Anti-interference chained marine formation high-precision cooperative control device and method

Abstract

The invention relates to the technical field of ship formation control, in particular to an anti-interference chained offshore train high-precision cooperative control device and method.The device comprises a master ship multi-mode sensing and decision module, a slave ship differential braking executing mechanism and a chained communication and tension buffering system; the master ship multi-mode sensing and decision-making module is composed of a meteorological sensor, a fiber grating tension sensor, a six-degree-of-freedom attitude sensor and a computing unit, and the slave ship differential braking executing mechanism is composed of a double-side wing type baffle and a servo motor driving device. The chain communication and tension buffering system comprises a ring topology CAN bus communication protocol and a hydraulic buffer. According to the anti-interference chain type offshore train high-precision cooperative control device and method, a complete anti-interference control closed loop is constructed, and the sub-modules achieve track tracking precision improvement, tension fluctuation suppression and emergency braking cooperation through accurate data interaction and physical linkage; and a reliable technical guarantee is provided for efficient and safe operation of the offshore chain formation.

Description

Technical Field

[0001] The present invention relates to the technical field of ship formation control, and in particular to an anti-interference chain-type high-precision collaborative control device and method for a maritime formation. Background Art

[0002] With the growing demand for maritime transportation and operations, chained maritime formations (composed of a master ship towing multiple slave ships) are widely used in cargo transportation, ocean exploration, and military missions due to their efficiency and flexibility. However, traditional chained formation control systems face significant technical bottlenecks in dynamic sea conditions, mainly manifested in the following three issues:

[0003] ① Coupling interference between the master ship's power and the slave ship's braking: In existing technologies, the master ship's power distribution and the slave ship's braking control usually adopt an independent closed-loop design, lacking a collaborative interference compensation mechanism. When the slave ship generates lateral resistance due to braking angle deviation (such as uneven deployment of the baffle due to wind and wave disturbances), the master ship's power system is unable to perceive and correct such interference in real time, resulting in continuous oscillation of the heading and seriously reducing the track tracking accuracy.

[0004] ② Risk of formation loss of control caused by chain tension fluctuations: Traditional formations rely on tension controllers with fixed thresholds, which are difficult to adapt to complex load changes under dynamic sea conditions. When the braking response of the slave ship is delayed or there is local overload, the cable tension fluctuates violently, which can easily cause the cable to break or the formation to loosen. Existing solutions, such as the use of hydraulic buffer systems, can absorb some impact loads, but their damping coefficient is fixed and cannot be dynamically adjusted according to real-time tension data, resulting in limited buffering effect.

[0005] ③ Insufficient coordination in emergency braking leads to safety hazards: In the existing formation system, in emergency braking scenarios, the transmission delay of braking commands between the master ship and the slave ship is high, and there is a lack of a graded response mechanism. When the safety distance is lower than the critical threshold, the traditional method adopts a "one-size-fits-all" full braking strategy, which causes a sudden change in the braking angle of the slave ship, triggering chain swings and even rear-end collisions.

[0006] In recent years, some studies have attempted to improve team coordination through algorithm optimization (such as model predictive control and reinforcement learning), but are limited by the following issues:

[0007] ① Insufficient hardware heterogeneity: Homogeneous control models (e.g., unified PID parameters) cannot coordinate the differentiated actuators of the master and slave ships, resulting in a mismatch between control commands and actual physical responses.

[0008] ② Communication real-time bottleneck: Traditional distributed communication protocols have long transmission cycles and lack redundancy, making it difficult to ensure data synchronization under high sea conditions;

[0009] ③ Lack of dynamic role adaptation: Task allocation relies on static priorities and cannot dynamically adjust the role of the slave ship according to the real-time situation (such as sudden changes in enemy strategy and energy surplus), resulting in low resource utilization.

[0010] In summary, traditional chain formation control systems have significant deficiencies in interference suppression, tension balancing, and emergency braking coordination. A comprehensive solution integrating multimodal sensing, dynamic braking allocation, and a layered communication architecture is urgently needed. This invention, through structural innovation and hardware collaborative design, achieves a high-precision closed-loop control between the master and slave ships, providing technical support for the practical deployment of chain formations at sea. Summary of the Invention

[0011] The purpose of the present invention is to provide an anti-interference chain-type maritime formation high-precision collaborative control device and method, which solves the core problems of track deviation, cable tension overload and poor braking coordination existing in traditional chain-type maritime formations. Through modular design, the following goals are achieved: suppressing the coupling interference between the main ship power and the slave ship braking, dynamically balancing the chain tension, realizing hierarchical emergency braking coordination, and ensuring real-time communication.

[0012] To achieve the above objectives, the present invention provides the following technical solutions: an anti-interference chain-type high-precision collaborative control device for maritime formations, which includes a master ship multimodal perception and decision-making module, a slave ship differential braking actuator, and a chain communication and tension buffer system. The master ship multimodal perception and decision-making module is composed of a meteorological sensor, a fiber Bragg grating tension sensor, a six-degree-of-freedom attitude sensor, and a computing unit for real-time perception of environmental disturbances and optimization of power distribution.

[0013] The main ship's multimodal perception and decision-making module realizes environmental perception and anti-interference decision-making, and the main ship's multimodal perception and decision-making module also includes:

[0014] ① Sensor data fusion unit, which is integrated into the computing unit. It uses the Kalman filter algorithm to fuse the wind speed and wave height data from the meteorological sensor, the cable tension data from the fiber Bragg grating tension sensor, and the heading angle data from the six-degree-of-freedom attitude sensor in real time to generate environmental disturbance compensation instructions;

[0015] ② Embedded installation components, including fiber Bragg grating tension sensors, which are embedded in the connection hinge between the master ship and the first slave ship through a sealing flange, with the installation angle consistent with the direction of cable tension;

[0016] ③Anti-interference communication interface, which uses a dual-channel shielded CAN bus to connect each sensor and the computing unit;

[0017] ④ Real-time control logic unit, which dynamically adjusts the main ship's propulsion force distribution based on environmental disturbance compensation instructions and real-time cable tension data, and outputs it to the main ship's power system through the RS-422 interface;

[0018] The slave ship differential brake actuator consists of double-sided wing-shaped baffles and a servo motor drive device, which is used to suppress brake response lag and achieve steering coordination. The slave ship differential brake actuator works in conjunction with the master ship's multimodal perception and decision module, and also includes:

[0019] ① Servo motor drive assembly, which is used to receive control instructions generated by the main ship's multimodal perception and decision-making module. It dynamically adjusts the deployment angle of the double-sided wing-shaped baffles based on real-time cable tension data and heading angle deviation. The baffles are made of carbon fiber composite materials and covered with a drag-reducing coating. The servo motor has an angle resolution of ±0.1° and is coupled to the baffle shaft through a planetary gear reducer.

[0020] ② Braking force distribution logic unit, which is integrated into the servo motor controller and provides environmental disturbance compensation instructions based on the host ship's multimodal perception and decision module;

[0021] ③ Communication feedback link, which transmits the actual baffle angle and braking force data back to the main ship module through chain communication and the ring CAN bus of the tension buffer system, forming a closed-loop control;

[0022] The chain communication and tension buffer system includes a ring-topology CAN bus communication protocol and hydraulic buffers to suppress sudden power changes and ensure data synchronization. The chain communication and tension buffer system works in conjunction with the master ship's multimodal perception and decision-making module and the slave ship's differential braking actuator. The chain communication and tension buffer system also includes:

[0023] ① Ring communication topology network, in which the ring communication topology network adopts a dual redundant CAN bus architecture, in which the main CAN bus transmits the control instructions generated by the main ship module (including the target braking angle θ L and θ R and tension threshold T_threshold), the redundant CAN bus collects feedback data from the ship's differential brake actuator in real time (actual brake angle θ L ,θ R and real-time cable tension T), the data packet format is from ship ID | θ L ∣θ R |T|CRC, automatically switches to the redundant channel when verification fails;

[0024] ② Hydraulic buffer actuator, which is installed at the cable anchor point where the master ship and the slave ship are connected. The hydraulic buffer actuator includes a double-acting hydraulic cylinder and is linked to a fiber Bragg grating tension sensor. The adjustable damping valve dynamically adjusts the damping force according to the tension fluctuation data provided by the master ship module;

[0025] ③ Closed-loop tension control link, in which the closed-loop tension control link transmits real-time cable tension data back to the main ship module through a ring communication topology network. Combined with the environmental disturbance compensation instructions, it dynamically adjusts the damping coefficient of the hydraulic buffer and the braking angle of the slave ship to suppress the impact load of the chain formation.

[0026] Preferably, the specific formula of the braking force model of the braking force distribution logic unit is as follows:

[0027]

[0028] Where ρ is the fluid density, C d (θ)=0.48sin 2 θ+0.12θ 0.7 is the drag coefficient function, the first term is 0.48sin 2 θ reflects the resistance contribution when the baffle is perpendicular to the water flow direction, sin 2 θ represents the quadratic dependence of the angle on the projected area, and the second term is 0.12θ 0.7 Describes the additional frictional resistance when the baffle is tilted, θ 0.7 is an empirical correction term reflecting the nonlinear friction effect, A(θ) is the effective area function, v represents the relative flow velocity, θ L and θ R They represent the deployment angles of the left and right baffles relative to the water flow direction, respectively. The target braking forces of the baffles on both sides are calculated in real time through the braking force model, and the servo motor angle is adjusted through the PID controller.

[0029] Preferably, the multimodal perception and decision module of the master ship integrates an anti-interference model predictive controller (MPC controller) for dynamically compensating for the braking interference of the slave ship and optimizing the power and heading control of the master ship. The anti-interference model predictive controller (MPC controller) includes:

[0030] ①MPC computing hardware unit, where the MPC computing hardware unit is implemented based on the NVIDIA Jetson AGX Xavier platform and runs the control logic containing the following mathematical model, the specific formula of which is:

[0031]

[0032] where x = [x, y, θ] T Indicates the main ship position (x, y) and heading angle θ, u=[Fprop ,δ] T Indicates the propulsion force F prop and the rudder angle δ, Indicates the braking interference from the ship, K d is the interference coupling coefficient, Δθ i is the braking angle deviation of the i-th slave ship;

[0033] The specific formula of the objective function is as follows:

[0034]

[0035] Among them, q1, q2, and q3 are the weight coefficients of track tracking error, rudder angle adjustment, and interference suppression, respectively. path The deviation between the actual track of the main ship and the planned path;

[0036] ② Real-time data interface, which receives the real-time cable tension Ti monitored by the fiber Bragg grating tension sensor and the actual braking angle θ fed back from the ship's differential braking actuator through the dual-channel CAN bus L and θ R As well as the slave ship ID and CRC check information data transmitted by the chain communication and tension buffer system;

[0037] ③ Control command output unit, wherein the control command output unit is used to output the optimized propulsion force F prop The rudder angle δ is output to the main ship power system through the RS-422 interface and meets the following constraints:

[0038] Rudder angle limit: |δ|≤θ max ; Cable tension range: T i ∈[T min ,T max ]kN

[0039] Among them, θ max is the maximum allowable deviation of the rudder angle, which is dynamically configured by the system, T min and T max These are the minimum and maximum thresholds for cable tension, which are adjusted in real time according to sea conditions and formation parameters;

[0040] ④ Interference compensation closed-loop link, in which the interference compensation closed-loop link adjusts the propulsion force distribution of the master ship in real time according to the dynamic changes of the slave ship's braking interference d, and sends correction instructions to the differential braking actuators of each slave ship through chain communication and tension buffer system to suppress the track deviation and tension fluctuation of the chain formation.

[0041] Preferably, the slave ship differential brake actuator is integrated with a brake angle coordinated alignment algorithm module for suppressing chain swing and achieving a smooth transition of the brake angle. The brake angle coordinated alignment algorithm module includes:

[0042] ① Exponential decay angle allocation unit, which is embedded in the servo motor controller. According to the global heading instruction provided by the multimodal perception and decision module of the master ship, the left and right braking angle difference of the i-th slave ship is dynamically allocated according to the following formula:

[0043] Δθ i =α·δ·e -γ(i-1)

[0044] Among them, δ is the main ship's heading correction, which is calculated in real time by the MPC controller, α is the attenuation amplitude coefficient, and γ is the attenuation rate coefficient, which is dynamically configured through chain communication and the tension buffer system;

[0045] ② The neighbor angle constraint unit is integrated into the servo motor drive assembly. It monitors the braking angle of the adjacent slave ship in real time through the six-axis attitude sensor and enforces the following hard constraints. The specific formula of the hard constraints is as follows:

[0046] |θ i -θ i-1 |≤Δθ max

[0047] Among them, θ i is the braking angle of the i-th slave ship, θ i-1 is the braking angle of the preceding ship, Δθ max The maximum allowable deviation threshold of the braking angle of adjacent slave ships is dynamically configured by the system or set according to the stability requirements of the formation;

[0048] ③ Dynamic adjustment feedback link, in which the dynamic adjustment feedback link uses the ring communication topology network to adjust the actual braking angle θ i and angular deviation Δθ i It is transmitted back to the main ship module and combined with the disturbance compensation instruction of the MPC controller to correct the braking angle distribution of the subsequent slave ship in a closed loop.

[0049] Preferably, the chain communication and tension buffer system is integrated with a chain tension equalizing controller for dynamically balancing the formation tension and preventing local overload or relaxation. The chain tension equalizing controller includes:

[0050] ① Tension feedback calculation unit, which is embedded in the servo motor controller of the slave ship differential brake actuator, based on the tension data (T) of the adjacent slave ship monitored by the fiber Bragg grating tension sensor. i-1 With T i+1 ), the target braking force of the i-th follower ship is calculated in real time according to the following control law. The specific formula of the control law is as follows:

[0051] B i =Bbase +K T (T i-1 +T i+1 -2T nominal )

[0052] Among them, B base As the reference braking force, K is configured by the preset parameters of the servo motor drive component. T is the tension feedback gain, which is dynamically adjusted through the ring communication topology network. nominal is the nominal tension threshold, which is issued in real time by the host ship's multimodal perception and decision module based on sea condition data;

[0053] ② Braking force dynamic adjustment unit, in which the braking force dynamic adjustment unit drives the double-sided wing baffles through the servo motor controller to adjust the target braking force B i Converted to the corresponding baffle expansion angle θ L and θ R , and satisfy the physical constraints of the braking force model;

[0054] ③Tension balancing closed loop link, in which the tension balancing closed loop link transmits real-time tension data T through a ring communication topology network. i And braking force adjustment B i The signal is sent back to the main ship module and combined with the heading correction command of the MPC controller to dynamically optimize the nominal tension threshold T nominal , suppressing the tension fluctuation of the chain formation.

[0055] Preferably, the host ship multimodal perception and decision module integrates an extended state observer (ESO) hardware unit for real-time estimation and compensation of unmodeled disturbances. The extended state observer (ESO) hardware unit includes:

[0056] ① Perturbation observation logic circuit, where the perturbation observation logic circuit is embedded in the FPGA chip of the computing unit and runs the following observer equation. The specific formula of the observer equation is as follows:

[0057]

[0058] Among them, z1 and z2 are the internal state variables of the observer, y is the main ship heading angle deviation measured by the six-degree-of-freedom attitude sensor, u is the propulsion force and rudder angle command output by the MPC controller, β1, β2, and b0 are the observer gain parameters, which are fixed in the configuration register of the FPGA;

[0059] ② Disturbance compensation interface, where the disturbance compensation interface will estimate the unmodeled disturbance The data is transmitted to the MPC controller in real time via the dual-channel CAN bus and used to correct the disturbance rejection term in the objective function.

[0060] ③ Dynamic parameter calibration unit, where the dynamic parameter calibration unit dynamically adjusts the scaling factors of the observer gains β1 and β2 based on the wind speed and wave height data collected by the meteorological sensor. The specific calibration formula is as follows:

[0061]

[0062] Where, v wind is the wind speed, h wave is the wave height;

[0063] ④ Anti-saturation protection mechanism. When the estimated disturbance exceeds the threshold, an emergency braking protocol for the differential braking actuator of the slave ship is triggered through chain communication with the tension buffer system to prevent control instruction overload.

[0064] Preferably, the master ship multi-modal perception and decision-making module integrates a hierarchical emergency braking protocol execution unit for multi-level cooperative braking to prevent rear-end collisions. The hierarchical emergency braking protocol execution unit includes:

[0065] ① Safety distance detection module, where the safety distance detection module calculates the safety distance D between the master ship and the slave ship in real time based on the position data of the slave ship transmitted by the six-degree-of-freedom attitude sensor and the ring communication topology network, and calibrates the distance accuracy through the path planning data of the MPC controller;

[0066] ② Multi-level braking trigger circuit, where the multi-level braking trigger circuit is embedded in the master ship power system controller and drives the cooperative actions of the master ship and the slave ship according to the following logic. The specific formula is as follows:

[0067] Where, D1 > D2 > D3 are the safety distance thresholds for hierarchical braking, α1, β1, β2 are the power adjustment coefficients, γ2 is the hydraulic valve opening threshold, θ1 < θ2 < θ3 are the baffle angle thresholds, B1 < B2 < B3 are the braking force thresholds, and t max is the maximum allowable time for electromagnetic lock release;

[0068] ③ Cooperative braking communication link, where the cooperative braking communication link sends an emergency braking instruction to the slave ship differential braking actuator through a dual-redundancy CAN bus. The data packet format is instruction code ∣ target angle θ ∣ braking force threshold B, and receives the braking state (angle θ, actual braking force B) feedback from the slave ship;

[0069] ④ Emergency decoupling mechanism, where the emergency decoupling mechanism is installed at the connection between the master ship and the first slave ship, and includes an electromagnetic lock device and a buffer spring group. The electromagnetic lock device remains locked under normal conditions, and the buffer spring group is used to absorb the impact load at the moment of decoupling; [[ID=​⑤ Closed-loop safety verification unit, which monitors the cable tension after unhooking in real time through a fiber grating tension sensor. If the tension exceeds the maximum threshold, the anti-saturation protection mechanism of the ESO observer is immediately triggered, and the power output is forcibly cut off.

[0071] A method for using an anti-interference chain-type high-precision collaborative control device for a maritime formation includes a collaborative hardware module of a master ship decision layer and a slave ship execution layer, wherein the collaborative hardware module of the master ship decision layer and the slave ship execution layer includes:

[0072] ① Main ship decision-making layer hardware module, which is integrated into the computing unit of the main ship's multimodal perception and decision-making module, including:

[0073] The environmental perception and fusion unit collects data through meteorological sensors, six-degree-of-freedom attitude sensors, and fiber Bragg grating tension sensors, and uses the Kalman filter algorithm to generate fused environmental disturbance compensation instructions;

[0074] Disturbance-tolerant MPC controller that receives environmental disturbance compensation instructions and unmodeled disturbances estimated by the ESO hardware unit Generate thrust F in real time prop and the rudder angle δ control signal;

[0075] ESO disturbance observation unit, which runs the observer equation in real time through the FPGA chip and outputs the disturbance estimate To MPC controller;

[0076] Data distribution interface, which sends control instructions to the slave ship execution layer through the dual redundant CAN bus. The data packet format is command type | F prop |δ|CRC;

[0077] ② Slave ship execution layer hardware module, wherein the slave ship execution layer hardware module is embedded in the servo motor controller of each slave ship differential brake actuator, including:

[0078] The braking control unit receives control instructions from the main ship's decision-making layer and calculates the target angle θ according to the braking angle collaborative alignment algorithm. i The double-side baffles are adjusted by the servo motor drive assembly;

[0079] Tension equalizer, based on the tension data T of adjacent slave ships i-1 With T i+1 , according to control law B i =B base +K T (T i-1 +T i+1 -2T nominal ) Dynamically adjust braking force;

[0080] The emergency brake execution unit receives the graded braking instructions from the main ship's decision-making layer, drives the baffle to the preset angle, and feedbacks the actual braking status through the communication system;

[0081] ③ Global collaborative communication link, where the global collaborative communication link is based on the ring topology CAN bus to achieve the following data interaction:

[0082] The master ship's decision layer transmits control instructions to the slave ship's execution layer (F prop ,δ,θ i , B i );

[0083] Feedback of real-time data from the ship's executive layer to the main ship's decision layer (θ i , B i ,T i ) and ensure data integrity through CRC check;

[0084] ④ Dynamic priority arbitration circuit, which is embedded in the main ship decision-making layer hardware module. According to the real-time changes of the safety distance D, the sending priority of the control command is dynamically adjusted to ensure that the transmission of the emergency braking command will not be affected by delays

[0085] Compared with the prior art, the present invention has the following beneficial effects:

[0086] 1. The present invention provides an anti-interference, chained, high-precision coordinated control device and method for maritime formations. The device comprises a master ship multimodal perception and decision-making module, a slave ship differential braking actuator, and a chained communication and tension buffer system. The master ship multimodal perception and decision-making module, comprised of a meteorological sensor, a fiber Bragg grating (FBG) tension sensor, a six-degree-of-freedom attitude sensor, and a computing unit, is used to sense environmental disturbances in real time and optimize power distribution. The slave ship differential braking actuator, comprised of dual-wing baffles and a servo motor drive, is used to suppress brake response lag and achieve steering coordination. The chained communication and tension buffer system includes a ring-topology CAN bus communication protocol and hydraulic buffers to suppress sudden power shocks and ensure data synchronization. Through hardware coordination among the master ship multimodal perception and decision-making, the slave ship differential braking actuator, and the chained communication buffer, the present invention establishes a complete anti-interference control closed loop. Through precise data interaction and physical linkage, each submodule achieves improved track tracking accuracy, tension fluctuation suppression, and emergency braking coordination, providing reliable technical support for the efficient and safe operation of chained formations at sea and demonstrating strong practicality.

[0087] 2. The present invention solves the problems of track deviation, cable tension overload, and emergency braking asynchrony caused by uneven power distribution and delayed braking response in traditional maritime chain formations through multimodal environmental perception, differential braking execution, and chain communication coordination. Focusing on hardware structural innovations for the master and slave ships, including high-precision sensor integration, mechanical design of differential braking mechanisms, and real-time communication topology optimization, the present invention is suitable for scenarios requiring multi-unit collaborative control, such as maritime transportation and towing operations, and successfully achieves the following goals: suppressing the coupling interference between the master ship's power and the slave ship's braking, dynamically balancing chain tension, achieving hierarchical emergency braking coordination, and ensuring real-time communication, thereby significantly improving the dynamic stability and safety of the chain formation and making it suitable for widespread use. BRIEF DESCRIPTION OF THE DRAWINGS

[0088] Figure 1 It is a principle block diagram of the present invention;

[0089] Figure 2 This is the main ship anti-interference MPC control flow chart of the present invention;

[0090] Figure 3 This is a schematic diagram of the alignment algorithm based on the ship braking angle of the present invention;

[0091] Figure 4 This is a trigger logic diagram for the emergency braking classification strategy of the present invention;

[0092] Figure 5 It is a logic block diagram of the multi-stage brake trigger circuit of the present invention;

[0093] Figure 6 This is a schematic diagram of the connection between the master ship and the slave ship of the present invention.

[0094] The reference numerals and names in the figure are as follows: 1. Multimodal perception and decision-making module of the master ship; 2. Differential braking actuator of the slave ship; 3. Chain communication and tension buffer system. DETAILED DESCRIPTION

[0095] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0096] In the description of the embodiments of the present invention, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present invention, "multiple" means two or more, unless otherwise clearly and specifically defined.

[0097] In the embodiments of the present invention, unless otherwise expressly specified or limited, the terms "installed," "connected," "connected," "fixed," etc. should be understood in a broad sense. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the embodiments of the present invention based on specific circumstances.

[0098] See also Figures 1 to 6 The present invention provides an embodiment of an anti-interference chain-type high-precision collaborative control device for a maritime formation, comprising a master ship multimodal perception and decision-making module 1, a slave ship differential braking actuator 2, and a chain communication and tension buffer system 3. The master ship multimodal perception and decision-making module 1 comprises a meteorological sensor, a fiber Bragg grating tension sensor (installed at the master-slave connection), a six-degree-of-freedom attitude sensor, and a computing unit (running an MPC algorithm), and is configured to perceive environmental disturbances in real time and optimize power distribution. The slave ship differential braking actuator 2 comprises a double-sided wing-shaped baffle and a servo motor drive device, and is configured to suppress brake response lag and achieve steering coordination. The chain communication and tension buffer system 3 comprises a ring-topology CAN bus communication protocol and a hydraulic buffer, and is configured to suppress sudden power shocks and ensure data synchronization.

[0099] Specifically, the host ship multimodal perception and decision-making module 1 realizes environmental perception and anti-interference decision-making, and the host ship multimodal perception and decision-making module 1 also includes:

[0100] ① Sensor data fusion unit, which is integrated into the computing unit. It uses the Kalman filter algorithm to fuse the wind speed and wave height data from the meteorological sensor, the cable tension data from the fiber Bragg grating tension sensor, and the heading angle data from the six-degree-of-freedom attitude sensor in real time to generate environmental disturbance compensation instructions;

[0101] ② Embedded installation components, including fiber Bragg grating tension sensors, which are embedded in the connection hinge between the master ship and the first slave ship through a sealing flange, with the installation angle consistent with the direction of cable tension;

[0102] ③Anti-interference communication interface, which uses a dual-channel shielded CAN bus to connect each sensor and the computing unit;

[0103] ④ Real-time control logic unit, which dynamically adjusts the main ship propulsion force distribution based on environmental disturbance compensation instructions and real-time data of cable tension, and outputs it to the main ship power system through the RS-422 interface.

[0104] Specifically, the slave ship differential braking actuator 2 works in conjunction with the master ship multimodal perception and decision module 1, and the slave ship differential braking actuator 2 further includes:

[0105] ① Servo motor drive assembly, which is used to receive control instructions generated by the main ship's multimodal perception and decision module 1, and dynamically adjust the deployment angle of the double-sided wing-shaped baffles based on real-time cable tension data and heading angle deviation. The baffles are made of carbon fiber composite materials and covered with a drag-reducing coating. The servo motor has an angle resolution of ±0.1° and is coupled to the baffle shaft through a planetary gear reducer;

[0106] ② Braking force distribution logic unit, where the braking force distribution logic unit is integrated into the servo motor controller. Based on the environmental disturbance compensation instructions (including wind speed and wave height data) provided by the main ship multimodal perception and decision module 1 and the specific formula of the braking force model, it is as follows:

[0107]

[0108] Where ρ is the fluid density, C d (θ)=0.48sin 2 θ+0.12θ 0.7 is the drag coefficient function, the first term is 0.48sin 2 θ reflects the resistance contribution when the baffle is perpendicular to the water flow direction, sin 2 θ represents the quadratic dependence of the angle on the projected area, and the second term is 0.12θ 0.7 Describes the additional frictional resistance when the baffle is tilted, θ 0.7is an empirical correction term reflecting the nonlinear friction effect, A(θ) is the effective area function, v represents the relative flow velocity, θ L and θ R They represent the deployment angles of the left and right baffles relative to the water flow direction, respectively. The target braking forces of the baffles on both sides are calculated in real time through the braking force model, and the servo motor angle is adjusted through the PID controller;

[0109] ③ Communication feedback link, in which the communication feedback link transmits the actual angle and braking force data of the baffle back to the main ship module through chain communication and the ring CAN bus of the tension buffer system, forming a closed-loop control.

[0110] Specifically, the chain communication and tension buffer system 3 works in conjunction with the master ship multimodal perception and decision module 1 and the slave ship differential braking actuator 2, and the chain communication and tension buffer system 3 also includes:

[0111] ① Ring communication topology network, in which the ring communication topology network adopts a dual redundant CAN bus architecture, in which the main CAN bus transmits the control instructions generated by the main ship module (including the target braking angle θ L and θ R and tension threshold T_threshold), the redundant CAN bus collects feedback data from the ship's differential brake actuator in real time (actual brake angle θ L ,θ R and real-time cable tension T), the data packet format is from ship ID | θ L ∣θ R |T|CRC, automatically switches to the redundant channel when verification fails;

[0112] ② Hydraulic buffer actuator, which is installed at the cable anchor point where the master ship and the slave ship are connected. The hydraulic buffer actuator includes a double-acting hydraulic cylinder and is linked to a fiber Bragg grating tension sensor. The adjustable damping valve dynamically adjusts the damping force according to the tension fluctuation data provided by the master ship module;

[0113] ③ Closed-loop tension control link, in which the closed-loop tension control link transmits real-time cable tension data back to the main ship module through a ring communication topology network. Combined with the environmental disturbance compensation instructions, it dynamically adjusts the damping coefficient of the hydraulic buffer and the braking angle of the slave ship to suppress the impact load of the chain formation.

[0114] Specifically, the master ship multimodal perception and decision module 1 integrates an anti-interference model predictive controller (MPC controller) to dynamically compensate for the slave ship's braking interference and optimize the master ship's power and heading control. The anti-interference model predictive controller (MPC controller) includes:

[0115] ①MPC computing hardware unit, where the MPC computing hardware unit is implemented based on the NVIDIA Jetson AGX Xavier platform and runs the control logic containing the following mathematical model, the specific formula of which is:

[0116]

[0117] where x = [x, y, θ] T Indicates the main ship position (x, y) and heading angle θ, u=[F prop ,δ] T Indicates the propulsion force F prop and the rudder angle δ, Indicates the braking interference from the ship, K d is the interference coupling coefficient, Δθ i is the braking angle deviation of the i-th slave ship;

[0118] The specific formula of the objective function is as follows:

[0119]

[0120] Among them, q1, q2, and q3 are the weight coefficients of track tracking error, rudder angle adjustment, and interference suppression, respectively. path The deviation between the actual track of the main ship and the planned path;

[0121] ② Real-time data interface, which receives the real-time cable tension Ti monitored by the fiber Bragg grating tension sensor and the actual braking angle θ fed back from the ship's differential brake actuator 2 through the dual-channel CAN bus L and θ R and the slave ship ID and CRC check information data transmitted by the chain communication and tension buffer system 3;

[0122] ③ Control command output unit, wherein the control command output unit is used to output the optimized propulsion force F prop The rudder angle δ is output to the main ship power system through the RS-422 interface and meets the following constraints:

[0123] Rudder angle limit: |δ|≤θ max ; Cable tension range: T i ∈[T min ,T max ]kN

[0124] Among them, θ max is the maximum allowable deviation of the rudder angle, which is dynamically configured by the system, T min and T max These are the minimum and maximum thresholds for cable tension, which are adjusted in real time according to sea conditions and formation parameters;

[0125] ④ Interference compensation closed-loop link, in which the interference compensation closed-loop link adjusts the propulsion force distribution of the master ship in real time according to the dynamic changes of the slave ship's braking interference d, and sends correction instructions to the differential braking actuators 2 of each slave ship through the chain communication and tension buffer system 3 to suppress the track deviation and tension fluctuation of the chain formation.

[0126] Specifically, the slave ship differential brake actuator 2 integrates a brake angle coordinated alignment algorithm module to suppress chain swing and achieve a smooth transition of the brake angle. The brake angle coordinated alignment algorithm module includes:

[0127] ① The exponential decay angle allocation unit is embedded in the servo motor controller. Based on the global heading instruction provided by the multimodal perception and decision module of the master ship (generated by the real-time control logic unit), the exponential decay angle allocation unit dynamically allocates the left and right braking angle differences of the i-th slave ship according to the following formula:

[0128] Δθ i =α·δ·e -γ(i-1)

[0129] Among them, δ is the main ship's heading correction, which is calculated in real time by the MPC controller, α is the attenuation amplitude coefficient, and γ is the attenuation rate coefficient, which is dynamically configured through chain communication with the tension buffer system 3;

[0130] ② The neighbor angle constraint unit is integrated into the servo motor drive assembly. It monitors the braking angle of the adjacent slave ship in real time through the six-axis attitude sensor and enforces the following hard constraints. The specific formula of the hard constraints is as follows:

[0131] |θ i -θ i-1 |≤Δθ max

[0132] Among them, θ i is the braking angle of the i-th slave ship, θ i-1 is the braking angle of the preceding ship, Δθ max The maximum allowable deviation threshold of the braking angle of adjacent slave ships is dynamically configured by the system or set according to the stability requirements of the formation;

[0133] ③ Dynamic adjustment feedback link, in which the dynamic adjustment feedback link uses the ring communication topology network to adjust the actual braking angle θ i and angular deviation Δθ i It is transmitted back to the main ship module and combined with the disturbance compensation instruction of the MPC controller to correct the braking angle distribution of the subsequent slave ship in a closed loop.

[0134] Specifically, the chain communication and tension buffer system 3 integrates a chain tension equalization controller for dynamically balancing the formation tension and preventing local overload or relaxation. The chain tension equalization controller includes:

[0135] ① Tension feedback calculation unit, wherein the tension feedback calculation unit is embedded in the servo motor controller of the slave ship differential brake actuator 2, based on the tension data (T i-1 With T i+1 ), the target braking force of the i-th follower ship is calculated in real time according to the following control law. The specific formula of the control law is as follows:

[0136] B i =B base +K T (T i-1 +T i+1 -2T nominal )

[0137] Among them, B base As the reference braking force, K is configured by the preset parameters of the servo motor drive component. T is the tension feedback gain, which is dynamically adjusted through the ring communication topology network. nominal is the nominal tension threshold, which is issued in real time by the main ship's multimodal perception and decision module 1 based on sea condition data;

[0138] ② Braking force dynamic adjustment unit, in which the braking force dynamic adjustment unit drives the double-sided wing baffles through the servo motor controller to adjust the target braking force B i Converted to the corresponding baffle expansion angle θ L and θ R , and satisfy the physical constraints of the braking force model;

[0139] ③Tension balancing closed loop link, in which the tension balancing closed loop link transmits real-time tension data T through a ring communication topology network. i And braking force adjustment B i The signal is sent back to the main ship module and combined with the heading correction command of the MPC controller to dynamically optimize the nominal tension threshold T nominal , suppressing the tension fluctuation of the chain formation.

[0140] Specifically, the master ship multimodal perception and decision module 1 integrates an extended state observer (ESO) hardware unit for real-time estimation and compensation of unmodeled disturbances (including wind and waves, friction, and slave ship braking coupling interference). The extended state observer (ESO) hardware unit includes:

[0141] ① Perturbation observation logic circuit, where the perturbation observation logic circuit is embedded in the FPGA chip of the computing unit and runs the following observer equation. The specific formula of the observer equation is as follows:

[0142]

[0143] Among them, z1 and z2 are the internal state variables of the observer, y is the heading angle deviation of the main ship measured by the six-degree-of-freedom attitude sensor, u is the propulsion force and rudder angle command output by the MPC controller, and β1, β2, and b0 are the observer gain parameters, which are固化 in the configuration register of the FPGA;

[0144] ② Disturbance compensation interface, where the disturbance compensation interface transmits the estimated unmodeled disturbance to the MPC controller in real time through a dual-channel CAN bus for correcting the disturbance suppression term in the objective function;

[0145] ③ Dynamic parameter calibration unit, where the dynamic parameter calibration unit dynamically adjusts the scaling factors of the observer gains β1 and β2 based on the wind speed and wave height data collected by the meteorological sensor. The specific calibration formula is as follows:

[0146]

[0147] where, v wind is the wind speed, h wave is the wave height;

[0148] ④ Anti-saturation protection mechanism. When the estimated disturbance exceeds the threshold, it triggers the emergency braking protocol (neighbor angle constraint unit) of the slave ship differential braking actuator 2 through chain communication with the tension buffer system 3 to prevent control instruction overload.

[0149] Specifically, the main ship multi-modal perception and decision-making module 1 integrates a hierarchical emergency braking protocol execution unit for multi-level cooperative braking to prevent rear-end collisions. The hierarchical emergency braking protocol execution unit includes:

[0150] ① Safety distance detection module, where the safety distance detection module calculates the safety distance D between the main ship and the slave ship in real time based on the position data of the slave ship transmitted by the six-degree-of-freedom attitude sensor and the ring communication topology network, and calibrates the distance accuracy through the path planning data of the MPC controller;

[0151] ② Multi-level braking trigger circuit, where the multi-level braking trigger circuit is embedded in the main ship power system controller and drives the cooperative actions of the main ship and the slave ship according to the following logic. The specific formula is as follows:

[0152] where, D1>D2>D3 are the safety distance thresholds for hierarchical braking, α1, β1, β2 are the power adjustment coefficients, γ2 is the hydraulic valve opening threshold, θ1<θ2<θ3 are the baffle angle thresholds, B1<B2<B3 are the braking force thresholds, and t max is the maximum allowable time for electromagnetic lock release; It should be noted that the term "固化" in the original text seems to be an incorrect or unclear expression. I have translated it as "固化" for now, but it may need to be further clarified or corrected in the original context.

[0153] ③ Coordinated braking communication link, which sends emergency braking instructions to the slave ship's differential braking actuator 2 via the dual redundant CAN bus. The data packet format is instruction code | target angle θ | braking force threshold B, and receives the braking status (angle θ, actual braking force B) fed back by the slave ship.

[0154] ④ Emergency uncoupling mechanism, which is installed at the connection between the master ship and the first slave ship, and includes an electromagnetic lock device and a buffer spring group. The electromagnetic lock device remains locked under normal circumstances, and the buffer spring group is used to absorb the impact load at the moment of uncoupling;

[0155] ⑤ Closed-loop safety verification unit, which monitors the cable tension after unhooking in real time through a fiber grating tension sensor. If the tension exceeds the maximum threshold, the anti-saturation protection mechanism of the ESO observer is immediately triggered, and the power output is forcibly cut off.

[0156] Please refer again Figures 1 to 5 A method for using an anti-interference chain-type high-precision collaborative control device for a maritime formation adopts a hierarchical-distributed hybrid control architecture. The method includes collaborative hardware modules of a master ship decision layer and a slave ship execution layer, wherein the collaborative hardware modules of the master ship decision layer and the slave ship execution layer include:

[0157] ① Main ship decision-making layer hardware module, which is integrated into the computing unit of the main ship multimodal perception and decision module 1 and includes:

[0158] The environmental perception and fusion unit collects data through meteorological sensors, six-degree-of-freedom attitude sensors, and fiber Bragg grating tension sensors, and uses the Kalman filter algorithm to generate fused environmental disturbance compensation instructions;

[0159] Disturbance-tolerant MPC controller that receives environmental disturbance compensation instructions and unmodeled disturbances estimated by the ESO hardware unit Generate thrust F in real time prop and the rudder angle δ control signal;

[0160] ESO disturbance observation unit, which runs the observer equation in real time through the FPGA chip and outputs the disturbance estimate To MPC controller;

[0161] Data distribution interface, which sends control instructions to the slave ship execution layer through the dual redundant CAN bus. The data packet format is command type | F prop |δ|CRC;

[0162] ② Slave ship execution layer hardware module, wherein the slave ship execution layer hardware module is embedded in the servo motor controller of each slave ship differential brake actuator 2, including:

[0163] The braking control unit receives control instructions from the main ship's decision-making layer and calculates the target angle θ according to the braking angle collaborative alignment algorithm. i The double-side baffles are adjusted by the servo motor drive assembly;

[0164] Tension equalizer, based on the tension data T of adjacent slave ships i-1 With T i+1 , according to control law B i =B base +K T (T i-1 +T i+1 -2T nominal ) Dynamically adjust braking force;

[0165] The emergency brake execution unit receives the graded braking instructions from the main ship's decision-making layer, drives the baffle to the preset angle, and feedbacks the actual braking status through the communication system;

[0166] ③ Global collaborative communication link, where the global collaborative communication link is based on the ring topology CAN bus to achieve the following data interaction:

[0167] The master ship's decision layer transmits control instructions to the slave ship's execution layer (F prop ,δ,θ i , B i );

[0168] Feedback of real-time data from the ship's executive layer to the main ship's decision layer (θ i , B i ,T i ) and ensure data integrity through CRC check;

[0169] ④ Dynamic priority arbitration circuit, which is embedded in the main ship decision-making layer hardware module. It dynamically adjusts the sending priority of the control command according to the real-time changes of the safety distance D to ensure that the transmission of the emergency braking command will not be affected by delays.

[0170] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be included therein. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

Claims

1. An anti-interference chain-type high-precision cooperative control device for marine trains, characterized by: It includes a master ship multimodal perception and decision module (1), a slave ship differential braking actuator (2), and a chain communication and tension buffer system (3); The main ship multimodal perception and decision module (1) is composed of a meteorological sensor, a fiber Bragg grating tension sensor, a six-degree-of-freedom attitude sensor and a computing unit, and is used to perceive environmental disturbances in real time and optimize power distribution. The main ship multimodal perception and decision module (1) also includes: ① Sensor data fusion unit, which is integrated into the computing unit. It uses the Kalman filter algorithm to fuse the wind speed and wave height data from the meteorological sensor, the cable tension data from the fiber Bragg grating tension sensor, and the heading angle data from the six-degree-of-freedom attitude sensor in real time to generate environmental disturbance compensation instructions; ② Embedded installation components, including fiber Bragg grating tension sensors, which are embedded in the connection hinge between the master ship and the first slave ship through a sealing flange, with the installation angle consistent with the direction of cable tension; ③Anti-interference communication interface, which uses a dual-channel shielded CAN bus to connect each sensor and the computing unit; ④ Real-time control logic unit, which dynamically adjusts the main ship's propulsion force distribution based on environmental disturbance compensation instructions and real-time cable tension data, and outputs it to the main ship's power system through the RS-422 interface; The slave ship differential braking actuator (2) is composed of double-sided wing-shaped baffles and a servo motor drive device, and is used to suppress braking response hysteresis and achieve steering coordination. The slave ship differential braking actuator (2) works in coordination with the master ship multimodal perception and decision module (1). The slave ship differential braking actuator (2) also includes: ① A servo motor drive component, wherein the servo motor drive component is used to receive control instructions generated by the main ship's multimodal perception and decision module (1), and dynamically adjust the deployment angle of the double-sided wing-shaped baffles according to real-time cable tension data and heading angle deviation. The baffles are made of carbon fiber composite materials and covered with a drag-reducing coating. The servo motor has an angle resolution of ±0.1° and is coupled to the baffle shaft through a planetary gear reducer; ② Braking force distribution logic unit, where the braking force distribution logic unit is integrated into the servo motor controller and provides environmental disturbance compensation instructions based on the main ship multimodal perception and decision module (1); ③ Communication feedback link, which transmits the actual baffle angle and braking force data back to the main ship module through chain communication and the ring CAN bus of the tension buffer system, forming a closed-loop control; The chain communication and tension buffer system (3) includes a ring topology CAN bus communication protocol and a hydraulic buffer, which is used to suppress sudden power changes and ensure data synchronization. The chain communication and tension buffer system (3) works in conjunction with the master ship multimodal perception and decision module (1) and the slave ship differential braking actuator (2). The chain communication and tension buffer system (3) also includes: ① Ring communication topology network, in which the ring communication topology network adopts a dual redundant CAN bus architecture, in which the main CAN bus transmits the control instructions generated by the main ship module (including the target braking angle θ L and θ R and tension threshold T_threshold), the redundant CAN bus collects feedback data from the ship's differential brake actuator in real time (actual brake angle θ L ,θ R and real-time cable tension T), the data packet format is from ship ID | θ L ∣θ R |T|CRC, automatically switches to the redundant channel when verification fails; ② Hydraulic buffer actuator, which is installed at the cable anchor point where the master ship and the slave ship are connected. The hydraulic buffer actuator includes a double-acting hydraulic cylinder and is linked to a fiber Bragg grating tension sensor. The adjustable damping valve dynamically adjusts the damping force according to the tension fluctuation data provided by the master ship module; ③ Closed-loop tension control link, in which the closed-loop tension control link transmits real-time cable tension data back to the main ship module through a ring communication topology network. Combined with the environmental disturbance compensation instructions, it dynamically adjusts the damping coefficient of the hydraulic buffer and the braking angle of the slave ship to suppress the impact load of the chain formation.

2. The anti-interference chain-type high-precision coordinated control device for maritime formations according to claim 1 is characterized in that: The specific formula of the braking force model of the braking force distribution logic unit is as follows: Where ρ is the fluid density, C d (θ)=0.48sin 2 θ+0.12θ 0.7 is the drag coefficient function, the first term is 0.48sin 2 θ reflects the resistance contribution when the baffle is perpendicular to the water flow direction, sin 2 θ represents the quadratic dependence of the angle on the projected area, and the second term is 0.12θ 0.7 Describes the additional frictional resistance when the baffle is tilted, θ 0.7 is an empirical correction term reflecting the nonlinear friction effect, A(θ) is the effective area function, v represents the relative flow velocity, θ L and θ R They represent the deployment angles of the left and right baffles relative to the water flow direction, respectively. The target braking forces of the baffles on both sides are calculated in real time through the braking force model, and the servo motor angle is adjusted through the PID controller.

3. The anti-interference chain-type high-precision coordinated control device for maritime formations according to claim 1 is characterized in that: The master ship multimodal perception and decision module (1) integrates an anti-interference model predictive controller (MPC controller) for dynamically compensating for the slave ship's braking interference and optimizing the master ship's power and heading control. The anti-interference model predictive controller (MPC controller) includes: ①MPC computing hardware unit, where the MPC computing hardware unit is implemented based on the NVIDIA Jetson AGX Xavier platform and runs the control logic containing the following mathematical model, the specific formula of which is: where x = [x, y, θ] T Indicates the main ship position (x, y) and heading angle θ, u=[F prop ,δ] T Indicates the propulsion force F prop and the rudder angle δ, Indicates the braking interference from the ship, K d is the interference coupling coefficient, Δθ i is the braking angle deviation of the i-th slave ship; The specific formula of the objective function is as follows: Among them, q1, q2, and q3 are the weight coefficients of track tracking error, rudder angle adjustment, and interference suppression, respectively. path The deviation between the actual track of the main ship and the planned path; ② Real-time data interface, which receives the real-time cable tension Ti monitored by the fiber Bragg grating tension sensor and the actual braking angle θ fed back from the ship's differential braking actuator (2) through the dual-channel CAN bus L and θ R and slave ship ID and CRC check information data transmitted by the chain communication and tension buffer system (3); ③ Control command output unit, wherein the control command output unit is used to output the optimized propulsion force F prop The rudder angle δ is output to the main ship power system through the RS-422 interface and meets the following constraints: Rudder angle limit: |δ|≤θ max ; Cable tension range: T i ∈[T min ,T max ]kN Among them, θ max is the maximum allowable deviation of the rudder angle, which is dynamically configured by the system, T min and T max These are the minimum and maximum thresholds for cable tension, which are adjusted in real time according to sea conditions and formation parameters; ④ Interference compensation closed-loop link, in which the interference compensation closed-loop link adjusts the propulsion force distribution of the main ship in real time according to the dynamic changes of the slave ship's braking interference d, and sends the correction instructions to the differential braking actuators (2) of each slave ship through the chain communication and tension buffer system (3), thereby suppressing the track deviation and tension fluctuation of the chain formation.

4. The anti-interference chain-type high-precision coordinated control device for maritime formations according to claim 1 is characterized in that: The slave ship differential braking actuator (2) is integrated with a braking angle coordinated alignment algorithm module for suppressing chain swing and achieving a smooth transition of the braking angle. The braking angle coordinated alignment algorithm module includes: ① Exponential decay angle allocation unit, which is embedded in the servo motor controller. According to the global heading instruction provided by the multimodal perception and decision module of the master ship, the left and right braking angle difference of the i-th slave ship is dynamically allocated according to the following formula: Dth i =a·d·e -γ(i-1) Among them, δ is the bow heading correction, which is calculated in real time by the MPC controller, α is the attenuation amplitude coefficient, and γ is the attenuation rate coefficient, which is dynamically configured through chain communication and tension buffer system (3); ② The neighbor angle constraint unit is integrated into the servo motor drive assembly. It monitors the braking angle of the adjacent slave ship in real time through the six-axis attitude sensor and enforces the following hard constraints. The specific formula of the hard constraints is as follows: |θ i -θ i-1 |≤Δθ max Among them, θ i is the braking angle of the i-th slave ship, θ i-1 is the braking angle of the preceding ship, Δθ max The maximum allowable deviation threshold of the braking angle of adjacent slave ships is dynamically configured by the system or set according to the stability requirements of the formation; ③ Dynamic adjustment feedback link, in which the dynamic adjustment feedback link uses the ring communication topology network to adjust the actual braking angle θ i and angular deviation Δθ i It is transmitted back to the main ship module and combined with the disturbance compensation instruction of the MPC controller to correct the braking angle distribution of the subsequent slave ship in a closed loop.

5. The anti-interference chain-type high-precision coordinated control device for maritime formations according to claim 1 is characterized in that: The chain communication and tension buffer system (3) is integrated with a chain tension equalization controller for dynamically balancing the formation tension and preventing local overload or relaxation. The chain tension equalization controller includes: ① Tension feedback calculation unit, wherein the tension feedback calculation unit is embedded in the servo motor controller of the slave ship differential brake actuator (2), based on the tension data (T i-1 With T i+1 ), the target braking force of the i-th follower ship is calculated in real time according to the following control law. The specific formula of the control law is as follows: B i =B base +K T (T i-1 +T i+1 -2T nominal ) Among them, B base As the reference braking force, K is configured by the preset parameters of the servo motor drive component. T is the tension feedback gain, which is dynamically adjusted through the ring communication topology network. nominal is the nominal tension threshold, which is issued in real time by the host ship's multimodal perception and decision module (1) based on sea state data; ② Braking force dynamic adjustment unit, in which the braking force dynamic adjustment unit drives the double-sided wing baffles through the servo motor controller to adjust the target braking force B i Converted to the corresponding baffle expansion angle θ L and θ R , and satisfy the physical constraints of the braking force model; ③Tension balancing closed loop link, in which the tension balancing closed loop link transmits real-time tension data T through a ring communication topology network. i And braking force adjustment B i The signal is sent back to the main ship module and combined with the heading correction command of the MPC controller to dynamically optimize the nominal tension threshold T nominal , suppressing the tension fluctuation of the chain formation.

6. The anti-interference chain-type high-precision cooperative control device for marine trains according to claim 1 is characterized in that: The host ship multimodal perception and decision module (1) integrates an extended state observer (ESO) hardware unit for real-time estimation and compensation of unmodeled disturbances. The extended state observer (ESO) hardware unit includes: ① Perturbation observation logic circuit, where the perturbation observation logic circuit is embedded in the FPGA chip of the computing unit and runs the following observer equation. The specific formula of the observer equation is as follows: Among them, z1 and z2 are the internal state variables of the observer, y is the main ship heading angle deviation measured by the six-degree-of-freedom attitude sensor, u is the propulsion force and rudder angle command output by the MPC controller, β1, β2, and b0 are the observer gain parameters, which are fixed in the configuration register of the FPGA; ② Disturbance compensation interface, where the disturbance compensation interface will estimate the unmodeled disturbance The data is transmitted to the MPC controller in real time via the dual-channel CAN bus and used to correct the disturbance rejection term in the objective function. ③ Dynamic parameter calibration unit, which dynamically adjusts the scaling factors of observer gains β1 and β2 based on the wind speed and wave height data collected by meteorological sensors. The specific calibration formula is as follows: Among them, v wind is the wind speed, h wave For high waves; ④Anti-saturation protection mechanism, when the estimated disturbance When the threshold is exceeded, the emergency braking protocol of the slave ship differential braking actuator (2) is triggered through chain communication with the tension buffer system (3) to prevent the control command from being overloaded.

7. The anti-interference chain-type high-precision coordinated control device for maritime formations according to claim 1 is characterized in that: The host ship multimodal perception and decision module (1) is integrated with a hierarchical emergency braking protocol execution unit for multi-level coordinated braking to prevent rear-end collisions. The hierarchical emergency braking protocol execution unit includes: ① Safety distance detection module, which calculates the safety distance D between the master ship and the slave ship in real time based on the slave ship position data transmitted by the six-degree-of-freedom attitude sensor and the ring communication topology network, and calibrates the distance accuracy through the path planning data of the MPC controller; ② Multi-stage braking trigger circuit, where the multi-stage braking trigger circuit is embedded in the master ship power system controller, and drives the coordinated action of the master ship and the slave ship according to the following logic. The specific formula is as follows: Among them, D1>D2>D3 are the safety distance thresholds for hierarchical braking, α1, β1, and β2 are the power adjustment coefficients, γ2 is the hydraulic valve opening threshold, θ1<θ2<θ3 are the baffle angle thresholds, B1<B2<B3 are the braking force thresholds, and t max is the maximum allowable time for the electromagnetic lock to release; ③ A cooperative braking communication link, wherein the cooperative braking communication link sends an emergency braking command to the slave ship differential braking actuator (2) via a dual redundant CAN bus, wherein the data packet format is command code | target angle θ | braking force threshold B, and receives the braking status (angle θ, actual braking force B) fed back by the slave ship; ④ Emergency uncoupling mechanism, which is installed at the connection between the master ship and the first slave ship, and includes an electromagnetic lock device and a buffer spring group. The electromagnetic lock device remains locked under normal circumstances, and the buffer spring group is used to absorb the impact load at the moment of uncoupling; ⑤ Closed-loop safety verification unit, which monitors the cable tension after unhooking in real time through a fiber grating tension sensor. If the tension exceeds the maximum threshold, the anti-saturation protection mechanism of the ESO observer is immediately triggered, and the power output is forcibly cut off.

8. A method for using an anti-interference chain-type high-precision cooperative control device for maritime formations, characterized in that: It includes the collaborative hardware modules of the master ship decision layer and the slave ship execution layer, wherein the collaborative hardware modules of the master ship decision layer and the slave ship execution layer include: ① The ship transfer decision layer hardware module, wherein the host ship decision layer hardware module is integrated into the computing unit of the host ship multimodal perception and decision module (1), including: The environmental perception and fusion unit collects data through meteorological sensors, six-degree-of-freedom attitude sensors, and fiber Bragg grating tension sensors, and uses the Kalman filter algorithm to generate fused environmental disturbance compensation instructions; Disturbance-tolerant MPC controller that receives environmental disturbance compensation instructions and unmodeled disturbances estimated by the ESO hardware unit Generate thrust F in real time prop and the rudder angle δ control signal; ESO disturbance observation unit, which runs the observer equation in real time through the FPGA chip and outputs the disturbance estimate To MPC controller; Data distribution interface, which sends control instructions to the slave ship execution layer through the dual redundant CAN bus. The data packet format is command type | F prop |δ|CRC; ② A slave ship execution layer hardware module, wherein the slave ship execution layer hardware module is embedded in the servo motor controller of each slave ship differential brake actuator (2), including: The braking control unit receives control instructions from the main ship's decision-making layer and calculates the target angle θ according to the braking angle collaborative alignment algorithm. i The servo motor drives the components to adjust the baffles on both sides. The baffles extend at different angles to generate different braking forces to achieve the desired braking effect. Tension equalizer, based on the tension data T of adjacent slave ships i-1 With T i+1 , according to control law B i =B base +K T (T i-1 +T i+1 -2T nominal ) Dynamically adjust braking force; The emergency brake execution unit receives the graded braking instructions from the main ship's decision-making layer, drives the baffle to the preset angle, and feedbacks the actual braking status through the communication system; ③ Global collaborative communication link, where the global collaborative communication link is based on the ring topology CAN bus to achieve the following data interaction: The master ship's decision layer transmits control instructions to the slave ship's execution layer (F prop ,δ,θ i , B i ); Feedback of real-time data from the ship's executive layer to the main ship's decision layer (θ i , B i ,T i ) and ensure data integrity through CRC check; ④ Dynamic priority arbitration circuit, which is embedded in the main ship decision-making layer hardware module. It dynamically adjusts the sending priority of the control command according to the real-time changes of the safety distance D to ensure that the transmission of the emergency braking command will not be affected by delays.

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