Intelligent vibration control device and method based on blocking hull vibration transmission path

Abstract

The invention discloses an intelligent vibration control device and method based on blocking of a hull vibration transmission path, and relates to the technical field of vibration and noise reduction of ship and ocean engineering, the device comprises a first rib plate, a web plate, a second rib plate, an upper base panel, a lower base panel, a magnetorheological damper, a bottom plate and an acceleration sensor, the acceleration sensor is arranged on the upper base panel and the bottom plate and is used for acquiring vibration response; and the magneto-rheological damper is used for carrying out vibration control on the ship according to the vibration response. The magnetorheological damper is fixed through the rib plate, the web plate, the base and other structures, and the acceleration sensors are arranged on the upper base panel and the bottom plate, so that the vibration response obtained by the acceleration sensors is utilized, and the vibration of the bottom of the cabin section is controlled by actively controlling the input current of the magnetorheological damper; and intelligent vibration control of the ship is realized.

Description

Technical Field

[0001] The present application relates to the technical field of vibration and noise reduction for ships and ocean engineering, and particularly to an intelligent vibration control device and method based on blocking the vibration transmission path of the hull. Background Art

[0002] Once the traditional ship structure is designed and manufactured, its dynamic characteristics are also determined, and it is very difficult to make major adjustments in a short time. Ship vibration and noise have become a prominent problem. The pedestal is the main path for the line spectrum vibration characteristics of equipment to be transmitted to the external structure of the ship. Controlling the transmission of the line spectrum vibration characteristics of ship equipment to the external structure through the pedestal structure is an important measure to reduce the line spectrum noise of the ship.

[0003] Currently, vibration isolation devices are usually installed on the pedestal structure to control ship vibration and noise. However, due to the small volume of the vibration isolation device and the limited space inside the ship, it is difficult to install an intelligent actuator in the vibration isolation device to achieve intelligent vibration control of the ship. Summary of the Invention

[0004] The purpose of the present application is to provide an intelligent vibration control device and method based on blocking the vibration transmission path of the hull, which can achieve intelligent vibration control of the ship.

[0005] To achieve the above purpose, the present application provides the following solutions:

[0006] In a first aspect, the present application provides an intelligent vibration control device based on blocking the vibration transmission path of the hull, including: a first rib plate, a web plate, a second rib plate, an upper pedestal panel, a lower pedestal panel, a magnetorheological damper, a bottom plate, and an acceleration sensor;

[0007] Wherein, the first rib plate and the second rib plate are symmetrically arranged on both sides;

[0008] Both the first rib plate and the second rib plate are perpendicular to the web plate and are respectively fixedly connected to the web plate;

[0009] The web plate longitudinally penetrates through the middle of the intelligent vibration control device; the upper and lower edges of the web plate are respectively fixedly connected to the upper pedestal panel and the lower pedestal panel; the left and right sides of the web plate are respectively perpendicularly connected to the first rib plate and the second rib plate;

[0010] The upper pedestal panel and the lower pedestal panel are parallelly distributed on the upper and lower surfaces;

[0011] The magnetorheological damper is horizontally installed between the upper pedestal panel and the lower pedestal panel; both ends of the magnetorheological damper are fixedly connected to the inner sides of the upper pedestal panel and the lower pedestal panel through hinge connections;

[0012] The acceleration sensor is disposed on the upper base panel and the bottom plate for acquiring vibration responses.

[0013] The magnetorheological damper is configured to perform vibration control on the ship according to the vibration responses.

[0014] Optionally, the magnetorheological damper is vertically fixed between the upper base panel and the lower base panel in a hinged manner, the axis of the magnetorheological damper is perpendicular to the panel plane of the base, and the outer cylinder and the piston rod of the magnetorheological damper are respectively connected to the upper base panel and the lower base panel.

[0015] Optionally, both the first rib plate and the second rib plate are perpendicular to the web plate and are respectively fixedly connected to the web plate by welding or bolts.

[0016] Optionally, the upper and lower edges of the web plate are respectively welded to the upper base panel and the lower base panel.

[0017] Optionally, the upper base panel and the lower base panel are parallelly distributed on the upper and lower surfaces, wherein the upper base panel is disposed at the top and the lower base panel is disposed at the bottom.

[0018] Optionally, the acceleration sensor is disposed at the center point positions of the upper base panel and the bottom plate.

[0019] Optionally, the web plate is a longitudinal central axis; the first rib plate and the second rib plate symmetrically reinforce both sides; the upper base panel and the lower base panel form upper and lower bearing surfaces; the magnetorheological damper is embedded between the upper base panel and the lower base panel.

[0020] Optionally, the upper base panel and the lower base panel are respectively disposed on an upper base and a lower base, and both the upper base and the lower base are made of high-strength low-alloy steel or carbon fiber composite material, with a thickness of 20 - 30 cm, and the surfaces are both subjected to sandblasting for rust prevention treatment.

[0021] In a second aspect, the present application provides an intelligent vibration control method for an intelligent vibration control device based on blocking the vibration transmission path of a ship hull, including:

[0022] Acquiring the vibration responses obtained by the acceleration sensor;

[0023] According to the vibration responses, using the dynamic equation and the active control algorithm to calculate the optimal input current of the magnetorheological damper;

[0024] Providing the optimal input current for the magnetorheological damper through a control system.

[0025] Optionally, according to the vibration response, the optimal input current of the magnetorheological damper is calculated by using the dynamic equation and the active control algorithm, specifically including:

[0026] According to the structural position of the intelligent vibration control device in the ship, the dynamic equation is determined; the dynamic equation includes: the active control force generated by the magnetorheological damper under the control system; the dynamic equation is:

[0027]

[0028] where m is the mass of the intelligent vibration control device, k is the equivalent stiffness of the magnetorheological damper, c is the internal equivalent damping coefficient of the main structure of the intelligent vibration control device, F is the active control force generated by the magnetorheological damper under the control system, x is the displacement measured by the acceleration sensor at the position of the upper base panel, and r is the displacement measured by the acceleration sensor at the position of the bottom plate;

[0029] Using the active control algorithm, based on the dynamic equation, with the acceleration of the upper base panel as the controlled variable, the optimal active control force is calculated; the active control force is the active control force generated by the magnetorheological damper under the control system;

[0030] According to the optimal active control force, the Bouc-Wen model is used to determine the optimal input current of the magnetorheological damper.

[0031] According to the specific embodiments provided by the present application, the present application discloses the following technical effects:

[0032] The present application provides an intelligent vibration control device and method based on blocking the vibration transmission path of a ship hull. The device includes: a first rib plate, a web plate, a second rib plate, an upper base panel, a lower base panel, a magnetorheological damper, a bottom plate, and an acceleration sensor; wherein, the first rib plate and the second rib plate are symmetrically arranged on both sides; the first rib plate and the second rib plate are both perpendicular to the web plate and are respectively fixedly connected to the web plate; the web plate longitudinally penetrates through the middle of the intelligent vibration control device; the upper and lower edges of the web plate are respectively fixedly connected to the upper base panel and the lower base panel; the left and right sides of the web plate are respectively perpendicularly connected to the first rib plate and the second rib plate; the upper base panel and the lower base panel are parallelly distributed on the upper and lower surfaces; the magnetorheological damper is horizontally installed between the upper base panel and the lower base panel; both ends of the magnetorheological damper are fixedly connected to the inner sides of the upper base panel and the lower base panel through hinge connections; the acceleration sensor is arranged on the upper base panel and the bottom plate for acquiring vibration responses; the magnetorheological damper is used for performing vibration control on the ship according to the vibration responses. The present application fixes the magnetorheological damper through structures such as rib plates, web plates, and bases, and arranges acceleration sensors on the upper base panel and the bottom plate, so as to utilize the vibration responses acquired by the acceleration sensors to control the vibration at the bottom of the cabin section by actively controlling the input current of the magnetorheological damper, and realize the intelligent vibration control of the ship. Description of the Drawings

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0034] Figure 1 It is a schematic structural diagram of an intelligent vibration control device based on blocking the vibration transmission path of a ship hull provided by an embodiment of the present application.

[0035] Figure 2 It is a schematic diagram of the installation position of the acceleration sensor provided by an embodiment of the present application.

[0036] Figure 3 It is a schematic diagram of the installation position of the magnetorheological damper provided by an embodiment of the present application.

[0037] Figure 4 It is a cross-sectional schematic diagram of the installation position of the magnetorheological damper provided by an embodiment of the present application.

[0038] Figure 5 It is a schematic diagram of a typical base of a ship provided by an embodiment of the present application.

[0039] Figure 6 Schematic diagram of pedestal installation provided by an embodiment of the present application.

[0040] Figure 7 Schematic diagram of Bouc-Wen model provided by another embodiment of the present application.

[0041] Reference numerals:

[0042] First rib plate - 1, web - 2, second rib plate - 3, upper pedestal panel - 4, lower pedestal panel - 5, magnetorheological damper - 6. Specific embodiments

[0043] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0044] Currently, vibration isolation devices are usually installed on the pedestal structure to control the vibration and noise of the ship. However, due to the small volume of the vibration isolation device and the limitation of the internal space of the ship, it is difficult to install an intelligent actuator in the vibration isolation device to achieve nonlinear control of the ship's line spectrum vibration characteristics. It is necessary to optimize the design of the typical ship pedestal structure, install a certain new technology as an intelligent actuator in the ship pedestal structure, apply its characteristics to the ship pedestal structure, and give play to its new advantages. It becomes possible for the present application to use a spatial grillage for low-noise structure design, combining ship active and semi-active control of vibration reduction with structure design, which can fundamentally solve the problem of low-frequency line spectrum transmission. Ship active and semi-active control of vibration reduction based on intelligent structures, by introducing a secondary vibration source into the controlled system and adding a monitoring strategy, makes the response of the controlled system to the secondary vibration source cancel out the response of the primary vibration source, and has good application prospects. Moreover, it is of great significance to develop more advanced and effective ship vibration reduction equipment and structures and strengthen the research on ship vibration control.

[0045] The present application controls the input current of the magnetorheological damper through the real-time collected data to achieve the control of the vibration at the bottom of the cabin section. Since the damping force output of the magnetorheological damper is based on the vibration speed and displacement of the damper piston, in order to make the magnetorheological damper output the required damping force, while optimizing the pedestal to reduce the pedestal stiffness, the panel is lengthened so that there is sufficient vibration speed and displacement of the magnetorheological damper piston.

[0046] To make the above objects, features, and advantages of the present application more obvious and understandable, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0047] In an exemplary embodiment, as Figure 1 shown, an intelligent vibration control device based on blocking the vibration transmission path of the hull is provided, including: a first rib plate 1, a web plate 2, a second rib plate 3, an upper base panel 4, a lower base panel 5, a magnetorheological damper 6, a bottom plate, and an acceleration sensor.

[0048] Wherein, the first rib plate 1 and the second rib plate 3 are symmetrically arranged on both sides, that is, on both sides of the intelligent vibration control device.

[0049] Both the first rib plate 1 and the second rib plate 3 are perpendicular to the web plate 2 and are respectively fixedly connected to the web plate 2; in this embodiment, the first rib plate 1 and the second rib plate 3 are respectively fixed to the web plate 2 by welding or bolts to enhance the overall bending stiffness.

[0050] The web plate 2 longitudinally penetrates the middle of the intelligent vibration control device; the upper and lower edges of the web plate 2 are respectively fixedly connected to the upper base panel 4 and the lower base panel 5; the left and right sides of the web plate 2 are respectively perpendicularly connected to the first rib plate 1 and the second rib plate 3.

[0051] In this embodiment, the web plate 2 serves as the core load-bearing component and longitudinally penetrates the middle of the entire intelligent vibration control device. The upper and lower edges of the web plate 2 are respectively welded to the upper base panel 4 and the lower base panel 5.

[0052] The upper base panel 4 and the lower base panel 5 are parallelly distributed on the upper and lower surfaces; that is, on the upper and lower surfaces of the intelligent vibration control device. Among them, the upper base panel 4 is arranged at the top, and the lower base panel 5 is arranged at the bottom. The two form a closed box-shaped cross-section through the common support of the web plate 2, the first rib plate 1, and the second rib plate 3.

[0053] The magnetorheological damper 6 is horizontally installed between the upper base panel 4 and the lower base panel 5; both ends of the magnetorheological damper 6 are fixedly connected to the inner sides of the upper base panel 4 and the lower base panel 5 through hinge connections for dynamically adjusting the vibration damping characteristics of the structure.

[0054] Generally speaking, the web plate 2 is the longitudinal central axis; the first rib plate 1 and the second rib plate 3 symmetrically reinforce both sides; the upper base panel 4 and the lower base panel 5 constitute the upper and lower bearing surfaces; the magnetorheological damper 6 is embedded between the upper base panel 4 and the lower base panel 5 to form an integrated structure with both rigidity and adjustable shock absorption functions.

[0055] In this embodiment, the acceleration sensor serves as a feedback device, and the real-time vibration response is obtained through the acceleration sensor for subsequent control. The magnetorheological damper 6 is used to perform vibration control on the ship according to the vibration response. Please refer toFigure 2 , the acceleration sensor is arranged at the center point positions of the upper base panel 4 and the bottom plate, that is, the acceleration sensor is installed at Figure 2 point a of the upper base panel 4 and point b of the bottom plate.

[0056] Active adjustment is to obtain the optimal input current of the magnetorheological damper 6 based on the dynamic equation and the active control algorithm according to the data collected by the acceleration sensor after processing, and then generate a damping force tending to the optimal active control force to achieve the optimal control of the vibration at the bottom of the cabin section. For the convenience of adjustment, the characteristics of the damping force output by the magnetorheological damper 6 are represented by the Bouc-Wen model.

[0057] In this embodiment, the magnetorheological damper 6 should be bolted to the upper and lower base panels 5. To ensure symmetric force, the magnetorheological damper 6 is vertically fixed between the upper and lower base panels 5 by a hinged manner, with the axis perpendicular to the plane of the base panel, near the longitudinal center line of the entire intelligent vibration control device. The outer cylinder and the piston rod are respectively connected to the upper base panel 4 and the lower base panel 5 to form an adjustable shock absorption unit with a through box-shaped cross-section. To meet the installation and disassembly requirements of the equipment, the width of the base panel should not be less than the width of the feet of the magnetorheological damper 6, and at the same time not less than 4 times the bolt hole diameter. The distance from the center of the bolt hole on the base panel to the free edge of the panel should not be less than 2 times the bolt hole diameter. The specific details are as Figure 3 and Figure 4 shown, where c and d in the figure represent bolts.

[0058] As a specific implementation manner, the above-mentioned intelligent vibration control device in this embodiment can be specifically realized in the following way:

[0059] The upper and lower bases are made of high-strength low-alloy steel (such as Q345B) or carbon fiber composite materials, with a thickness of 20 - 30 cm, and the surface is treated with sandblasting for rust prevention. A panel (upper base panel 4) is installed on the upper base, and a panel (lower base panel 5) is also installed on the lower base. The panel is a rectangular flat plate, with a length matching that of the web 2 and a width slightly larger than the outer diameter of the damper cylinder (leaving an installation space). The upper and lower panels are parallel, and the spacing is designed according to the damper stroke requirements. Inside the panel, criss-cross T-shaped steel or U-shaped channel steel reinforcing ribs are welded to form a grid-like support to increase the bending stiffness. And at the damper installation position, an annular boss is welded on the inner side of the panel, with the thickness increased to 40 cm as a stress diffusion structure. There are 8 - 12 uniformly distributed M16 high-strength bolt holes on the annular boss, and the hole diameter tolerance is precisely matched with the damper. The outer cylinder assembly of the magnetorheological damper 6 is made of seamless alloy steel pipe (such as 40Cr), and the inner wall is plated with hard chromium to reduce friction loss. Multiple layers of copper excitation coils are wound on the outer side of the cylinder, and the coils are encapsulated with epoxy resin and insulated from the cylinder; an internal magnetic conductive ring (stacked silicon steel sheets) forms a closed magnetic field circuit. The seal uses a double-lip fluororubber seal ring + dust-proof ring composite seal, and the end cover is pressed tightly by threads to ensure zero leakage of the magnetorheological fluid. The piston rod is made of high-strength stainless steel (such as 17 - 4PH), with a nitriding treatment on the surface and a hollow design to reduce weight. The piston head is provided with annular damping holes, and magnetic conductive pole pieces are embedded in the holes. Under the action of the magnetic field, the viscosity of the magnetorheological fluid increases sharply to form a controllable damping force.

[0060] The upper and lower bases achieve rigid support through high-strength plates, reinforcing ribs, and precision interfaces; the magnetorheological damper 6 forms an adjustable damping unit through a composite magnetic circuit, high-precision sealing, and a sensing system, and the two are rigidly connected by hinges.

[0061] First, the upper and lower bases are established. The damping force output of the magnetorheological damper 6 is based on the vibration speed and displacement of the damper piston. In the hull base structure, due to requirements such as structural strength and equipment stability, the panels of the typical base structure generally do not have large vibration speeds and displacements. In order to enable the magnetorheological damper 6 to output a damping force that meets the requirements, the design of this embodiment is optimized relative to the typical base structure. While reducing the base stiffness, the panel is lengthened, and the lengthened panel is 1.5 times the original panel, so that the piston of the magnetorheological damper 6 can have sufficient vibration speed and displacement. For a more intuitive demonstration, a comparison can be made with Figure 5 (for a typical ship base) and Figure 2 , and after optimization, the magnetorheological damper 6 can better output the damping force to achieve the optimal control.

[0062] Installation of the feedback device; the feedback device in this embodiment is mainly an acceleration sensor, and the installation of the acceleration sensor is as follows:

[0063] The first-order bending mode (low-frequency vibration) of the base usually exhibits the maximum displacement response at the center of the panel, where the installation can capture the fundamental frequency characteristics of the overall structure. The specific measurement points are the center points of the upper base panel 4 and the lower base panel 5.

[0064] Connect the sensor: Before installing the test specimen, the acceleration sensor should be checked. First, use a marker pen to mark the measurement point number at the measurement point position on the base, and then fix the acceleration sensor to the base with strong glue. This connection method is convenient and firm, and the test results are relatively accurate.

[0065] It should be noted that for the acceleration sensor, when using strong glue, an appropriate length of the signal transmission line of each sensor should be reserved at the sensor installation position to prevent the transmission line from affecting data measurement due to the tension state, or even being torn off or loosened due to disturbance during the test. The remaining transmission lines need to be bundled into a bunch and fixed to the base with tape and led out along the airlock section in one direction to avoid excessive data lines causing confusion or affecting the test work.

[0066] After the strong glue has fully exerted its strength and the acceleration sensor is firmly fixed, record the model number of the acceleration sensor and the corresponding measurement point number for convenient future data processing. Then connect the acceleration sensor to the cable, number both ends of the cable, and record the sensor model and the corresponding cable number at the same time for convenient processing.

[0067] Connect the cable: After the acceleration sensor is assembled, install the measuring instrument at the designated position in the working area, then connect the acceleration sensor to the data acquisition system, and at the same time connect the data acquisition system to the computer.

[0068] The cables of the acceleration sensors should be bundled into a bunch, extended from one side of the model and placed on the open deck, and then connected to the data acquisition system when hoisted to the designated position.

[0069] Among them, the pedestal and the hull structure can generally be regarded as a spatial structure composed of several basic structural units such as plates, beams, and shells. The mutual coupling between the structural units makes the "equipment - hull structure" form a "equipment - pedestal - hull structure" coupling system. As an intermediate structure, the installation of the pedestal needs to consider the pedestal itself and all structures connected to the ship's hull plate, and dynamic fixation with the middle part of the cabin section needs to be achieved through composite design. First, multiple layers of elastic vibration isolation pads are embedded between the pedestal and the cabin section deck to absorb high-frequency vibrations and allow small low-frequency displacements. Secondly, ball hinge - slide rail composite connectors are used at the four corners of the pedestal. Through the design of pre-tightening spring limit and slide rail grooves, adaptive adjustment under dynamic loads is ensured. At the same time, the edge of the pedestal is precisely docked with the cabin section flange through a split flange, supplemented by tapered positioning pins and fluororubber sealing gaskets, taking into account both installation accuracy and thermal expansion compensation. A grid of cross-shaped stiffeners is added in the installation area of the cabin section, aligned and welded with the pedestal stiffeners to form a continuous force transmission path and avoid stress concentration. The materials selected are carbon fiber - aluminum alloy composite laminates and self-lubricating bearings, combined with an epoxy anti-corrosion coating to achieve lightweight, high strength, and long life. In the installation of the cabin section as Figure 6 shown, the cabin section is in the middle of the hull and occupies the main part of the total length of the ship.

[0070] Data collection: After all the above preparations are completed, data can be collected for the pedestal under different working conditions. The acceleration, displacement, velocity, and magnitude of the exciting force are measured and collected every 5 Hz.

[0071] In this embodiment, the pedestal is the main path for the vibration characteristics of the equipment to be transmitted to the hull structure. Controlling the transmission of the vibration characteristics of the ship's equipment to the hull structure through the pedestal structure is an important measure to reduce the ship's line spectrum noise. Applying this method can scientifically and accurately reduce the vibration response at the bottom of the cabin section in the low-frequency band. The pedestal and the control scheme have low costs and are convenient for engineering applications.

[0072] Based on the same inventive concept, the embodiment of the present application also provides an intelligent vibration control method for an intelligent vibration control device based on blocking the hull vibration transmission path, including the following steps:

[0073] S1. Obtain the vibration response obtained by the acceleration sensor.

[0074] S2. According to the vibration response, use the dynamic equation and the active control algorithm to calculate the optimal input current of the magnetorheological damper 6.

[0075] S3. Provide the optimal input current for the magnetorheological damper 6 through the control system.

[0076] Among them, step S2 specifically includes:

[0077] S21. Determine the dynamic equation according to the structural position of the intelligent vibration control device in the ship; the dynamic equation includes: the active control force generated by the magnetorheological damper 6 under the control system; the dynamic equation is:

[0078]

[0079] where m is the mass of the intelligent vibration control device, k is the equivalent stiffness of the magnetorheological damper 6, c is the internal equivalent damping coefficient of the main structure of the intelligent vibration control device, F is the active control force generated by the magnetorheological damper 6 under the control system, x is the displacement measured by the acceleration sensor at the position of the upper base panel 4, and r is the displacement measured by the acceleration sensor at the position of the bottom plate.

[0080] S22. Using the active control algorithm, based on the dynamic equation, with the acceleration of the upper base panel 4 as the controlled variable, calculate and obtain the optimal active control force; the active control force is the active control force generated by the magnetorheological damper 6 under the control system.

[0081] S23. According to the optimal active control force, use the Bouc-Wen model to determine the optimal input current of the magnetorheological damper 6.

[0082] As a specific implementation manner, the above intelligent vibration control method in this embodiment can be specifically implemented in the following manner:

[0083] There is a strong non-linear relationship between the damping force and the velocity of the damper, and this strong non-linearity is the basis for changing the dynamic characteristics of the base. In this embodiment, the Bouc-Wen model is used to describe the relationship between the velocity input to the magnetorheological damper 6. It can be seen Figure 7 . ( Figure 7 In it, 5 is the non-linear damping force of the magnetorheological damper 6, 1, 2, 3, 4 are the undetermined coefficients of the model, 6 is the piston stroke inside the magnetorheological damper 6, and 5 is the internal variable of the model).

[0084] The expression of the Bouc-Wen model is as follows:

[0085] F d = c(i d )F h (x r , v r )(0 << i d << I m );

[0086] F d is the non-linear damping force of the magnetorheological damper, that is, the "optimal piezoelectric controllable active force". c(i d) is a non-linear gain function related to the input current, used to adjust the characteristic of the damping force varying with the current. F h (x r ,v r ) is the characteristic force, composed of a linear combination of displacement and velocity. i d is the input current of the magneto-rheological damper, and its value range is (0 << i d << I m ). I m is the maximum allowable current of the magneto-rheological damper.

[0087]

[0088] k2 is a parameter for adjusting the current gain amplitude. a0 is a parameter for controlling the saturation rate of the gain function. I0 is the reference current value for the center offset of the gain function.

[0089] F h (x r ,v r ) = c1y + k1(x - x0);

[0090] c1 is the linear damping coefficient. k1 is the linear stiffness coefficient, related to the displacement x. x0 is the initial displacement. v r is the piston movement speed, x r is the displacement of the piston relative to the initial. y is the internal variable of the model, used to describe the dynamic state inside the system.

[0091]

[0092] z is the hysteresis variable, describing the non-linear memory effect of the system, directly related to the hysteresis non-linearity. c0 is the damping coefficient for adjusting the dynamic response of the internal variable. k0 is the stiffness coefficient related to the internal variable. a is the weight parameter for controlling the influence of the hysteresis variable z on y. is the derivative of the displacement x with respect to time.

[0093]

[0094] n is the exponent for controlling the smoothness of the hysteresis curve. β is the parameter for adjusting the shape of the hysteresis loop. A is the parameter for controlling the initial linear stiffness. is the derivative of z with respect to time. is the derivative of y with respect to time. γ is the correction coefficient.

[0095] Active control process:

[0096] According to the structure of the pedestal in the ship, the corresponding dynamic equation can be constructed:

[0097]

[0098] Among them, m is the mass of the intelligent vibration control device, the stiffness coefficient k is the equivalent stiffness of the magnetorheological damper 6, c is the internal equivalent damping coefficient of the main structure of the intelligent vibration control device, F is the active control force generated by the magnetorheological damper 6 under the control system, x is the displacement measured by the acceleration sensor at the position of the upper base panel 4a, and r is the displacement measured by the acceleration sensor at the position of the bottom plate b. In the formula, F is the piezoelectric controllable active force, and the value of the active force needs to be calculated using the active control algorithm based on the state variables of the controlled object. Here, the PID control algorithm is selected, and the controlled variable is selected as the acceleration of the upper base panel 4. Therefore, there is:

[0099]

[0100] In the formula, e is the difference between the expected output and the actual output of the controlled variable. Here, the expected output acceleration is selected as 0. K p is the proportional gain, representing the control action proportional to the current error. K i is the integral gain, representing the control action proportional to the error accumulation, used to eliminate the steady-state error. t represents the time variable, and s represents the displacement variable. To weaken the influence of the acceleration mutation caused by the interference force applied to the upper platform, the control force is simplified to the PI algorithm here:

[0101] F = K p e + K i ∫edt;

[0102] Substituting into the formula, the dynamic equation of the system can be obtained as:

[0103]

[0104] Substituting the data at each moment obtained by the acceleration sensor into the dynamic equation of the above system, the optimal piezoelectric controllable active force can be obtained, and substituting it into the Bouc-Wen model can inversely deduce the magnitude of the optimal input current to achieve the control of the vibration at the bottom of the cabin section. Therefore, actively controlling the magnetorheological damper 6 to achieve a large-range impedance characteristic adjustment of the base has complete feasibility.

[0105] The databases involved in the embodiments provided in the present application may include at least one of a relational database and a non-relational database. The non-relational database may include a distributed database based on blockchain, etc., which is not limited thereto. The processors involved in the embodiments provided in the present application may be a general-purpose processor, a central processor, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., which is not limited thereto.

[0106] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this specification.

[0107] Specific examples are used in this article to elaborate on the principles and implementation manners of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application; at the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to the present application.

Claims

1. An intelligent vibration control device based on blocking the vibration transmission path of the hull, characterized in that Comprising: A first rib plate, a web plate, a second rib plate, an upper base panel, a lower base panel, a magnetorheological damper, a bottom plate, and an acceleration sensor; Wherein, the first rib plate and the second rib plate are symmetrically arranged on both sides; The first rib plate and the second rib plate are both perpendicular to the web plate and are respectively fixedly connected to the web plate; The web plate longitudinally penetrates through the middle of the intelligent vibration control device; the upper and lower edges of the web plate are respectively fixedly connected to the upper base panel and the lower base panel; the left and right sides of the web plate are respectively perpendicularly connected to the first rib plate and the second rib plate; The upper base panel and the lower base panel are parallelly distributed on the upper and lower surfaces; The magnetorheological damper is horizontally installed between the upper base panel and the lower base panel; both ends of the magnetorheological damper are fixedly connected to the inner sides of the upper base panel and the lower base panel through hinge connections; The acceleration sensor is arranged on the upper base panel and the bottom plate for acquiring vibration responses; The magnetorheological damper is used for performing vibration control on the ship according to the vibration responses.

2. The intelligent vibration control device based on blocking the hull vibration transmission path according to claim 1, characterized in that, The magnetorheological damper is vertically fixed between the upper base panel and the lower base panel in a hinge manner, the axis of the magnetorheological damper is perpendicular to the plane of the base panel, and the outer cylinder and the piston rod of the magnetorheological damper are respectively connected to the upper base panel and the lower base panel.

3. The intelligent vibration control device based on blocking the vibration transmission path of the hull according to claim 1, characterized in that, The first rib plate and the second rib plate are both perpendicular to the web plate and are respectively fixedly connected to the web plate by welding or bolts.

4. The intelligent vibration control device based on blocking the vibration transmission path of the hull according to claim 1, characterized in that The upper and lower edges of the web plate are respectively welded to the upper base panel and the lower base panel.

5. The intelligent vibration control device based on blocking the hull vibration transmission path according to claim 1, wherein The upper base panel and the lower base panel are parallelly distributed on the upper and lower surfaces, wherein, the upper base panel is arranged at the top and the lower base panel is arranged at the bottom.

6. The intelligent vibration control device based on blocking the vibration transmission path of the hull according to claim 1, characterized in that, The acceleration sensor is arranged at the center point positions of the upper base panel and the bottom plate.

7. The intelligent vibration control device based on blocking the vibration transmission path of the hull according to claim 1, characterized in that The web plate is the longitudinal central axis; the first rib plate and the second rib plate symmetrically reinforce both sides; the upper base panel and the lower base panel constitute the upper and lower bearing surfaces; the magnetorheological damper is embedded between the upper base panel and the lower base panel.

8. The intelligent vibration control device based on blocking the vibration transmission path of the hull according to claim 1, characterized in that, The upper base panel and the lower base panel are respectively arranged on the upper base and the lower base, and both the upper base and the lower base are made of high-strength low-alloy steel or carbon fiber composite material, with a thickness of 20 - 30 cm, and the surfaces are both subjected to sandblasting for rust prevention treatment.

9. An intelligent vibration control method for an intelligent vibration control device based on blocking the vibration transmission path of a hull, characterized in that, Comprising: Obtaining the vibration responses obtained by the acceleration sensor; According to the vibration responses, using the dynamic equation and the active control algorithm, calculating the optimal input current of the magnetorheological damper; Providing the optimal input current for the magnetorheological damper through the control system.

10. The intelligent vibration control method based on blocking the hull vibration transmission path according to claim 9, characterized in that, According to the vibration responses, using the dynamic equation and the active control algorithm, calculating the optimal input current of the magnetorheological damper, specifically including: Determining the dynamic equation according to the structural position of the intelligent vibration control device in the ship; the dynamic equation includes: the active control force generated by the magnetorheological damper under the control system; the dynamic equation is: Wherein, m is the mass of the intelligent vibration control device, k is the equivalent stiffness of the magnetorheological damper, c is the internal equivalent damping coefficient of the main structure of the intelligent vibration control device, F is the active control force generated by the magnetorheological damper under the control system, x is the displacement measured by the acceleration sensor at the position of the upper base panel, and r is the displacement measured by the acceleration sensor at the position of the bottom plate; Using the active control algorithm, according to the dynamic equation, with the acceleration of the upper base panel as the controlled variable, the optimal active control force is calculated; the active control force is the active control force generated by the magnetorheological damper under the control system; According to the optimal active control force, the optimal input current of the magnetorheological damper is determined by using the Bouc-Wen model.

Images