Control method of unpowered tugboat and anchoring boat for submarine optical cable laying and related device

Abstract

The invention relates to a control method of an unpowered tugboat and an anchoring boat for submarine optical cable laying and a related device, and the method comprises the following steps: carrying out the real-time data collection and fusion updating of the state information of the tugboat and the anchoring boat, so as to output a current state estimation value; calculating the offset between the current position of the tugboat and a preset optical cable path based on the current state estimation value, and calculating the correction direction of the attitude of the tugboat; dynamically calculating and selecting a main control anchor point for attitude control according to the correction direction of the attitude and the current anchoring state of the tugboat; controlling the retracting and releasing speed of an anchor winch based on the selected main control anchor point so as to correct the posture of the tugboat in real time; and according to the tugboat state estimation value and the anchor point control result, tension closed-loop adjustment of the cable laying winch is carried out to ensure that the cable laying tension is stable. According to the invention, cooperative control between the unpowered tugboat and the anchoring boat can be realized, and the intelligence and continuity of overall control are improved, so that the stability of optical cable laying operation is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of submarine optical cable laying, and particularly to a control method and related device for a non-powered tugboat and an anchor boat used for submarine optical cable laying. Background Art

[0002] In existing submarine optical cable laying projects, large powered cable laying vessels are usually used to independently propel and complete the laying of optical cables on a preset path. However, in specific sea areas or under special operation requirements, such as shallow beaches, complex underwater terrains, or restricted strait areas, using a non-powered tugboat in cooperation with an external vessel (such as an anchor boat) for traction cable laying operation becomes a more adaptable method. Since such non-powered tugboats do not have the ability of independent propulsion, they need to achieve track keeping and attitude stability through multi-point control of the anchor cable system to ensure the accuracy and continuity of the cable laying process. However, in the prior art, there are still many technical bottlenecks in the attitude control and path tracking of non-powered tugboats in variable sea conditions. Especially under the conditions of lack of continuous power and frequent external disturbances, the existing solutions are difficult to achieve high-precision positioning and smooth operation.

[0003] Currently, the anchor control methods in the industry mostly rely on manual experience for anchor point planning and anchor cable retraction and release operations. During the actual operation process, the anchor boat usually determines the position and timing of anchor point layout through visual inspection and experience judgment. This method lacks the ability of dynamic feedback adjustment, resulting in lag in anchor cable control and slow response of the tugboat attitude. It is very easy to have attitude drift and track deviation, which in turn causes problems such as abnormal optical cable tension, path bending, or poor contact. Especially under the condition of multiple disturbances of wind, wave, and current, the existing anchor control operations often cannot make timely adjustments, which not only affects the continuity of cable laying, but also increases the engineering costs of ship repositioning and retraction. Summary of the Invention

[0004] In order to achieve the coordinated control between the non-powered tugboat and the anchor boat, through an integrated method of state perception, path judgment, master anchor point screening, anchor cable adjustment, and tension closed-loop control, the intelligence, automation, and continuity of the overall control are improved, so as to ensure the stability, efficiency, and safety of the optical cable laying operation. The present application provides a control method and related device for a non-powered tugboat and an anchor boat used for submarine optical cable laying.

[0005] In a first aspect, a control method for a non-powered tugboat and an anchor boat used for submarine optical cable laying provided by the present application adopts the following technical solution: A control method for a non-powered tugboat and an anchor boat used for submarine optical cable laying includes the following steps: S1. Perform real-time data acquisition and fusion update on the state information of the tugboat and the anchor boat to output the current state estimate value; S2. Calculate the offset between the current position of the tugboat and the preset optical cable path based on the current state estimate value, and calculate the correction direction of the tugboat attitude; S3. Dynamically calculate and select the main control anchor point for attitude control according to the correction direction of the attitude and the current mooring state of the tugboat; S4. Control the winch retraction and release speed based on the selected main control anchor point to correct the tugboat attitude in real time; S5. Perform tension closed-loop regulation of the cable laying winch according to the tugboat state estimate value and the anchor point control result to ensure the stability of the optical cable laying tension.

[0006] By adopting the above technical solution, a collaborative control framework capable of dynamic response is constructed by using the anchor boat and the anchor cable system. Its execution principle is to comprehensively analyze the geometric relationship between the current position, attitude deviation of the tugboat and the optical cable path on the basis of continuously obtaining the dynamic state information of the tugboat and the anchor boat, and extract the correction direction of the tugboat attitude required. This correction direction is not only used for navigation reference, but directly serves as the driving basis for anchor point selection and anchor cable control, thereby indirectly guiding the motion state of the tugboat.

[0007] The system accurately judges the force state and spatial distribution relationship of each current anchor point, selects the main control anchor point with the optimal traction contribution, and performs speed control on it to achieve real-time adjustment of the cross movement, yaw or sway of the tugboat in a dynamic environment. At the same time, the system does not control the cable laying tension separately, but synchronously integrates it with the tugboat attitude adjustment action. In other words, the anchor control and the tension control are not two independent systems, but dual control paths that coordinate within the same closed-loop framework based on the same set of state estimation results, thereby effectively suppressing the tension fluctuations that may be caused during the attitude adjustment process and ensuring the stable laying of the optical cable under controlled conditions.

[0008] The execution effect of the entire system is reflected in two aspects: one is that the tugboat can maintain an accurate track and attitude through external anchor control means when it is powerless and uncontrollable by itself; the other is that the entire cable laying process has continuous, predictable and fast-responsive tension control, significantly improving the bottom-following quality of the optical cable and the operation reliability.

[0009] Optionally, the S1 includes the following sub-steps: S11. Obtain the position information of the tugboat and the anchor boat; S12. Obtain the attitude and acceleration information of the tugboat; S13. Obtain the state data of the tugboat winch system; S14. Obtain the state data of the anchor winch system; S15. Obtain the environmental disturbance information; S16. Perform state fusion and update based on the extended Kalman filter algorithm, and output the real-time state estimation value.

[0010] By adopting the above technical solution, since the tugboat itself lacks autonomous power and attitude adjustment capabilities, its motion state is almost completely generated by external forces. Therefore, the perception accuracy of the system for the spatial position, attitude, and its dynamic change trend of the tugboat directly determines the effectiveness of the subsequent anchor control strategy and tension adjustment.

[0011] This method comprehensively collects key variables such as the relative spatial relationship between the two ships, the tugboat attitude (including heading, pitch angle, roll angle), motion trend (acceleration), the operating state of the winch system (cable speed, cable release amount, tension), and the tension response of the anchor cable system through multiple sensor devices deployed on the tugboat and the anchor ship. At the same time, external disturbance factors such as wind speed, wave direction, and water flow velocity are also included in the information perception scope to provide environmental background support for dynamic modeling.

[0012] After completing the acquisition of the original data, the system does not directly use these data for control decisions, but fuses and updates the state of the above multi-source heterogeneous data through the extended Kalman filter algorithm. This algorithm essentially continuously corrects the predicted value of the tugboat state by combining the physical motion model of the system and the sensor observation model, enabling the system to still obtain a relatively stable and high-confidence state estimation output in the presence of noise and non-linear disturbances.

[0013] Optionally, the S2 includes the following sub-steps: S21. Read the target optical cable path data, and the path data includes the coordinates of continuous path points; S22. Based on the current position coordinates of the tugboat, use the interpolation calculation method to determine the shortest distance projection point from the current position of the tugboat to the path; S23. Calculate the lateral offset and heading angle deviation between the current position of the tugboat and the path according to the projection point; S24. Generate a correction direction vector for the tugboat attitude according to the offset and heading angle deviation.

[0014] By adopting the above technical solution, by establishing the geometric relationship between the tugboat and the preset optical cable laying path, quantifying the current track deviation degree, and converting this deviation into a directional control input that can be used by the anchor control system to execute, a direct mapping from position perception to control behavior is thus formed.

[0015] This process is based on the optical cable path data, which consists of a series of spatially continuous points, usually pre-generated through the optical cable laying plan and has clear geographical reference significance. Through the spatial curve defined by consecutive path points, the control system can obtain the tangent direction and local bending characteristics of the path at any moment.

[0016] In terms of calculation logic, the system first obtains the current geographical location coordinates of the tugboat and projects them onto the path curve through an interpolation method (such as spline interpolation or linear interpolation) to determine the point closest to the path, that is, the shortest distance projection point. This geometric projection process actually measures the error between the current state of the tugboat and the optical cable path, and the error is decomposed into two key quantities: one is the lateral offset, that is, the spatial distance between the tugboat and the path; the other is the heading deviation, that is, the angle between the current heading of the tugboat and the tangent direction of the path. These two respectively reflect the offset state of the tugboat from the two dimensions of position and attitude.

[0017] On this basis, the control system further calculates the correction direction vector based on the offset and the heading deviation. This vector indicates the direction in which the tugboat should adjust its attitude to minimize the current geometric deviation from the path. The correction direction vector not only has directional characteristics but also can be used as an important basis for anchor point screening and pay-out / recovery speed adjustment, thus transforming the abstract deviation perception into the specific control objectives of the anchor control system.

[0018] The execution effect of this step is to achieve a closed loop of "deviating from the path → quantifying the deviation → outputting the adjustment target", making the track adjustment process of the tugboat have real-time, continuity, and target orientation.

[0019] Optionally, S3 includes the following sub-steps: S31. According to the navigation path of the tugboat, limit the anchor points around the tugboat to six directions, including the front left, front right, left side, right side, rear left, and rear right of the tugboat, to form an all-round mooring layout for stabilizing the tugboat's attitude; S32. According to the pre-planned optical cable laying path, determine the initial estimated positions of the anchor points for each of the six directions on the current or future path of the tugboat; S33. Real-time obtain the current position of the anchor-laying ship relative to the tugboat, and determine the navigation path of the anchor-laying ship around the tugboat according to this relative position, and calculate the optimal path for the anchor-laying ship to reach the target anchor point position; S34. Based on the current position and the optimal path of the anchor-laying ship, calculate the estimated navigation times for the anchor-laying ship to reach the current anchor-lifting position and the initial estimated position respectively; S35. Based on the predicted sailing time, the relative position relationship between the anchored ship and the initial estimated position, and the predicted trajectory of the tugboat, dynamically adjust the initial estimated position with the optimization objectives of the shortest sailing path length of the anchored ship and the attitude stability of the tugboat; S36. Determine the dynamically adjusted estimated position as the final anchoring position to guide the anchored ship to actually perform the anchoring operation.

[0020] By adopting the above technical solution, first, by clearly defining the anchorable area around the tugboat as six fixed azimuths, the system establishes a standardized mooring structure framework. This six-azimuth layout not only covers all the main force directions of the tugboat but also facilitates quickly matching and correcting the corresponding relationship between the direction of attitude control and the anchor point distribution in the subsequent process. Compared with the traditional method of laying anchors as needed, this structured anchor control grid significantly improves the system's analytical ability and reaction efficiency for attitude adjustment directions.

[0021] On the basis of determining the azimuths, the system combines the optical cable laying path to initially estimate the position of each azimuth's anchor point. This estimation is based on the current or upcoming position segment of the tugboat to ensure that the set anchor points can actually participate in the control in the future and are consistent with the track direction of the tugboat. This step has a certain degree of foresight and is the key basis for realizing the synchronous planning of the path and anchor control.

[0022] During the actual execution process, the dynamic state of the anchored ship must be incorporated into the scheduling logic. Therefore, the system further obtains the real-time position of the anchored ship and calculates its optimal path around the tugboat according to its position relationship relative to the tugboat. This optimal path not only considers the distance factor but also needs to avoid the currently used anchor cables, the movement trend of the tugboat, and other constraint conditions that may affect the path selection.

[0023] To transform the spatial path selection into an operable anchoring task, the system further models in the time dimension, specifically estimating the time required for the anchored ship to depart from the current position and reach the current anchor point to be lifted and the new anchor point (initial estimated position) respectively. This prediction not only provides a rationality check for the anchored ship scheduling but also provides a decision basis for judging whether the anchor point replacement operation can be performed currently.

[0024] Finally, the control system comprehensively considers the above spatial path, time prediction, and the movement trend of the tugboat, and makes a comprehensive trade-off according to the two objective functions of "the shortest path of the anchored ship" and "the most stable attitude of the tugboat" to dynamically correct the original initial estimated position to form the final executable anchoring position. This final position not only meets the accessibility of the anchored ship but also has good attitude control efficiency, thus guiding the anchored ship to complete the layout of the next anchor point.

[0025] Optionally, the S4 includes the following sub-steps: S41. Obtain the positions of all currently deployed anchor points around the tugboat in real time, as well as the lengths and tensions of the anchor cables corresponding to each anchor point; S42. Calculate the attitude correction direction vector required by the tugboat currently based on the current position, heading, attitude deviation of the tugboat, and the offset between the current position of the tugboat and the preset path; S43. Calculate the angles between the attitude correction direction vector and the position vectors of each deployed anchor point respectively; S44. Select the anchor points with angles less than the preset threshold and anchor cable tensions lower than the upper limit of the safe tension as the main control anchor points according to the calculation results of the angles and the anchor cable tension data to achieve the attitude control of the tugboat; Set the other unselected anchor points as auxiliary anchor points to maintain the current attitude stability or assist in fine attitude adjustment; S45. Determine the control intention of the anchor winch corresponding to each main control anchor point according to the position of the main control anchor point and the attitude correction requirement of the tugboat, where the control intention includes: When the tugboat needs to apply traction force through the main control anchor point, the main control anchor point performs the operation of taking in the anchor; When the tugboat needs to reduce the traction force of the main control anchor point, the main control anchor point performs the operation of paying out the anchor; Finally, generate an anchor point control planning table including the main control anchor point number, corresponding pay-in and pay-out directions, control priorities, and target pay-in and pay-out speed ranges.

[0026] By adopting the above technical solution, on the premise that the tugboat attitude correction target is known, first, obtain the spatial positions and anchor cable state information of all currently deployed anchor points through state perception means. The key to this step is to evaluate the availability of the anchor control network in real time, laying a foundation for subsequent anchor point screening. At the same time, calculate a correction direction vector in combination with the motion state of the tugboat (such as position, heading, yaw, offset), which clearly indicates the ideal adjustment direction of the tugboat under the current conditions and is the directional basis for the entire anchor control instruction.

[0027] The subsequent angle calculation then maps the attitude correction requirement vector to the traction directions of each anchor point, reflecting the "geometric contribution degree" of each anchor point to attitude correction at the current moment in the form of an angle. Through this mechanism, the system can quantitatively judge which anchor points' traction directions are closer to the correction requirement, rather than making fuzzy decisions based on experience. In addition, to prevent the winch from malfunctioning or the tugboat's attitude from getting out of control due to overloaded anchor cables, the system takes the tension limit as the second screening condition, and only the anchor points with tensions within the safe range can be selected as the main control anchor points.

[0028] After screening out the main control anchor points, the system further clarifies its operation intention according to the relationship between their spatial positions and correction directions: if an anchor point needs to actively tow the tugboat to correct the attitude, the corresponding control instruction is to retract the anchor; conversely, if its current traction force is not conducive to attitude adjustment, the anchor needs to be released to release the excess tension. This strategy ensures that every anchor cable action serves the overall attitude correction goal, avoiding unnecessary interference or force field hedging phenomena.

[0029] Finally, for all the main control anchor points selected for control, their numbers, retraction and release directions, control priorities, and retraction and release speed ranges will be written into an anchor point control planning table. This control table is not only the scheduling basis for the execution layer but also can be used as the basis for system status recording and subsequent feedback correction, with high information integrity and engineering feasibility.

[0030] Optionally, S42 includes the following steps: S421. Obtain the current position, heading angle, roll angle, and pitch angle data of the tugboat from the state estimation module in real time, and determine the lateral position deviation vector and heading angle deviation between the current position of the tugboat and the preset optical cable laying path. S422. Construct an attitude correction objective function based on the lateral position deviation vector and heading angle deviation. The objective function is used to characterize the attitude correction requirement of the tugboat towards the path center line direction, including: The lateral position deviation of the current position of the tugboat relative to the path; The angle deviation of the current heading angle of the tugboat relative to the path direction; S423. Calculate the preliminary attitude correction direction vector of the tugboat according to the attitude correction objective function. The correction direction vector is used to guide the subsequent anchor winch control to correct the sailing attitude of the tugboat.

[0031] By adopting the above technical solution, the system first calls the output results of the state estimation module to obtain the high-precision attitude information of the tugboat, including its position points, heading angle, and dynamic indicators representing attitude stability such as roll angle and pitch angle in a two-dimensional or three-dimensional coordinate system. These data are not only used to understand the current spatial state of the tugboat but also provide an angle basis for subsequent direction judgment. More importantly, the system also needs to combine the spatial relationship between the tugboat and the optical cable laying path to extract the lateral offset vector from the current position point to the path and the heading angle deviation, respectively reflecting the "deviation degree" at the position level and attitude level.

[0032] To convert these deviation data into a standard form that can be understood by the control system, the system constructs a composite objective function. This function is not limited to a certain type of deviation index, but reflects the "degree and direction that the current tugboat should correct" through the weighted combination of the lateral position error and the heading angle error. Among them, the lateral position deviation reflects the vertical distance between the center point of the tugboat and the target path, and the heading angle deviation measures the angle between the current moving direction and the target trajectory direction. Incorporating these two items into a unified objective function can simultaneously optimize the trajectory tracking accuracy and attitude stability of the tugboat, and has directivity for control behavior.

[0033] Based on the output of the objective function, the system further calculates a preliminary correction direction vector. This vector indicates the resultant force direction that the tugboat needs to adjust currently. Its composition logic is usually based on weighted vector superposition or directional vector rotation methods, taking into account the needs of spatial position correction and attitude alignment. This vector itself does not have an execution function, but it is the basic data source for subsequent anchor point selection (such as angle calculation), tension adjustment (such as main control anchor point allocation), and control speed setting.

[0034] Optionally, S5 includes the following sub-steps: S51. Read the real-time tension of the current optical cable and the pay-out speed of the winch. S52. Obtain the set target tension value and calculate the deviation between the current tension and the target tension. S53. Based on the tension deviation, as well as the historical integral and change rate of the tension deviation, use the PID control algorithm to calculate the target speed of the winch. S54. Control the winch drive system according to the calculated target speed to realize real-time adjustment of the pay-out speed.

[0035] Through the above technical solutions, the control system first collects the tension data and pay-out speed of the current optical cable in the real-time dimension. These two parameters respectively represent the stress state and cable payout rate of the optical cable. Tension is the core variable that the control system focuses on, and the winch speed is its main control means. The system also introduces the target tension value as the control reference, and this target value can be preset or dynamically adjusted according to parameters such as sea conditions, water depth, the self-weight of the optical cable, and ship speed.

[0036] To accurately control the tension, the system analyzes the deviation between the currently measured tension and the target value, and introduces the historical integral term and change rate term to jointly construct a proportional-integral-differential (PID) control model. Through this model, the control system can not only cope with the current tension error, but also sense the trend and inertia of the tension change, realizing early response and overshoot suppression. The result output by the PID controller is the target speed of the winch, which reflects how the winch should adjust the pay-out speed to stably control the tension within the target range under the current state.

[0037] During the execution phase, the system converts the target rotation speed into a control command for the winch drive system, causing it to release or tighten the optical cable at an appropriate speed to achieve dynamic callback of the tension. The entire process is characterized by being real-time, closed-loop, and adaptive, and can quickly make compensatory responses in situations such as changes in the tugboat speed, anchor control intervention, or environmental disturbances, ensuring that the tension during optical cable laying always remains within a safe and reasonable range.

[0038] The actual effect of this control method is reflected in the dual guarantee of the quality of optical cable laying and the stability of tugboat control. On the one hand, constant tension helps the optical cable to be laid smoothly close to the seabed, avoiding structural damage or path deviation; on the other hand, the dynamic balance of tension reduces the reverse traction impact on the tugboat caused by uneven cable laying, thus forming a collaborative mechanism with the anchor control system.

[0039] Thirdly, a computer device provided by the present application adopts the following technical solution: A computer device, comprising: One or more processors; A memory; One or more applications, wherein the one or more applications are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs are configured to: Execute the above-mentioned control method for a non-powered tugboat and an anchor boat used for undersea optical cable laying.

[0040] Fourthly, a computer-readable storage medium provided by the present application adopts the following technical solution: A computer-readable storage medium storing a computer program that can be loaded and executed by a processor to perform the above-mentioned method.

[0041] The storage medium stores at least one instruction, at least one segment of program, a code set, or an instruction set, and the at least one instruction, the at least one segment of program, the code set, or the instruction set is loaded and executed by the processor to achieve: The above-mentioned control method for a non-powered tugboat and an anchor boat used for undersea optical cable laying. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 The flowchart of the control method for a non-powered tugboat and an anchor boat used for undersea optical cable laying in an embodiment of the present invention is shown.

[0043] Figure 2 The flowchart of sub-step S1 in an embodiment of the present invention is shown.

[0044] Figure 3 The flowchart of sub-step S2 in an embodiment of the present invention is shown.

[0045] Figure 4 The flowchart of sub-step S3 in an embodiment of the present invention is shown.

[0046] Figure 5 The flowchart of sub-step S4 in an embodiment of the present invention is shown.

[0047] Figure 6 The flowchart of sub-step S42 in an embodiment of the present invention is shown.

[0048] Figure 7 The flowchart of sub-step S5 in an embodiment of the present invention is shown.

[0049] Figure 8 The schematic diagram of a computer device in an embodiment of the present invention is shown. Detailed implementation manners

[0050] The following further describes the present application in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0051] In the following description, for the purpose of explanation, many specific details are set forth in order to provide a thorough understanding of the inventive concept. As part of this specification, some of the drawings in the present disclosure show structures and devices in block diagram form to avoid complicating the disclosed principles. For the sake of clarity, not all features of the actual specific implementation are necessarily described. In addition, the language used in the present disclosure has been mainly selected for readability and guidance purposes and may not have been selected to delimit or define the subject matter of the present invention, so recourse is made to the required claims to determine such inventive subject matter. References to "a specific implementation" or "specific implementations" in the present disclosure mean that the specific features, structures, or characteristics described in connection with that specific implementation are included in at least one specific implementation, and multiple references to "a specific implementation" or "specific implementations" should not be construed as necessarily all referring to the same specific implementation.

[0052] Unless explicitly defined, the terms "a", "an", and "the" are not intended to refer to a singular entity but include the general category for which specific examples can be used for illustration. Thus, the use of the term "a" or "an" can mean any number of at least one, including "one", "one or more", "at least one", and "one or more than one". The term "or" means any one of the options and any combination of the options, including all options, unless the options are explicitly indicated to be mutually exclusive. The phrase "at least one of" when combined with a list of items refers to a single item in the list or any combination of items in the list. The phrase does not require all of the listed items, unless explicitly so defined.

[0053] Reference Figure 1 , a control method for a non-powered tugboat and an anchor boat used for laying submarine optical cables, comprising the following steps S1-S5.

[0054] S1. Perform real-time data acquisition and fusion update on the status information of the tugboat and the anchor boat to output the current status estimate value.

[0055] First, obtain the longitude and latitude coordinates and speed information of the two boats through high-precision GNSS modules installed on the tugboat and the anchor boat, and combine the inertial measurement unit (IMU) to obtain the heading angle, roll angle, and pitch angle data of the tugboat to form a three-dimensional description of the spatial attitude of the tugboat. The heading angle of the tugboat indicates the azimuth of its head, the roll angle reflects its left and right inclination degree, and the pitch angle describes its pitching degree in the front and back directions. These parameters directly affect the anchor cable tension distribution and the stability of the cable laying path. In a construction environment with relatively severe sea conditions, the attitude data provided by the IMU can be updated in real time at a millisecond-level frequency, providing the control system with sufficient dynamic response capabilities.

[0056] At the same time, the control system also performs real-time acquisition of the status of the key operating systems of the tugboat, including the pay-out and take-in speed, the cable pay-out amount, and the optical cable tension of the winch system, and the anchor cable length and anchor cable tension of the anchor winch system, etc. These data are uploaded to the control center through the PLC system and are time-aligned with the ship navigation information on the internal data bus. For example, when the tugboat is moving forward, its winch system pays out the cable at a speed of 2.0 m / min, the real-time tension value feedback by the tension sensor is 1.8 kN, and the anchor cable tension rises to 2.3 kN in the direction of the left front anchor. At this time, the system will identify that the tugboat is stressed to the left and the tension change trend tends to be unbalanced, prompting the subsequent control module to make an intervention.

[0057] In addition, external disturbance factors are also incorporated into the state model. The wind speed and direction sensor is installed at the upper mast position of the tugboat, and the sea current data is obtained through a towed ADCP (acoustic Doppler current profiler), and is input in combination with the meteorological station data platform to form a unified disturbance vector model. Since the tugboat itself has no power and has a very high responsiveness to wind and current disturbances, the wind and current disturbance data has a higher weight in the state estimation.

[0058] After completing the above data acquisition, the system introduces the extended Kalman filter algorithm to fuse and estimate the state variables. This algorithm models the hull motion as a nonlinear system and uses the method of minimizing the residual between the state prediction equation and the observation equation to correct the deviation caused by sensor noise, sampling error, or synchronization lag. For example, when the GPS data has a jump due to signal occlusion, the system will automatically increase the confidence in the IMU prediction value and maintain a stable estimate of the position and attitude of the tugboat.

[0059] Optionally, refer toFigure 2 , S1 includes the following sub-steps S11 - S16.

[0060] S11. Obtain the position information of the tugboat and the anchor boat.

[0061] The implementation process of S11 is based on a positioning system for dual - ship cooperation. High - precision GNSS modules are respectively deployed on the tugboat and the anchor boat. The GNSS data is output at a frequency of 1Hz to obtain the longitude and latitude coordinates of the two ships, and centimeter - level positioning accuracy is obtained through differential positioning technology. In addition, the system also realizes the relative positioning between the two ships through RTK - GPS and constructs a unified reference coordinate system. The position data is transmitted to the main control platform through the CAN bus or Ethernet and is aligned according to the timestamp. In the control software, the positions of the two ships are modeled as a two - dimensional vector p t =[x t , y t , where the tugboat and the anchor boat are respectively stored as independent entities. In the example, when the position of the tugboat is read as [134.00012°E, 23.88880°N] and the anchor boat is [134.00055°E, 23.88920°N], the system automatically converts it to the projected coordinates for geometric calculation of control instructions.

[0062] S12. Obtain the attitude and acceleration information of the tugboat.

[0063] In this step, the IMU (Inertial Measurement Unit) provides three - axis angular velocity, three - axis acceleration, and attitude angle information. In actual modeling, the control system respectively records the heading angle, roll angle, and pitch angle as ψ t , φ t , θ t , as part of the attitude state variables. The sampling frequency is 100Hz, which can meet the control response requirements under high - frequency attitude changes. Based on the small - angle linearization assumption, the system resolves the original IMU data, outputs the attitude description in the form of Euler angles, and constructs an angular velocity observation vector When the tugboat shows a left deviation during an adjustment and the heading angle given by the IMU changes from 85.6° to 82.3°, the system judges whether the attitude adjustment trend is consistent with the attitude correction direction accordingly.

[0064] S13. Obtain the status data of the tugboat winch system.

[0065] S14. Obtain the status data of the anchor winch system.

[0066] S13 and S14 respectively correspond to the data acquisition of the tugboat winch system and the anchor winch system. The former includes the winch drum angular velocity (obtained through an encoder), the cable payout length (calculated by integrating the number of winch turns), and the tension value (fed back by a tension sensor), and the latter includes the anchor cable length and the tension status. The system models the tension as a scalar Tc The retracting and paying-out speed is modeled as a scalar v c , which together constitute the state variables of the power execution part. For example, when the current tension sensor reads 1.8 kN, the cable payout speed is 2.1 m / min, and the tension change rate is greater than 0.4 kN / min, the control system determines that the tension fluctuation is relatively fast and needs to be further processed by the tension adjustment module.

[0067] S15. Obtain environmental disturbance information.

[0068] This step involves the modeling of external environmental disturbances. The system deploys a wind speed and direction sensor and a water current monitoring device. Among them, the wind speed and direction data are obtained by an ultrasonic anemometer, and the water flow velocity is obtained by a towed ADCP device, and they are uniformly converted into a disturbance vector denv = [vwind, θ wind , v current , θ current , which is used as the disturbance input term of the process noise in the subsequent state estimation. Taking an actual scenario as an example, the wind speed reads 8.2 m / s, the wind direction is due west, the sea current rate is 0.6 m / s, and the direction is 30 degrees northward. The system calculates the equivalent disturbing force direction and amplitude of its lateral offset of the tugboat through the disturbance model.

[0069] S16. Perform state fusion and update based on the extended Kalman filter algorithm, and output the real-time state estimation value.

[0070] This step is the state fusion link, and the extended Kalman filter algorithm is used for non-linear state estimation. This filter uses the motion model of the tugboat as the state prediction function and the sensor observation as the observation function, and executes the following iterative process at each moment: First, predict the next state value through the system dynamic model Then, calculate the Kalman gain K through the residual between the sensor observation and the model output t , and finally correct the state prediction value to obtain the optimal estimate The system state vector x t includes multiple variables such as [x t , y t , ψ t , v t , T c , θ t , etc. During the fusion process, the uncertainty of each state component is described by the covariance matrix. The fusion result is updated at a frequency of 5 Hz and used as the real-time state input source uniformly called by the entire system.

[0071] S2. Calculate the offset between the current position of the tugboat and the preset optical cable path based on the current state estimation value, and calculate the correction direction of the tugboat attitude.

[0072] Optionally, refer to Figure 3, S2 includes the following sub-steps S21 - S24.

[0073] S21. Read the target optical cable path data, where the path data includes consecutive path point coordinates.

[0074] The system reads the optical cable laying path data, which is pre-generated by the path planning module according to the underwater topographic survey map and laying process requirements. The path consists of a series of spatially continuous points, and each path point is represented in the form of longitude and latitude or projected coordinates, forming a path point set A continuous path curve γ(s) is generated by linear or spline interpolation between path points, where s is the arc length parameter of the path, used for subsequent projection and path tracking modeling. This path serves as a reference track throughout the cable laying operation cycle, and all navigation and attitude controls are based on this.

[0075] S22. Based on the current position coordinates of the tugboat, use the interpolation calculation method to determine the shortest distance projection point from the current position of the tugboat to the path.

[0076] The control system is based on the current spatial position (x t , y t ) of the tugboat to find the shortest distance projection point of this point on the path γ(s). This projection point is called the nearest path point, denoted as (x p , y p ), satisfying ||(x t , y t ) - (x p , y p )|| is the minimum. This problem is equivalent to calculating the minimum of the Euclidean distance between a certain point on the path curve and the target point. To improve the calculation efficiency, the system adopts a rolling window method and only searches within several path point segments before and after the current position of the tugboat. By modeling the linear segments or cubic spline segments of each path segment, the shortest distance is quickly approximated. The tangent direction of the path is also output simultaneously with this projection point for subsequent bow direction comparison.

[0077] S23. Calculate the lateral offset and bow angle deviation between the current position of the tugboat and the path according to the projection point.

[0078] S23 performs deviation calculation on this basis, specifically including two parts: lateral offset and bow angle deviation. The lateral offset is defined as the normal distance between the current position of the tugboat and the projection point, and this normal direction is the unit vector np = [-tpy, tpx] obtained by rotating the path tangent direction counterclockwise by 90°. The formula for calculating the lateral offset is δ y = np · ((x t , y t ) - (x p , y p)) where its positive or negative value represents the offset of the tugboat to the left or right relative to the path. The heading angle deviation Δψ is defined as the angle between the current heading ψ of the tugboat t and the tangent direction of the path, and the expression is Δψ = ψ t - arctan2(tpy, t px ). The angle deviation provides a basis for judging the yaw state of the tugboat and is used to correct its heading direction.

[0079] S24. Generate a correction direction vector for the tugboat attitude according to the offset and the heading angle deviation.

[0080] In S24, the system constructs the attitude correction direction vector d corr based on the above two types of deviations. The design principle of the correction direction is to comprehensively consider the position offset and the heading deviation to generate an optimal correction vector that can return to the path without causing drastic heading changes. The system uses a linear superposition model for construction: where k1 and k2 are adjustable weight coefficients that determine whether the correction direction focuses more on position correction or angle adjustment. For example, if the current lateral offset is 1.2 meters and the angle deviation is 15°, the system will mainly use the direction vector on the left side of the path and have a slightly forward deflection trend to guide the tugboat to gradually return to the path by retracting and releasing the anchor cables.

[0081] The correction direction vector d corr is normalized after generation and used as the direct input of the attitude control system in the current control cycle. It will be continuously used in subsequent modules such as the main anchor point screening, the judgment of the anchor cable retracting and releasing direction, and the winch speed calculation, and becomes the core control parameter throughout the entire attitude control chain.

[0082] S3. Dynamically calculate and select the main control anchor point for attitude control according to the correction direction of the attitude and the current mooring state of the tugboat.

[0083] Optionally, referring to Figure 4 , S3 includes the following sub-steps S31 - S36.

[0084] S31. According to the tugboat navigation path, limit the anchor points around the tugboat to six directions, including the left front, right front, left side, right side, left rear, and right rear of the tugboat, to form an all-round mooring layout for stabilizing the tugboat attitude.

[0085] In S31, the control system first structures and limits the distribution directions of the anchor points around the tugboat into six basic azimuths according to the current navigation path of the tugboat and the preset trajectory, including the front left, front right, left side, right side, rear left, and rear right. These six azimuths correspond to the polar coordinate directions of 30°, 330°, 270°, 90°, 210°, and 150° respectively relative to the center of the tugboat, forming a symmetric anchor control framework. This framework enables the system to select the optimal control anchor point from any direction when performing attitude control, realizing the omnidirectional adjustment ability of the attitude. In the control logic, each azimuth is mapped to an anchor point slot for dynamically filling in the anchor point state and position information.

[0086] S32. According to the pre-planned optical cable laying path, for each anchor point in the six azimuths, determine the initial estimated positions of the anchor points on the current or future path of the tugboat.

[0087] In S32, the system estimates the laying positions of each anchor point azimuth within a future period according to the optical cable path and the expected trajectory of the tugboat. This estimation is based on the current movement speed of the tugboat, the attitude correction direction vector, and the degree of curvature of the path, and calculates the target dropping positions of each anchor point, denoted as "initial estimated positions", which are represented in the geographic coordinate system as where i corresponds to the six azimuth numbers. For example, when the tugboat sails in the northeast direction at a speed of 1.5 knots, the system predicts that the anchor point in the front right will be set approximately 60 meters ahead, and the anchor point in the rear left will provide attitude support when the tugboat swings back to the left rear. The initial estimated point is located outside the turning radius of the tugboat's trajectory.

[0088] S33. Real-time obtain the current position of the anchor-laying ship relative to the tugboat, and determine the navigation path of the anchor-laying ship around the tugboat according to this relative position, and calculate the optimal path for the anchor-laying ship to reach the target anchor point position.

[0089] The execution of S33 is to calculate the path around the anchor-laying ship. The system reads the position coordinates (x s , y s ) of the anchor-laying ship in real time, and projects it onto the reference coordinate system of the tugboat to establish its spatial relationship relative to the target anchor point and the tugboat. Combining the current heading angle and the maximum turning angle ability of the anchor-laying ship, the system calculates the optimal surrounding path from the current position of the anchor-laying ship to the target initial anchor point based on the Dubins curve model or the A* path planning algorithm. The output includes the path length L s，i , the estimated running time T s，i and the path direction sequence for subsequent scheduling judgment.

[0090] S34. Based on the current position and the optimal path of the anchor-laying ship, calculate the estimated navigation times for the anchor-laying ship to reach the current anchor-raising position and the initial estimated position respectively.

[0091] In this step, the system uses the above path length and the current speed v of the anchored ship s to calculate the time it takes to reach each preset anchor point, that is At the same time, considering the anchor-raising task, the system calculates the time T for the anchored ship to reach the current anchor-raising point recover . If the anchored ship is currently on its way to the left-rear anchor point for anchor-raising operation, the system lists this task as a priority and records the shortest switching time ΔT after the completion of the anchor-raising task switch , which is used for the calculation of the scheduling window

[0092] S35. According to the predicted sailing time, the relative position relationship between the anchored ship and the initial estimated position, and the predicted trajectory of the tugboat, with the shortest sailing path length of the anchored ship and the attitude stability of the tugboat as the optimization objectives, the initial estimated position is dynamically adjusted

[0093] In S35, the control system dynamically adjusts the preset position according to the change of the predicted trajectory of the tugboat, the attitude correction direction, and the time window for the anchored ship to reach the initial estimated position. The system constructs an objective optimization function, considering three factors: the shortest path of the anchored ship (minimum L s，i ), the maximization of the control torque of the tugboat (the smallest angle between the anchor point direction and the correction direction), and the maximum coincidence degree with the time window, and performs a weighted sum of the objective function By traversing and adjusting the small displacements of the initial estimated point within a local range, find the position with the smallest J i as the second estimated position, that is, the optimized anchor point target position

[0094] S36. Determine the dynamically adjusted estimated position as the final anchoring position, which is used to guide the anchored ship to actually perform the anchoring operation

[0095] This step is to send the above optimized target position to the anchored ship system as the execution position for actual anchoring. The system will set task instructions in the operation process of the anchored ship, including steering control, navigation path tracking, and automatic anchoring instruction when reaching the point, and feedback this target position back to the main control system of the tugboat, which is used to update the anchor point distribution state diagram and participate in the subsequent main control anchor point screening process

[0096] S4. Based on the selected main control anchor point, control the winch retracting and releasing speed to correct the attitude of the tugboat in real time

[0097] Optionally, referring to Figure 5 , S4 includes the following sub-steps S41 - S45

[0098] S41. Obtain the positions of the currently deployed anchor points around the tugboat in real time, as well as the lengths and tensions of the anchor cables corresponding to each anchor point.

[0099] In S41, the system reads the position information of the deployed anchor points around the current tugboat and the anchor cable tension status from the anchor control state database in real time. The positions of the anchor points are modeled using a polar coordinate model, with the centroid of the tugboat as the origin, and each anchor point is represented by the direction angle θ i and the anchor cable length l i The tension data is fed back in real time by the tension sensor and recorded as a scalar T i Taking actual construction as an example, when the current tugboat is moving forward northward, the tension of the anchor cable in its front left is 2.4 kN and the length is 45 meters, and the tension of the anchor cable in its rear right is 1.1 kN and the length is 42 meters. The system organizes this information into a multi-dimensional anchor point state vector for the next calculation.

[0100] S42. Calculate the attitude correction direction vector required by the tugboat currently according to the current position, heading, attitude deviation of the tugboat, and the offset between the current position of the tugboat and the preset path.

[0101] This step generates the attitude correction direction vector of the tugboat, which is used as the basis for selecting the main control anchor point. This vector is generated in the previous step S24. Combining the current position of the tugboat and the path offset situation, it represents the deviation correction intention direction d corr in the two-dimensional plane of the current system. In order to match the anchor point distribution, this correction vector is converted into the direction angle θcorr in polar coordinates for comparing the included angle with the azimuth angle θ i of each anchor point.

[0102] Optionally, referring to Figure 6 , S42 includes the following steps S421 - S423.

[0103] S421. Obtain the current position, heading angle, roll angle, and pitch angle data of the tugboat from the state estimation module in real time, and determine the lateral position deviation vector and heading angle deviation between the current position of the tugboat and the preset optical cable laying path.

[0104] In S421, the system first reads the position, heading angle, roll angle, and pitch angle of the current tugboat from the state estimation module. These data constitute a complete pose description of the tugboat in three-dimensional space. Among them, the heading angle reflects the projection direction of the forward direction of the tugboat on the horizontal plane, while the roll angle and pitch angle describe its attitude stability in the lateral and longitudinal directions. At the same time, the system calculates the lateral position deviation between the tugboat and the preset optical cable path through path interpolation and spatial projection methods, that is, the perpendicular distance vector of the tugboat position point on the path, represented in the form of a group of two-dimensional vectors e pMeanwhile, calculate the angle deviation Δψ between the current bow angle and the path tangent direction, which characterizes the deviation degree of the tugboat's heading relative to the path direction.

[0105] S422. Construct an attitude correction objective function based on the lateral position deviation vector and the bow angle deviation. The objective function is used to characterize the attitude correction requirement of the tugboat towards the path centerline direction, including: The lateral position deviation of the current position of the tugboat relative to the path; The angle deviation of the current bow angle of the tugboat relative to the path direction.

[0106] In this step, further use these two key deviation information as inputs to construct an attitude correction objective function. The objective function aims to minimize the deviation and can be formally defined as a weighted Euclidean norm: J(e p , Δψ) = w1·||e p || 2 + w2·(Δψ) 2 where ||e p || is the lateral distance error from the tugboat to the path, Δψ is the heading error angle, and w1 and w2 are weight coefficients, which respectively regulate the control balance between the path fittingness and the attitude direction correction of the system. In this model, the path tracking accuracy and the attitude stability are unified into a function expression, thus avoiding the splitting of control objectives and forming the basis for coordinated control.

[0107] S423. Calculate the preliminary attitude correction direction vector of the tugboat according to the attitude correction objective function. The correction direction vector is used to guide the subsequent anchor winch control to correct the navigation attitude of the tugboat.

[0108] The control system derives the current attitude correction direction vector according to the above objective function. The calculation logic of this vector is based on the gradient direction of the objective function or the weighted vector combination constructed based on the deviation amount. Formally, the correction direction vector can be expressed as: where t⊥ is the normal vector of the path tangent direction, which is used to convert the heading deviation into a spatial control vector. In actual engineering, the system usually normalizes d corr as the basis vector for anchor point screening, anchor cable tension adjustment, and winch operation intention judgment. In a specific operation scenario, if the tugboat deviates from the path by 1.5 meters and the heading deviation is 18°, the system will calculate a correction vector for fine-tuning in the left front direction and select the left front or left side anchor point as the main control anchor point accordingly to perform the operation of taking in the anchor.

[0109] S43. Calculate the angles between the attitude correction direction vector and the position vectors of each deployed anchor point respectively.

[0110] This step calculates the angle Δθ between the direction vector of each deployed anchor and the attitude correction direction i =|θ i -θ corr |, which is used to judge the directional contribution of each anchor to attitude correction. The calculation result of the angle is limited within the range of [0°, 180°], and is compared with the effective angle threshold α thresh (such as 45°) of the attitude control set by the system as the primary screening criterion for whether the anchor has the value of attitude correction. At the same time, the system introduces tension judgment to exclude the anchors near the upper limit of tension (such as 3.5 kN) to avoid the instability of the winch system caused by overload operation. For example, at a certain moment, the angle between the left-side anchor and the correction direction is 22° and the tension is 2.0 kN, and the angle between the right-front anchor and the correction direction is 88° and the tension is 2.2 kN. The system preferentially marks the left-side anchor as the main control candidate anchor.

[0111] S44. According to the calculation result of the angle and the anchor cable tension data, select the anchors with an angle less than the preset threshold and the anchor cable tension lower than the upper limit of the safety tension as the main control anchors to achieve the attitude control of the tugboat; set the other unselected anchors as auxiliary anchors to maintain the current attitude stability or assist in attitude fine-tuning.

[0112] Based on this, S44 performs the screening and role definition of the main control anchors. The system establishes a priority queue for all anchors that meet the angle threshold and tension requirements. The priority is composed of the absolute value of the angle and the current tension state, and the form is as follows: Among them, α max is the maximum considered angle, and T max is the upper limit of tension. Finally, the system selects the top 1-2 anchors with the highest priority as the main control anchors, and marks the remaining anchors as auxiliary anchors to maintain the current state or moderately release the tension to cooperate with the overall balance of the control force field.

[0113] S45. According to the position of the main control anchor and the tugboat attitude correction requirements, determine the control intention corresponding to each main control anchor, where the control intention includes: When the tugboat needs to apply traction force through the main control anchor, the main control anchor performs the operation of taking in the anchor; When the tugboat needs to reduce the traction force of the main control anchor, the main control anchor performs the operation of paying out the anchor; Finally, generate an anchor control plan table including the main control anchor number, the corresponding take-in and pay-out direction, the control priority, and the target take-in and pay-out speed range.

[0114] S45 is responsible for generating the control intention and control parameters for each main control anchor. The system determines the direction vector d according to the correction corrThe inner product relationship with the main control anchor direction vector is used to determine the operation type of the winch: if the inner product is positive, that is, the anchor direction is consistent with the correction direction, the traction force in this direction needs to be increased to perform the anchor retraction operation; if the inner product is negative, the anchor release operation is performed to reduce the tension in this direction. Further, the system calculates the target retraction and release speed of the corresponding winch according to factors such as the attitude error amplitude, the current winch response rate, and the historical control error trend, and sets the speed adjustment upper limit and acceleration constraint, and finally generates a structured anchor control instruction. Each instruction includes the anchor number, operation type (anchor retraction / anchor release), target speed, acceleration curve, and control priority, forming an anchor control planning table, which is used as the direct input of the anchor control execution unit in the next cycle.

[0115] S5. According to the tugboat state estimation value and the anchor control result, perform the tension closed-loop adjustment of the cable laying winch to ensure the stability of the optical cable laying tension.

[0116] Optionally, referring to Figure 7 , S5 includes the following sub-steps S51 - S54.

[0117] S51. Read the real-time tension of the current optical cable and the cable-paying speed of the winch.

[0118] In S51, the control system obtains the current optical cable tension data in real time through the tension sensor installed at the cable outlet port of the winch. This tension value is usually output in kN and sampled at a period of 100 ms. At the same time, the winch rotary encoder provides the cable-paying speed information in m / min. Combining the state of the motor drive system, the current rotation speed and acceleration of the winch can be deduced. The system models these two variables as the tension measurement quantity T real (t) and the cable-paying speed v pay (t), and records their change trends over time. Taking actual construction as an example, at a certain moment, the measured tension is 1.6 kN and the cable-paying speed is 1.8 m / min, and the system then starts to calculate the tension deviation.

[0119] S52. Obtain the set target tension value and calculate the deviation between the current tension and the target tension.

[0120] S52 is used to perform the tension error judgment. There is a set of tension setting curves inside the control system. The tension target value T target (t) can be dynamically adjusted according to parameters such as the ship speed, sea conditions, and lowering depth. For example, the set value is 1.6 kN in calm waters and adjusted up to 2.0 kN in medium sea current areas. The system calculates the current tension error ΔT(t) = T target (t) - T real (t) in each control cycle and uses it as the main control variable to input to the subsequent adjustment module. This deviation will be subjected to upper and lower limit saturation processing before entering the controller to prevent instruction exceeding the winch's bearing range caused by mutant data.

[0121] S53. Based on the tension deviation, as well as the historical integral and rate of change of the tension deviation, use the PID control algorithm to calculate the target speed of the winch.

[0122] In S53, the control system introduces the PID algorithm to generate the target speed of the winch. The PID controller takes the tension error T target (t) as the input signal, and calculates its proportional term P = K p ·ΔT(t), integral term and derivative term where K p , K i , K d are the PID parameters. In engineering implementation, the system uses the discrete form for real-time calculation, and the PID output result is the target winch speed command υ target (t), with the unit of m / min. To avoid system response lag caused by integral saturation, an integral limiting and anti-integral drift mechanism is introduced in the controller design. For example, during the forward acceleration stage of the tugboat, when the system detects a decrease in tension and the error rises to 0.4 kN, the PID controller immediately increases the target speed from 1.6 m / min to 2.0 m / min to compensate for the tension loss.

[0123] S54. Control the winch drive system according to the calculated target speed to achieve real-time adjustment of the cable-paying speed.

[0124] S54 takes the target speed output by the PID controller as the input signal and transmits it to the winch drive system to perform real-time adjustment of the cable-paying speed. The control command is sent to the winch servo controller through CAN communication or industrial Ethernet. The servo system performs dynamic acceleration and deceleration adjustment according to the current motor state, so that the cable payout speed closely follows the PID set value. To achieve stable response, a slope limiter and an acceleration tracker are added to the system to prevent cable jitter caused by sudden acceleration. At the same time, the tension sensor continuously feeds back the control result to form a closed-loop control path to achieve dynamic tracking adjustment. The control log shows that in a section of the submarine gentle slope area, the winch system pays out the cable at a constant speed of 1.85 m / min, and the tension fluctuates stably in the range of 1.62 - 1.66 kN, fully meeting the tension tolerance requirements for continuous laying of the optical cable.

[0125] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution. The execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.

[0126] In one embodiment, a computer device is provided. The computer device can be a server, and its internal structure diagram can be as Figure 8As shown in the figure. The computer device includes a processor, a memory, a network interface, and a database connected via a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used for data related to the control method of the non-powered tugboat and the anchor boat for submarine cable laying. The network interface of the computer device is used to communicate with an external terminal via a network connection. When the computer program is executed by the processor, it implements a control method for a non-powered tugboat and an anchor boat for submarine cable laying.

[0127] In one embodiment, a computer device is provided, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, it implements the control method for the non-powered tugboat and the anchor boat for submarine cable laying in the above embodiment. To avoid repetition, it will not be elaborated here.

[0128] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by the processor, it implements the control method for the non-powered tugboat and the anchor boat for submarine cable laying in the above embodiment. To avoid repetition, it will not be elaborated here.

[0129] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, storage, database, or other medium used in the embodiments of the present application can include non-volatile and / or volatile memories. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or an external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0130] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above division of each functional unit and module is used as an example. In actual applications, the above functions can be assigned to different functional units and modules according to needs, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0131] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A control method for a non-powered tugboat and an anchor-dropping vessel used in submarine optical cable laying, characterized in that, It includes the following steps: S1. Perform real-time data acquisition and fusion update on the status information of the tugboat and the anchor boat to output the current status estimation value; S2. Calculate the offset between the current position of the tugboat and the preset optical cable path based on the current status estimation value, and calculate the correction direction of the tugboat attitude; S3. Dynamically calculate and select the main control anchor point for attitude control according to the correction direction of the attitude and the current anchoring state of the tugboat; S4. Control the winch retracting and releasing speed based on the selected main control anchor point to perform real-time correction on the tugboat attitude; S5. Perform tension closed-loop regulation of the cable laying winch according to the tugboat status estimation value and the anchor point control result to ensure the stability of the optical cable laying tension.

2. The control method of the unpowered tugboat and the anchor - dropping vessel for submarine optical cable laying according to claim 1, wherein, The S1 includes the following sub-steps: S11. Obtain the position information of the tugboat and the anchor boat; S12. Obtain the attitude and acceleration information of the tugboat; S13. Obtain the status data of the tugboat winch system; S14. Obtain the status data of the anchor winch system; S15. Obtain the environmental disturbance information; S16. Perform state fusion and update based on the extended Kalman filter algorithm to output the real-time status estimation value.

3. The control method of the non-powered tugboat and the anchor-dropping vessel for submarine optical cable laying according to claim 2, characterized in that, The S2 includes the following sub-steps: S21. Read the target optical cable path data, and the path data includes the coordinates of continuous path points; S22. Based on the current position coordinates of the tugboat, use the interpolation calculation method to determine the shortest distance projection point from the current position of the tugboat to the path; S23. Calculate the lateral offset and the heading angle deviation between the current position of the tugboat and the path according to the projection point; S24. Generate the correction direction vector of the tugboat attitude according to the offset and the heading angle deviation.

4. The control method of the unpowered tugboat and the anchor - dropping ship for submarine optical cable laying according to claim 3, characterized in that, The S3 includes the following sub-steps: S31. According to the sailing path of the tugboat, limit the anchor points around the tugboat to six directions, and the six directions include the left front, right front, left side, right side, left rear and right rear of the tugboat to form an all-round anchoring layout for stabilizing the tugboat attitude; S32. According to the pre-planned optical cable laying path, determine the initial estimated positions of the anchor points in each of the six directions on the current or future path of the tugboat; S33. Real-time obtain the current position of the anchor boat relative to the tugboat, and determine the sailing path of the anchor boat around the tugboat according to this relative position, and calculate the optimal path for the anchor boat to reach the target anchor point position; S34. Based on the current position and the optimal path of the anchor boat, calculate the estimated sailing time for the anchor boat to reach the current anchor position and the initial estimated position respectively; S35. According to the estimated sailing time, the relative position relationship between the anchor boat and the initial estimated position, and the estimated trajectory of the tugboat, with the shortest sailing path length of the anchor boat and the stability of the tugboat attitude as the optimization objectives, dynamically adjust the initial estimated position; S36. Determine the dynamically adjusted estimated position as the final anchoring position to guide the actual anchoring operation of the anchor boat.

5. The control method of the unpowered tugboat and the anchor - dropping vessel for submarine optical cable laying according to claim 4, characterized in that, The S4 includes the following sub-steps: S41. Real-time obtain the positions of the currently deployed anchor points around the tugboat, as well as the anchor cable lengths and anchor cable tensions corresponding to each anchor point; S42. Calculate the attitude correction direction vector currently required by the tugboat based on the current position of the tugboat, the heading, the attitude deviation, and the offset between the current position of the tugboat and the preset path. S43. Calculate the angles between the attitude correction direction vector and the position vectors of each deployed anchor point respectively. S44. Based on the calculation results of the angles and the anchor cable tension data, select the anchor points with angles less than the preset threshold and anchor cable tensions lower than the upper limit of the safe tension as the main control anchor points to achieve the attitude control of the tugboat; set the other unselected anchor points as auxiliary anchor points for maintaining the current attitude stability or assisting in fine attitude adjustment. S45. Determine the control intention of each main control anchor point corresponding to the winch according to the position of the main control anchor point and the attitude correction requirements of the tugboat, where the control intention includes: When the tugboat needs to apply traction force through the main control anchor point, the main control anchor point performs the operation of taking in the anchor. When the tugboat needs to reduce the traction force of the main control anchor point, the main control anchor point performs the operation of paying out the anchor. Finally, generate an anchor point control plan table including the main control anchor point number, the corresponding taking-in and paying-out directions, the control priority, and the target taking-in and paying-out speed range.

6. The control method of the non-powered tugboat and the anchoring vessel for submarine optical cable laying according to claim 5, wherein, The S42 includes the following steps: S421. Obtain the current position, heading angle, roll angle, and pitch angle data of the tugboat from the state estimation module in real time, and determine the lateral position deviation vector and the heading angle deviation between the current position of the tugboat and the preset optical cable laying path. S422. Based on the lateral position deviation vector and the heading angle deviation, construct an attitude correction objective function, which is used to characterize the attitude correction requirement of the tugboat towards the path center line direction, including: The lateral position deviation of the current position of the tugboat relative to the path. The angle deviation of the current heading angle of the tugboat relative to the path direction. S423. Calculate the preliminary attitude correction direction vector of the tugboat according to the attitude correction objective function, and the correction direction vector is used to guide the subsequent winch control to correct the navigation attitude of the tugboat.

7. The control method of the unpowered tugboat and the anchor - dropping ship for submarine optical cable laying according to claim 6, characterized in that, The S5 includes the following sub-steps: S51. Read the real-time tension of the current optical cable and the paying-out speed of the winch. S52. Obtain the set target tension value and calculate the deviation between the current tension and the target tension. S53. Based on the tension deviation and the historical integral and change rate of the tension deviation, use the PID control algorithm to calculate the target speed of the winch. S54. Control the winch drive system according to the calculated target speed to realize the real-time adjustment of the paying-out speed.

8. A computer device, characterized in that, including: One or more processors; A memory; One or more applications, where the one or more applications are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs are configured to: Execute the control method for the unpowered tugboat and the anchor boat for submarine optical cable laying according to any one of claims 1-7.

9. A computer-readable storage medium, characterized in that, Store a computer program that can be loaded and executed by the processor as described above. The storage medium stores at least one instruction, at least one program, a code set, or an instruction set, and the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to achieve: The control method of the unpowered tugboat and the anchor-dropping ship for submarine optical cable laying according to any one of claims 1-7.

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