 and the yaw angle sensor 1. The microswitch 19 and the yaw angle sensor 1 both feedback to the main control circuit 14 synchronously. The main control circuit 14 makes adjustments to the overall control of the thruster according to the signals fed back by the microswitch 19 and the yaw angle sensor 1. The thrust direction mark 4 has three main functions. The first is to tell the user the direction of the thrust. The second is to prevent rainwater or seawater from entering the motor along the steel pipe and causing the motor to short-circuit and burn out. The third is to act as an interface between the power supply of the propeller motor and the main control circuit; the main function of the thrust direction mark 4 is to tell the user in an emergency and abnormal situation which direction the current thruster is pushing, so that the user can accurately judge whether the thruster is operating in the expected thrust direction. It can comprehensively integrate multiple data for intelligent control, optimize the control logic, make the yaw angle control of the boat more in line with the actual navigation requirements, and comprehensively improve the automation and intelligence level of the boat navigation. Combining the above effects shows that the yaw angle closed-loop control achieved by this controller is significantly flexible and efficient.

[0046] The function of the depth adjustment ring 8 is to clamp the blade connecting rod 3 to fix the depth of the propeller. The first skeleton oil seal 9, the second skeleton oil seal 10, and the third skeleton oil seal 12 are used in combination to fill the gaps on the outer surface of the blade connecting rod 3 for waterproofing the inside of the housing 2.

[0047] The first skeleton oil seal 9 and the second skeleton oil seal 10 are respectively installed on the upper and lower sides between the inner wall of the rotating slot seat 20 and the outer wall of the blade connecting rod 3. The bearing 11 and the third skeleton oil seal 12 are respectively installed on the upper and lower sides between the inner wall of the support seat 7 and the outer wall of the blade connecting rod 3. The bearing 11 can ensure the stable rotation of the blade connecting rod 3, so that the propeller installed on the blade connecting rod 3 rotates. The housing 2 is located between the rotating slot seat 20 and the support seat 7. The first skeleton oil seal 9, the second skeleton oil seal 10, and the third skeleton oil seal 12 are used in combination to fill the gaps on the outer surface of the blade connecting rod 3 for waterproofing the inside of the housing 2. The bushing 17 can keep a distance between the rotating slot seat 20 and the bearing 11, and at the same time, the blade connecting rod 3 can rotate smoothly along the inner wall of the bushing 17.

[0048] The yaw angle sensor 1 is used to sense signals such as wind force and wind direction near the boat, and can monitor relevant data in real time, and transmit the signal to the main control circuit 14 to monitor the yaw angle of the boat in real time, so as to timely and accurately adjust the thrust force and direction, realize automatic and accurate correction of the yaw angle of the boat, significantly improve the stability and safety of navigation, and reduce the difficulty of crew control. Combined with the information fed back by the yaw angle sensor 1, the main control circuit 14 can accurately control the operating state, realize full-automatic yaw angle closed-loop control, and make the boat navigation control more accurate;

[0049] The main control circuit 14 and the steering motor 13 are installed on the upper and lower sides of the housing 2, respectively. The steering motor 13 is located below the driving gear 15. The center of the driving gear 15 is connected to the steering motor 13 through a flange transmission. The thrust direction indicator 4 and the yaw angle sensor 1 are connected to the main control circuit 14 signal. The main control circuit 14 is connected to the battery 6 through a wire. The battery 6 is independently powered for the entire system, so that there is a mobile power supply when the boat is sailing in the water.

[0050] A driving gear 15 located on one side of a driven gear 16 is rotatably connected on either side of the top of the casing 2, and the power output end of the driving gear 15 is meshed and transmission-connected with the driven gear 16, and the center of the driven gear 16 is detachably connected to the outer wall of the blade connecting rod 3 through a key pin; a limit baffle 18 is provided at the lower end of the driving gear 15, which is movably connected to either side of the inner wall of the casing 2, and micro switches 19 are installed at both ends of the limit baffle 18. The control circuit 14 establishes signal connections with the thrust direction limit micro switch 19 and the yaw angle sensor 1 respectively, and the micro switch 19 and the yaw angle sensor 1 both synchronously feedback to the main control circuit 14. The main control circuit 14 makes adjustments to the overall thruster control according to the signals fed back by the micro switch 19 and the yaw angle sensor 1, and can integrate multi-party data for intelligent regulation and control, optimize the control logic, make the boat yaw angle control more in line with the actual navigation needs, and comprehensively improve the automation and intelligence level of boat navigation. Combined with the above effects, it is shown that the yaw angle closed-loop control effect achieved by the controller is significant, flexible and efficient.

[0051] The user sends the target yaw angle A=135° to the controller through the remote control. With the help of the closed-loop control system, the boat can accurately receive the target yaw angle and continuously adjust the boat's navigation attitude based on the current yaw angle. Regardless of whether it is facing a setting such as the target yaw angle A=135° or a complex and changeable actual navigation scenario, the system can use a rigorous control process to allow the boat to accurately approach the target yaw angle, greatly improving the accuracy of the boat's navigation direction and achieving precise yaw control.

[0052] The controller first performs closed-loop control of the thrust direction to ensure that the thrust direction is correct. Figure 3-7As shown, the controller reads the current yaw angle B = 90° output by the yaw angle detection unit. Therefore, the boat needs to rotate 45° clockwise (CW) to reach the yaw angle control target. Since the rotation direction of the boat is opposite to the thrust direction, the required thrust direction is counterclockwise (CCW) at this time; if the current yaw angle is B = 150°, then the boat needs to rotate 15° counterclockwise (CCW) to reach the yaw angle control target. Since the rotation direction of the boat is opposite to the thrust direction, the required thrust direction should be clockwise (CW) at this time.

[0053] The controller reads the current thrust direction fed back by the thrust direction detection device in the steering unit. If the current thrust direction is consistent with the required thrust direction, the thrust control of the thruster motor is started. Otherwise, the thruster motor will be controlled to stop first, and then the steering unit will be controlled to turn until the current thrust direction is consistent with the required thrust direction.

[0054] After the required thrust direction is consistent with the current thrust direction, the controller starts the thrust control of the thruster motor: The controller calculates the required thrust percentage according to the target yaw angle and the current yaw angle, combined with the closed-loop control algorithm, and then converts the thrust percentage into the thrust output command of the thruster driver.

[0055] After receiving the output command, the thruster driver in the thruster unit amplifies the output command to form the drive current of the thruster motor.

[0056] Under the action of the drive current, the thruster motor forms the motor spindle torque, which drives the propeller to rotate to form the side thrust.

[0057] Under the action of the side thrust, the boat starts to rotate clockwise, and the current yaw angle B output by the yaw angle detection unit begins to approach the target yaw angle A. At this time, the control process returns to the initial step.

[0058] The controller receives the target yaw angle and current yaw angle information: The main purpose of this step is to collect the control target of the yaw angle and the current yaw angle information. These two pieces of information are the two most critical inputs in the yaw angle closed-loop control process.

[0059] Thrust Direction Control: One end of the support base 7 is fixedly connected with a fixed clamp 5. The fixed clamp 5 on the support base provides additional stable points for the relevant components of the system, not only strengthening the structural stability, but also facilitating subsequent possible equipment expansion, modification and reserved space, improving the compatibility and upgradability of the system, and achieving the technical effects of component stability and expansion convenience. The specific process is that the controller calculates the required thrust direction according to the target yaw angle and the current yaw angle information; combines the current thrust direction feedback by the thrust direction detection device, outputs the control instruction of the steering motor 13, drives the steering unit to act, and drives the limit baffle and micro switch 19 arranged at the lower end of the driving gear. The limit baffle 18 is paired with the micro switches 19 at both ends of the head and tail. The two micro switches 19 are arranged at a 180-degree angle at both ends of the surface of the limit baffle 18. The micro switch 19 is connected to the main control circuit 14 through a wire. The micro switch 19 is also called an angle sensor to sense the angle change signal of the deflection of the limit baffle 18. When the limit baffle 18 touches the driving gear 15, it will trigger the micro switch 19 to feedback to the main control circuit 14, so that the micro switch 19 feeds the signal back to the main control circuit 14. The main control circuit 14 automatically controls the rotation speed of the driving gear 15 driven by the steering motor 13 according to the signal feedback by the micro switch 19. When the rotation speed of the driving gear 15 is too fast, the main control circuit 14 will turn off the steering motor 13 in time, which can play a role in limiting the operation of the driving gear 15, provide precise limit for the operation of the driving gear 15, prevent the driving gear 15 and the driven gear 16 from over-rotating and causing collisions and damages caused by over-travel operation. During the operation of the system, it can effectively prevent the components from over-operating and avoid potential safety hazards caused by mechanical failures. The main purpose is to ensure that the current thrust direction is consistent with the required thrust direction during the yaw angle closed-loop control process, ensure the correct thrust direction, enhance the overall reliability of the system, escort the boat's navigation, and achieve safety protection and limit guarantee until the current thrust direction is consistent with the required thrust direction, and finally ensure the correct thrust direction.

[0060] Thrust magnitude control: Key components such as the main control circuit 14 and the steering motor 13 are compactly integrated inside the housing. The steering motor 13 is stably driven by a flange with the drive gear 15. The thrust direction indicator 4, the yaw angle sensor 4 are signal-connected to the main control circuit 14, and are powered by the battery 6. The blade connecting rod 3 and multiple components sleeved thereon are reasonably arranged with the housing 2 to maintain the stability of the core components of the system. The main purpose is to make the side thrust unit output an appropriate thrust during the yaw angle closed-loop control process, so that the time to reach the steady state of the yaw angle is as short as possible and the steady-state error is as small as possible. The specific process is that the controller calculates the required thrust percentage according to the target yaw angle and the current yaw angle information, combined with the closed-loop control algorithm, then converts the percentage into a thrust control signal, and finally outputs the thrust control signal to the side thrust motor driver. The side thrust motor driver amplifies the thrust control signal and outputs it to the side thrust motor to generate an appropriate side thrust. In addition, the first skeleton oil seal 9 and the second skeleton oil seal 10 between the rotating card slot seat 20 and the blade connecting rod 3, the bearing 11 and the third skeleton oil seal 12 between the support seat 7 and the blade connecting rod 3 are used to reduce component friction and leakage, extend the service life, and maintain the long-term stable operation of the system, etc., making the signal transmission of the entire system rapid, coordinated and efficient, optimizing the control response time, having the advantages of integration and signal coordination, and having a stable mechanical structure design layout.

[0061] The following summary is made according to the specific steps of the system for controlling the boat:

[0062]

[0063] The technical solution of this system:

[0064]

[0065]

[0066] The algorithm calculation process of the system for controlling the boat is as follows:

[0067] S1: Obtain the target yaw angle and the current yaw angle stage

[0068] 1. Controller startup: After the control power is turned on, the controller starts up.

[0069] 2. Equipment initialization: The thrust direction is initialized to counterclockwise (CCW) or clockwise (CW) direction, and the side thrust is initially 0.

[0070] 3. Determine whether there is a target yaw angle input:

[0071] · If there is no target yaw angle input, the system enters the standby state of the side thrust system (the side thrust motor stops, and the thrust direction is adjusted to counterclockwise CCW or clockwise CW direction).

[0072] · If there is a target yaw angle input, the system reads the target yaw angle A and the current yaw angle B.

[0073] S2: Thrust direction control stage

[0074] 1. Compare the target yaw angle A with the current yaw angle B. Here, the parameter F represents the mechanical commutation yaw angle threshold. Its purpose is to control the hull to change the propeller thrust direction only through the relatively slow mechanical commutation method when the absolute value of the yaw angle error is greater than the threshold, so as to ensure the maximum thrust efficiency when the propeller rotates forward. This method shortens the error convergence time in the scenario of a large error angle. Conversely, if the absolute value of the yaw angle error is less than F, the propeller is reversed by the faster motor commutation method to change the thrust direction. This commutation method has a faster response, but the thrust efficiency decreases when the propeller rotates in reverse. This method is more suitable for the thrust commutation operation in the oscillation convergence stage of a smaller yaw angle error. The value range of F is from 1 to 10 degrees, and the specific control logic is as follows:

[0075] · If A - B >= F: Record the required thrust direction a as counterclockwise (CCW).

[0076] · If A - B <= -F: Record the required thrust direction a as clockwise (CW).

[0077] · If -F < A – B < F: It means that the yaw angle error is small, and mechanical commutation is not required. The thrust direction is controlled by the motor commutation method, which is determined by the closed-loop control algorithm. The process jumps to "Calculate the error angle D as the input of the closed-loop control algorithm".

[0078] 2. Obtain the current thrust direction b (b is an enumerated value, and the range is "CW", "CCW") through the thrust direction detection device.

[0079] 3. Compare the current thrust direction b with the required thrust direction a:

[0080] · If a ≠ b: First, control the side thrust motor to stop to avoid the thrust in the wrong direction causing a greater deviation between the current yaw angle of the hull and the target yaw angle. Then, control the steering motor 13 to start and adjust the current thrust direction to the required thrust direction.

[0081] · If a = b: The system enters the thrust control stage.

[0082] S3: Thrust control stage

[0083] 1. Calculate the yaw angle error e(t) at the current moment as the key input parameter for the next closed-loop controller. The calculation logic is:

[0084] a) If b = "CCW", e(t) = A - B

[0085] b) If b = "CW", e(t) = B - A

[0086] 2. The controller calculates the required thrust percentage according to the target yaw angle and the current yaw angle, combines the closed-loop control algorithm, and then converts the percentage into a thrust control signal and outputs it to the thruster motor driver. The closed-loop controller uses the PID control algorithm, and the calculation formula is as follows:

[0087]

[0088] ·u(t): The thrust percentage required at the current moment, with a value range of (-100 to 100). When the thrust percentage is less than 0, it means the propeller rotates in reverse, and vice versa for forward rotation.

[0089] ●e(t): The yaw angle error at the current moment, with a value range of (-179.99 degrees to 179.99 degrees).

[0090] ●K p : Proportional coefficient, with a value range of (1 to 6).

[0091] ●K i : Integral coefficient, with a value range of (0.000001 to 0.0001).

[0092] ●K d : Differential coefficient, with a value range of (0 to 50).

[0093] ●Δt: Sampling time, with a value range of (5ms to 50ms).

[0094] ●e last : The yaw angle error of the previous control loop, with a value range of

[0095] (-179.99 to 179.99).

[0096] 3. The thruster motor driver executes the thrust control signal to drive the thruster motor and the propeller to rotate to generate thrust.

[0097] 4. Under the action of the thrust, the current yaw angle of the hull changes, and the control flow jumps to the process "Read the current yaw angle B" to enter the next yaw angle closed-loop control cycle.

[0098] Based on the above algorithm, the following conclusions can be drawn: The system is equipped with a closed-loop control link for the thrust direction. By comparing the target yaw angle with the current yaw angle, it intelligently calculates the required thrust direction, and combines the feedback from the thrust direction detection device to timely correct the thrust direction. This can avoid navigation deviations caused by incorrect thrust directions, ensure the stability of the boat's navigation trajectory, reduce unnecessary energy consumption, and achieve intelligent correction of the thrust direction; during yaw angle closed-loop control, the controller uses the closed-loop control algorithm to calculate the appropriate thrust percentage based on the target and current yaw angles, and converts it into a precise thrust control signal. This enables the thrust output by the side thruster unit to be just right, which can not only quickly bring the yaw angle to a steady state, but also minimize the steady-state error, improve the boat's response speed and navigation efficiency, and achieve the function of regulating the efficient thrust magnitude.

[0099] Taking a 7-meter-long ordinary fishing boat as an example, the operation task of this boat requires maintaining the boat's attitude at a fixed yaw angle within 20 meters of the sea area near the shore reef, facilitating the angler's fishing while avoiding hitting the reef.

[0100] Based on this control technology, the following summaries are made according to the above algorithm:

[0101] The process of adjusting and locking the yaw angle is achieved without manual intervention;

[0102] The time for locking the yaw angle is shorter. In typical scenarios, the time-consuming compared with the traditional semi-automatic scheme and manual scheme is about 1 / 4 of the semi-automatic scheme and about 1 / 40 of the manual scheme respectively;

[0103] In typical scenarios, the yaw angle locking accuracy compared with the traditional semi-automatic scheme and manual scheme is 2 times that of the semi-automatic scheme and 4 times that of the manual scheme respectively;

[0104] The overall control system has a flexible way of closed-loop control for the boat's yaw angle, and can accurately regulate the boat's yaw angle according to the complex, changeable and dangerous actual use scenarios. It has high efficiency and accuracy in detecting the risk factors during the boat's navigation, and improves the boat's navigation safety.

[0105] This system can accurately regulate the boat's yaw angle according to complex, changeable and dangerous scenarios, and has the advantages of simple operation, high stability and high safety.

[0106] Among them, the effects brought by the two structures of the microswitch 19 and the limit baffle 18 are used as the existing reference technical means of this system. Other technical solutions can also be adopted to achieve the same technical effects, and they are not mandatory structures.

Claims

1. A closed-loop control system for a yaw angle of a boat, comprising a housing (2) and a blade connecting rod (3), characterized in that: The upper end of the blade connecting rod (3) is sleeved with a thrust direction indicator (4), a depth adjustment ring (8), a rotating slot seat (20), a driven gear (16), a shaft sleeve (17) and a support seat (7) in sequence from top to bottom, and the housing (2) is installed with a yaw angle sensor (1) at any position on the boat without magnetic field interference; The control system workflow is as follows: Step 1: The user sends the target yaw angle A=135° to the controller via the remote controller; Step 2: The controller first performs closed-loop control of the thrust direction to ensure that the thrust direction is correct. As shown in Figure 3-3, the controller reads the current yaw angle B = 90° output by the yaw angle detection unit, so the boat needs to rotate 45° clockwise (CW) to achieve the yaw angle control target. Since the rotation direction of the boat is opposite to the thrust direction, the required thrust direction is counterclockwise (CCW); if the current yaw angle is B = 150°, then the boat needs to rotate 15° counterclockwise (CCW) to achieve the yaw angle control target. Since the rotation direction of the boat is opposite to the thrust direction, the required thrust direction should be clockwise (CW); Step 3: The controller reads the current thrust direction fed back by the thrust direction detection device in the steering unit. If the current thrust direction is consistent with the required thrust direction, the thrust control of the thrust motor is started. Otherwise, the thrust motor is first controlled to stop, and then the steering unit is controlled to turn until the current thrust direction is consistent with the required thrust direction. Step 4: When the required thrust direction is consistent with the current thrust direction, the controller starts to control the thrust of the thrust motor: the controller calculates the required thrust percentage based on the target yaw angle and the current yaw angle in combination with the closed-loop control algorithm, and then converts the thrust percentage into the thrust command of the thrust drive; Step 5: After receiving the output command, the thrust motor driver in the thrust unit amplifies the output command to form a driving current for the thrust motor; Step 6: Under the action of the driving current, the thrust motor generates a motor shaft torque, thereby driving the propeller to rotate to form a thrust force; Step 7: The boat starts to rotate clockwise under the action of the side thrust, and the current yaw angle B output by the yaw angle detection unit begins to approach the target yaw angle A. The control process returns to step 2 at this time; The overall process of the control method is as follows: Step 1: The controller receives the target yaw angle and current yaw angle information: The main purpose of this step is to collect the control target of the yaw angle and the current yaw angle information. These two pieces of information are the two most critical inputs in the yaw angle closed-loop control process; Step 2: Thrust direction control: The main purpose of this step is to ensure that the current thrust direction is consistent with the required thrust direction during the yaw angle closed-loop control process, and to ensure that the thrust direction is correct. The specific process is that the controller calculates the required thrust direction based on the target yaw angle and the current yaw angle information; combined with the current thrust direction fed back by the thrust direction detection device, the control command of the steering motor (13) is output to drive the steering unit to move until the current thrust direction is consistent with the required thrust direction, and finally ensure that the thrust direction is correct; Step 3: Thrust control: The main purpose of this step is to make the thrust unit output appropriate thrust during the yaw angle closed-loop control process, so that the yaw angle reaches a steady state in the shortest possible time and with the smallest steady-state error. The specific process is that the controller calculates the required thrust percentage based on the target yaw angle and current yaw angle information in combination with the closed-loop control algorithm, and then converts the percentage into a thrust control signal. Finally, the thrust control signal is output to the thrust motor driver, which amplifies the thrust control signal and outputs it to the thrust motor to generate appropriate thrust. Step 4: Compare the target yaw angle A with the current yaw angle B, where parameter F represents the mechanical commutation yaw angle threshold. Its purpose is to control the hull to change the propeller thrust direction through a slower response mechanical commutation method only when the absolute value of the yaw angle error is greater than the threshold, thereby ensuring the maximum thrust efficiency when the propeller rotates forward. This method shortens the error convergence time in scenarios with larger error angles. On the contrary, if the absolute value of the yaw angle error is less than F, the propeller is reversed by a faster response motor commutation method to change the thrust direction. This commutation method responds faster, but the thrust efficiency is reduced when the propeller reverses. This method is more suitable for thrust commutation operations in the oscillation convergence stage of smaller yaw angle errors.

2. A closed-loop control system for yaw angle of a boat as claimed in claim 1, characterized in that: The housing (2) is located between the rotating slot seat (20) and the support seat (7), the blade connecting rod (3) is inserted and arranged on the left side inside the housing (2), and a fixing clamp (5) is fixedly connected to any end of the support seat (7).

3. A closed-loop control system for yaw angle of a boat as claimed in claim 1, characterized in that: A driving gear (15) located on one side of a driven gear (16) is rotatably connected to any side of the top of the casing (2); a power output end of the driving gear (15) is meshed and transmission-connected with the driven gear (16); a main control circuit (14) and a steering motor (13) are respectively installed on the upper and lower sides of the casing (2); the steering motor (13) is located below the driving gear (15); the center of the driving gear (15) is transmission-connected to the steering motor (13) via a flange; the thrust direction indicator (4) and the yaw angle sensor (1) are signal-connected to the main control circuit (14); and the main control circuit (14) is connected to a storage battery (6) via a wire.

4. A closed-loop control system for yaw angle of a boat as claimed in claim 3, characterized in that: The center of the driven gear (16) is detachably connected to the outer wall of the blade connecting rod (3) via a key pin, and a limit baffle (18) movably connected to any side of the inner wall of the casing (2) is provided at the lower end of the driving gear (15), and micro switches (19) are installed at both ends of the limit baffle (18).

5. A closed-loop control system for yaw angle of a boat as claimed in claim 1, characterized in that: A first skeleton oil seal (9) and a second skeleton oil seal (10) are respectively installed on the upper and lower sides between the inner wall of the rotating slot seat (20) and the outer wall of the blade connecting rod (3), and a bearing (11) and a third skeleton oil seal (12) are respectively installed on the upper and lower sides between the inner wall of the support seat (7) and the outer wall of the blade connecting rod (3).

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