Shallow-draft transshipment barge system and control method thereof

Abstract

The invention relates to a shallow-draft transshipment barge system and a control method thereof, and relates to the technical field of ship motion control, the shallow-draft transshipment barge system mainly comprises a push ship and a barge, two pod propellers are installed below the stern of the push ship, two water-jet propellers are installed at the bottom of the barge, and the two water-jet propellers are located at the positions, close to the bow, of the barge; the environment load monitoring module is installed on the push boat and used for monitoring water flow resistance and air resistance borne by the push boat and the barge; the thrust distribution module is in data connection with the data output end of the environmental load monitoring module and is used for calculating thrust distribution data of the two pod propellers and the two water-jet propellers based on the environmental resistance data; the controller is in data connection with the data output end of the thrust distribution module and is used for receiving the thrust distribution data and controlling the course of the pushing ship and the barge; and the course verification module is used for detecting the actual course of the barge during navigation and giving an alarm when the course of the barge is abnormal. The self-propulsion capability of the barge can be improved.

Description

Technical Field

[0001] The present application relates to the field of ship motion control technology, and in particular to a shallow draft transfer barge system and a control method thereof. Background Art

[0002] Shallow draft transfer barges are generally non-motorized ships, which form a barge fleet with push boats. They can navigate narrow waterways and shallow channels and can be formed at any time according to cargo transportation requirements. Barges can be used for port cargo transportation, port operation support, emergency rescue and offshore engineering support, etc. They have the characteristics of simple equipment, shallow draft and large cargo capacity.

[0003] In the existing technology, common barges are usually used in conjunction with push boats. The stern of the barge is connected to the bow of the push boat by a connecting structure. The push boat is equipped with a propulsion system for driving the push boat and barge to move together. The propulsion system mainly includes a power module, a propeller thruster, a measurement module, a propulsion control module, and a joint joystick system. The propulsion control module is connected to the measurement module and the BDS satellite positioning system data. During actual navigation, the propulsion control module obtains route information from the BDS satellite positioning system and environmental information (wind speed, water flow rate, wave force, etc.) from the measurement module. The propulsion control module can calculate the required thrust and thrust torque based on the difference between the current position of the ship and the target position. The thrust distribution module then distributes this thrust to each thruster, achieving control over the propulsion direction and thrust size of each thruster.

[0004] However, traditional shallow-draft transfer barges often rely on external pushboats for assistance during navigation. They lack the ability to navigate autonomously, which limits the barge's navigation autonomy and flexibility in shallow-draft areas and increases operating costs and time. Summary of the Invention

[0005] In order to improve the flexibility and self-propulsion capability of the barge, the present application provides a shallow draft transfer barge system and a control method thereof.

[0006] The shallow draft transfer barge system and control method provided in this application adopt the following technical solutions: A shallow draft transfer barge system and control method thereof mainly comprises a pusher boat and a barge, wherein two pod thrusters are installed below the stern of the pusher boat, and two water jet thrusters are installed at the bottom of the barge, and the two water jet thrusters are located near the bow of the barge; and a pusher boat power autonomous distribution system, wherein the power autonomous distribution system comprises: Environmental load monitoring module, installed on the hull of the pusher, used to monitor the wind load, water load and wave load on the pusher and barge; A thrust distribution module is connected to the data output terminal of the environmental load monitoring module and is used to calculate the thrust distribution data of the two podded propulsion units and the two water jet propulsion units based on the environmental resistance data; a controller, data-connected to the data output terminal of the thrust distribution module, for receiving the thrust distribution data and controlling the headings of the pusher vessel and the barge; The heading verification module detects the actual heading of the barge during navigation and issues an alarm when the barge heading is abnormal.

[0007] By adopting the above technical solution, during actual navigation, the pusher boat and barge are jointly propelled by two podded propellers and two waterjets. The environmental load monitoring module monitors the wind load, water flow load, and wave load on the barge during navigation. The thrust distribution module distributes thrust based on the wind, water flow, and wave loads on the barge. The controller controls the two podded propellers and two waterjets based on the thrust distribution results to provide the required thrust to the barge, allowing the barge to navigate according to the set course, achieving the technical effect of automatically controlling the barge's course. Because the waterjets are installed on the bottom of the barge, they can cooperate with the podded propellers on the pusher boat to propel the barge, improving the efficiency of propulsion and transportation. In addition, compared with traditional propeller propulsion, waterjets can reduce the interference of debris such as aquatic plants and mud during propulsion in shallow water. The heading verification module monitors the effectiveness of the barge's heading control and issues an alarm if the barge's heading control is abnormal.

[0008] Preferably, the two water jet propulsion devices are asymmetrically installed on the bottom of the barge.

[0009] By adopting the above technical solution, since the two water jet propulsion units are asymmetrically installed on the bottom of the barge, the occurrence of thrust loss of the water jet propulsion units caused by mutual interference of wake flows during operation of the two water jet propulsion units can be reduced.

[0010] Preferably, a connecting groove is provided in the middle of the stern of the barge, and the connecting structure between the pusher boat and the barge is located in the connecting groove.

[0011] By adopting the above technical solution and setting the connecting groove, the bow of the pusher boat can be embedded in the connecting groove installed on the stern of the barge, which can ensure a good fit between the pusher boats and improve the stability of the connection between the barge and the pusher boat.

[0012] This application also proposes a control method for the shallow draft transfer barge system based on the above shallow draft transfer barge system, comprising the following steps: Step S1: Acquire environmental load parameters, which include wind load, water load, and wave load; Step S2: Superimpose wind load, water flow load and wave load to obtain total environmental load; Step S3: Inputting the thrust distribution instruction into the thrust distribution module, calculating the optimal result of the thrust distribution through the quadratic programming algorithm, obtaining the thrust distribution result, and controlling the two pod thrusters and the two water jet thrusters through the controller to provide the required thrust torque; Step S4: Verify the barge's heading and issue an alarm if the heading control is abnormal.

[0013] By adopting the above technical solution, during the actual navigation process, the navigation routes of the pusher and barge can be obtained in advance through the BDS satellite system, the starting point, end point and turning point of the navigation route can be calibrated, and the number of navigation routes can be divided into multiple sub-segments based on the number of turning points. By analyzing the wind loads, water flow loads and wave loads on the barge and pusher on different sub-paths, the total environmental load of the barge sailing along the current sub-segment can be calculated. The thrust distribution module can calculate the optimal thrust distribution result based on the total environmental load based on the quadratic programming algorithm. Based on the optimal thrust distribution result, the controller can control the podded propeller and water jet propeller to provide thrust torque respectively. The podded propeller and water jet propeller provide the total thrust torque required to offset the environmental load, so that the barge and pusher boat can sail according to the set navigation route and achieve the technical effect of controlling the heading. During the actual navigation of the pusher and barge, the yaw coefficient of the ship during navigation can be verified, and an alarm can be issued in a timely manner when the barge heading control is abnormal.

[0014] Preferably, the step S1 includes the following steps: Step S11: obtaining average wind speed parameters and average wind direction parameters at a fixed height on the barge, and calculating wind load based on the average wind speed parameters and average wind direction parameters; Step S12: obtaining the water flow velocity parameters and water flow direction parameters at the bottom of the barge, and calculating the water flow load based on the water flow velocity parameters and water flow direction parameters; Step S13: obtaining average wave monitoring parameters of the water surface, and calculating the wave load based on the average wave monitoring parameters.

[0015] Preferably, step S3 includes the following steps: Step S31: Calculate the thrust distribution result based on the target thrust torque, the position coordinates of the two podded thrusters and the two water jet thrusters on the pusher vessel and the barge through a quadratic programming algorithm; Step S32: The thrust distribution result is input into the controller, and the controller controls the two pod thrusters and the two water jet thrusters to provide given thrust torques respectively.

[0016] Preferably, step S4 includes the following steps: Step S41: A two-dimensional coordinate system is established with the water surface as the reference plane. The BDS satellite system obtains the barge navigation path information, which includes the starting point coordinates, the end point coordinates, and the coordinates of multiple turning points. The barge navigation path is divided into multiple sub-segments based on the turning points. Step S42: obtaining the two-dimensional coordinate data of the barge in the two-dimensional coordinate system, and calculating the offset coefficient between the actual position of the barge and the preset navigation path; Step S43: Obtain the data of the historical deviation coefficient of the barge, and determine whether the barge is stably running according to the set course after 20 seconds. If so, run according to the original course; if not, issue an alarm.

[0017] Preferably, step S42 includes the following steps: Step S421: obtaining coordinate data of each turning point in the two-dimensional coordinate system, and calculating the set path function of each sub-segment based on the coordinate data of each turning point; Step S422: Install a BDS positioning device on the barge, obtain the current coordinates of the barge in the two-dimensional coordinate system through the BDS positioning device, determine the line passing through the current coordinates of the barge and perpendicular to the nearest sub-segment and calibrate it as the actual path function, calculate the intersection between the set path function and the actual path function and calibrate it as the reference point Dg, calculate the distance between Dg and the current coordinates of the barge and calibrate it as the yaw coefficient.

[0018] Preferably, the step S43 includes the following steps: Step S431: Acquire historical yaw coefficient data of the barge; Step S432: Calculate and predict the yaw coefficient of the barge 20 seconds later based on the historical yaw data of the barge and the quadratic exponential smoothing algorithm; Step S433: Calculate whether the yaw coefficient after 20 seconds is within the set range. If so, run according to the original heading; if not, issue an alarm.

[0019] In summary, the shallow draft transfer barge system and control method thereof of the present application have at least one of the following beneficial technical effects: 1. During actual navigation, the pusher boat and barge are jointly propelled by two podded thrusters and two water jets. The environmental load monitoring module monitors the wind load, water load, and wave load on the barge during navigation. The thrust distribution module distributes thrust based on the wind load, water load, and wave load on the barge. The controller controls the two podded thrusters and two water jets according to the thrust distribution results to provide the required thrust for the ship, allowing the ship to sail according to the set course, achieving the technical effect of automatically controlling the barge's course. 2. The water jet propulsion system installed on the bottom of the barge can be used in conjunction with the pod propulsion system on the pusher boat to improve the propulsion efficiency of the barge and the transportation efficiency; 3. Compared with traditional propeller propulsion, water jet propulsion can reduce the interference of aquatic plants, mud and other debris in shallow water during propulsion; 4. Since the two water jet propulsion units are asymmetrically installed on the bottom of the barge, the occurrence of thrust loss of the water jet propulsion units caused by interference between wake flows during operation of the two water jet propulsion units can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a schematic diagram of an embodiment of the present application used to illustrate the positional relationship between a pusher boat and a barge.

[0021] Figure 2 This is a schematic diagram of an embodiment of the present application used to illustrate the arrangement of podded propulsion systems and water jet propulsion systems on a pusher vessel and a barge.

[0022] Figure 3 It is a schematic diagram of the overall flow of the control method for a shallow draft barge used in an embodiment of the present application.

[0023] Figure 4 This is a schematic diagram of an embodiment of the present application used to illustrate the navigation route of a barge in shallow waters.

[0024] Figure 5 It is a schematic diagram used in an embodiment of the present application to illustrate the positional relationship between the barge and the sub-section.

[0025] Figure 6 This is a schematic diagram for displaying yaw coefficient data in an embodiment of the present application.

[0026] Explanation of the accompanying reference numerals: 1. barge; 11. third propeller; 12. fourth propeller; 13. connecting groove; 14. flat inclined plane; 15. curved inclined plane; 2. pusher boat; 21. first propeller; 22. second propeller. DETAILED DESCRIPTION

[0027] The following is combined with Figures 1-6 This application is described in further detail.

[0028] Example The embodiment of the present application discloses a shallow draft transfer barge 1 system and its control method. Figure 1 、 Figure 2The system primarily consists of a pusher 2 and a barge 1. The pusher 2 has two podded thrusters installed under its stern, while the barge 1 has two waterjets installed on its bottom. It also includes an autonomous power distribution system for the pusher, which includes an environmental load monitoring module, a thrust distribution module, a controller, and a heading verification module.

[0029] Among them, the environmental load monitoring module includes a wind load monitoring unit, a water flow load monitoring unit and a wave load monitoring unit.

[0030] It should be noted that in this embodiment, the wind load unit comprises four FST200-205 integrated wind speed and direction sensors fixedly mounted on the top of the barge 1. All four integrated wind speed and direction sensors are fixedly mounted at the same height on the barge 1. The water flow load monitoring unit utilizes an EN200-V flow rate monitor, which is fixedly mounted on the side of the pusher. The wave force monitoring unit utilizes a HY-CGQI wave sensor.

[0031] The data output ends of the wind speed and direction integrated sensor, flow rate monitor, and wave sensor are connected to a data processor through data cables. The data processor can calculate the wind load, water flow load, and wave load on the pusher boat 2 and the barge 1 based on the data collected by the wind direction and speed integrated sensor, flow rate monitor, and wave sensor.

[0032] The data output end of the data processor is connected to the data input end of the thrust distribution module. The thrust distribution module receives wind load data, water flow load data and wave load data, calculates the total environmental load data, and calculates the required target thrust torque based on the total environmental load data. The thrust distribution module can calculate the thrust distribution result based on the coordinates of the two pod propulsion units and the two water jet propulsion units based on the quadratic programming algorithm, and output it.

[0033] After receiving the thrust distribution result data, the controller can control the two pod thrusters and two water jet thrusters to supply different thrust torques according to the distribution results. The four thrust torques can be synthesized into the target thrust torque, so that the pusher boat 2 and the barge 1 sail along the set course, achieving the technical effect of automatic control of the course.

[0034] Please refer to Figure 1 and Figure 2 In this embodiment, two pod propellers are installed at the stern of the pusher boat 2, and the two pod propellers are symmetrical about the stern centerline of the pusher boat 2; two water jet propellers are installed at the bottom of the barge 1, and the two water jet propellers are arranged close to the bow of the barge 1. The vertical distance between the two water jet propellers and the centerline of the bottom of the barge 1 is the same, and the two water jet propellers are arranged at the bottom of the barge 1 one in front and one behind, so that the two water jet propellers are installed at the bottom of the barge 1 in an asymmetrical shape.

[0035] By setting up two water jet propulsion units, the two pod thrusters on the pusher boat 2 can be used for joint propulsion, thereby improving the propulsion efficiency of the barge 1, improving the transportation efficiency, reducing the burden on the pod thrusters, and improving the flexibility of the barge 1 in turning, emergency avoidance, and self-propulsion capability.

[0036] Because the two waterjets are asymmetrically mounted on the bottom of the barge 1, this reduces the possibility of interference between the wakes of the two waterjets, which could lead to thrust loss. Furthermore, because the barge 1 is propelled by waterjets, compared to traditional propellers, it is less susceptible to interference from debris such as aquatic plants and sand during propulsion in shallow waters.

[0037] Reference Figure 2 In this embodiment, a connecting groove 13 is provided in the middle of the stern of the barge 1 for the bow of the pusher boat 2 to extend into for connection. The arrangement of the connecting groove 13 allows the bow of the pusher boat 2 to be embedded in the connecting groove 13 installed on the stern of the barge 1, ensuring a good fit between the pusher boat 2 and the pusher boat 2, thereby improving the stability of the connection between the barge 1 and the pusher boat 2.

[0038] In addition, please refer to Figure 1 In this embodiment, the stern of the barge 1 is provided with a flat slope 14, which is designed to be inclined downward near the bow of the barge 1 and extends all the way to connect with the bottom surface of the barge 1. The bow of the barge 1 is provided with a curved slope 15, which is designed to be inclined downward near the stern of the barge 1 and extends all the way to connect with the bottom surface of the barge 1. The arrangement of the flat slope 14 and the curved slope 15 makes the barge 1 have an overall streamlined design, which can improve the stability of the ship's structure and its navigation performance.

[0039] In this embodiment, a heading verification module is installed on the barge 1 to monitor the heading control effect of the barge 1. Its signal output end is connected to the display screen in the operating cabin. When the heading control of the barge 1 is abnormal, an alarm can be issued through the heading verification module, and the warning information can be sent to the display screen for display, so that the operator can re-enter the thrust distribution instruction.

[0040] Based on the above shallow draft transfer barge system, the present application also proposes a control method for the shallow draft transfer barge system. Figure 3 , which mainly includes the following steps: Step S1: Acquire environmental load parameters, which include wind load, water flow load, and wave load; Step S2: Superimpose wind load, water flow load and wave load to obtain total environmental load; Step S3: Inputting the thrust distribution instruction into the thrust distribution module, calculating the optimal result of the thrust distribution through the quadratic programming algorithm, obtaining the thrust distribution result, and controlling the two pod thrusters and the two water jet thrusters through the controller to provide the required thrust torque; Step S4: Verify the barge's heading and issue an alarm if the heading control is abnormal.

[0041] Wherein, step S1 includes the following steps: Step S11: Obtain the average wind speed parameter and the average wind direction parameter at a fixed height on the barge, and calculate the wind load based on the average wind speed parameter and the average wind direction parameter; the calculation formula of the wind load is: , , ; Where, Indicates the load caused by the ambient wind force on the bow of the barge; The wind moment coefficient representing the barge's heading; represents the side wind moment coefficient of the barge; Indicates the load caused by the ambient wind on the side of the barge; It represents the load caused by the ambient wind in the bow rolling direction of the barge; represents the barge's bow roll wind coefficient; Indicates the air density in kilograms per cubic meter; Indicates wind speed in meters per second; Indicates the longitudinal wind-exposed area in square meters; Indicates the lateral windward area in square meters; It indicates the length between perpendicular lines of the barge in meters; Step S12: Obtain the water flow velocity parameters and water flow direction parameters at the bottom of the barge, and calculate the water flow load based on the water flow velocity parameters and water flow direction parameters; the calculation formula of the water flow load is: T, , ; Where, Indicates the load caused by the water flow on the bow of the barge; represents the bow flow coefficient; Indicates the lateral load caused by water flow on the barge; Indicates the load caused by water flow on the bow rolling direction of the barge; represents the lateral flow force coefficient; represents the bow flow moment coefficient; T represents the draft of the ship; Indicates the density of water in kilograms per cubic meter; is the average velocity of the water surface in meters per second; Step S13: Obtain the average wave monitoring parameters of the water surface, and calculate the wave load based on the average wave monitoring parameters; the calculation formula of the wave load is: , , ; Where, Indicates the load caused by waves on the bow of the barge; is the bow oscillation force transfer function; Indicates the lateral load caused by waves on the barge; is the lateral oscillation force function; Indicates the load caused by waves on the barge's pitching direction; is the yaw moment transfer function; is the wave direction angle; is the wave spectral density; is the wave circle frequency; is the upper limit of wave frequency; is the lower limit of wave frequency.

[0042] Step S2 specifically includes calculating the total environmental load based on the wind load, water flow load, and wave load of the ship. The calculation formula for the total environmental load is: , , ; Where, It represents the total load exerted on the bow of the barge by the ambient wind, current and waves; It represents the total lateral load exerted on the barge by the ambient wind, current and waves; It represents the total load exerted by the ambient wind, current and waves on the bow roll direction of the barge.

[0043] Wherein, the step S3 is specifically as follows: Step S31: Calculate the thrust distribution result based on the position coordinates of the two podded thrusters and the two water jet thrusters on the pusher vessel and the barge and the total environmental load using a quadratic programming algorithm. The calculation formula is: ; The equality constraint ensures that the thrust and torque output by the propeller can offset the environmental load. In the formula, W is the thrust-power conversion coefficient, B is the coordinate of the propeller, is the environmental load, which can be expressed as: ; Among them, in this embodiment, the origin of the barge's hull coordinate system is located at the midline plane. In the hull's coordinate system, the bow direction is the X-axis, and the direction toward the bow direction is the positive direction; the direction perpendicular to the side of the barge's hull is the Y-axis, and the direction close to the left side of the hull is the positive direction, and the torque is positive counterclockwise.

[0044] Please refer to Figure 2 In this embodiment, the pod propeller near the left side is the first propeller (21), the pod propeller near the right side is the second propeller (22), the water jet propeller near the left side is the third propeller (11), and the water jet propeller near the right side is the fourth propeller (12).

[0045] ( , ) represents the coordinate of the first thruster in the barge's hull coordinate system; ( , ) represents the coordinate of the second thruster in the barge's hull coordinate system; ( , ) represents the coordinate of the third thruster in the barge's hull coordinate system; ( , ) represents the coordinate of the fourth thruster in the barge's hull coordinate system; Represents environmental loads, including longitudinal force, lateral force, and yaw moment.

[0046] In this embodiment, the length of the assembly formed by the barge and the pusher boat is 124 meters. In the barge's hull coordinate system, the coordinates of the first propeller are (0, 1.2), the coordinates of the second propeller are (0, -1.2), the coordinates of the third propeller are (102, 6), and the coordinates of the fourth propeller are (106, -6).

[0047] It should be noted that in the examples of this application, the wind force coefficient is calculated using the Blendermann method, employing the NPD wind spectrum. The flow coefficient is obtained using the OCIMF method. The average wave drift force is the steady-state component of the second-order wave force and is proportional to the square of the wave amplitude. Based on potential flow theory, the wave force transfer function is typically solved using the near-field and far-field methods.

[0048] Step S32: The thrust distribution result is input into the controller, and the controller controls the two pod thrusters and the two water jet thrusters to provide given thrust torques respectively.

[0049] The inequality constraint indicates that the thrust and direction generated by the thruster cannot exceed the allowed range, where A is the thrust constraint coefficient matrix of the thruster and b is the maximum thrust matrix.

[0050] Wherein, step S4 includes the following steps: Step S41: A two-dimensional coordinate system is established with the water surface as the reference plane. The BDS satellite system obtains the barge navigation path information, which includes the coordinates of the starting point, the end point, and multiple turning points. The barge navigation path is divided into multiple sub-segments based on the turning points. The coordinates of the barge's preset navigation path and turning points are calibrated based on the geographical conditions of the seabed in the sea area. Step S42: obtaining the two-dimensional coordinate data of the barge in the two-dimensional coordinate system, and calculating the offset coefficient between the actual position of the barge and the preset navigation path; Step S43: Obtain the data of the historical deviation coefficient of the barge, and determine whether the barge is stably running according to the set course after 20 seconds. If so, run according to the original course; if not, issue an alarm.

[0051] Wherein, step S42 includes the following steps: Step S421: obtaining coordinate data of each turning point in the two-dimensional coordinate system, and calculating the set path function of each sub-segment based on the coordinate data of each turning point; Step S422: Install a BDS positioning device on the barge, obtain the current coordinates of the barge in the two-dimensional coordinate system through the BDS positioning device, determine the line passing through the current coordinates of the barge and perpendicular to the nearest sub-segment and calibrate it as the actual path function, calculate the intersection between the set path function and the actual path function and calibrate it as the reference point Dg, calculate the distance between Dg and the current coordinates of the barge and calibrate it as the yaw coefficient.

[0052] Please refer to Figure 4 In this sea area, the starting point of the route planned by the BDS satellite system is Gi and the end point is Gm. There are two turning points G1 and G2 in the route. The two turning points divide the preset navigation path into three sub-segments, which are marked as L1, L2, and L3 respectively.

[0053] In the coordinate system, the coordinates of the starting point Gi are (0, 0), the coordinates of Gm are (5263, 4150), the coordinates of the turning point G1 are (1570, 1245), and the coordinates of the turning point G2 are (3684, 2490). Then the path function of the barge in the coordinate system is: .

[0054] exist Figure 5In the figure, the barge is located in the area of ​​L2, and the current coordinates of the barge are (2105, 1660). It can be calculated that the straight line (actual path function) passing through (2105, 1660) and perpendicular to L2 is y=-1.7x+5243. At the current time point, the coordinates of the intersection Dg between the actual path function and the preset path function are (2168, 1623).

[0055] The yaw coefficient is calibrated as J, whose unit is meter. Based on Dg and the current position coordinates of the barge, J can be calculated to obtain J= =10, it can be calculated that the straight-line distance that the barge deviates from the preset route is 10 meters.

[0056] Wherein, step S43 includes the following steps: Step S431: Acquire historical yaw coefficient data of the barge; Step S432: The yaw coefficient of the barge in 20 seconds is calculated based on the historical yaw data of the barge and the quadratic exponential smoothing algorithm. The prediction formula of the quadratic exponential smoothing algorithm is: ; ; ; ; = ； ； In the formula, t represents the time sequence number, Represents the exponential smoothing value at time t+1, in meters; Indicates the actual value of the yaw coefficient measured at point t, in meters; Indicates the predicted value of the yaw coefficient at point t, in meters; Represents the weighting coefficient, whose value range is 0< <1, the specific value needs to be selected and input by the operator according to the on-site conditions; Tz represents the difference between the predicted time point and the current time point, in seconds; Represents the quadratic exponential smoothing value at time point t.

[0057] Step S433: Calculate whether the yaw coefficient after 20 seconds is within the set range. If so, run according to the original heading; if not, issue an alarm.

[0058] In this embodiment, the yaw coefficient J of the barge is collected once per second. Figure 6 , data from time points 13 seconds to 25 seconds, where, =0.9, Taking the initial value of 2.0 and the current time at 25 seconds as the current time, the predicted yaw coefficient J at 30 seconds is 2.4. Therefore, calculations show that the predicted yaw coefficient at 30 seconds is 2.4 meters. By comparing the predicted yaw coefficient with the maximum yaw coefficient threshold, it is possible to determine whether the barge is yawing. If yaw is present, a warning signal is transmitted to the display screen in the control cabin for display.

[0059] The implementation principle of a shallow-draft transfer barge system and its control method in an embodiment of the present application is as follows: during the actual navigation process, the pusher boat and the barge are jointly propelled by two pod thrusters and two water jet thrusters. The wind load, water flow load and wave load of the barge during navigation can be monitored through the environmental load monitoring module. The thrust distribution module distributes thrust based on the wind load, water flow load and wave load of the barge. The controller controls the two pod thrusters and two water jet thrusters according to the thrust distribution result to provide the required thrust for the ship, so that the ship sails according to the set course, thereby achieving the technical effect of automatically controlling the course of the barge.

[0060] The above are all preferred embodiments of the present application, and are not intended to limit the scope of protection of the present application. Therefore, any equivalent changes made based on the structure, shape, and principle of the present application should be included in the scope of protection of the present application.

Claims

1. A shallow draft transfer barge system, comprising a pusher boat (2) and a barge (1), characterized in that: Two pod thrusters are installed below the stern of the pusher boat (2), and two water jet thrusters are installed at the bottom of the barge (1), and the two water jet thrusters are located near the bow of the barge (1); And a ship pushing power autonomous distribution system, the power autonomous distribution system includes: An environmental load monitoring module is installed on the hull of the pusher boat (2) and is used to monitor the wind load, water flow load and wave load on the pusher boat (2) and the barge (1); A thrust distribution module is connected to the data output terminal of the environmental load monitoring module and is used to calculate the thrust distribution data of the two podded propulsion units and the two water jet propulsion units based on the environmental resistance data; A controller, connected to the data output terminal of the thrust distribution module, for receiving thrust distribution data and controlling the course of the pusher boat (2) and the barge (1); The heading verification module detects the actual heading of the barge (1) during navigation and issues an alarm when the heading of the barge (1) is abnormal.

2. The shallow draft transfer barge system according to claim 1, characterized in that: The two water jet propulsion units are asymmetrically installed on the bottom of the barge (1).

3. The shallow draft transfer barge system according to claim 2, characterized in that: A connecting groove (13) is provided in the middle of the stern of the barge (1), and the connecting structure between the pusher boat (2) and the barge (1) is located in the connecting groove (13).

4. A control method for a shallow draft transfer barge system according to any one of claims 1 to 3, characterized in that: The following steps are involved: Step S1: Acquire environmental load parameters, which include wind load, water flow load, and wave load; Step S2: Superimpose wind load, water flow load and wave load to obtain total environmental load; Step S3: Inputting the thrust distribution instruction into the thrust distribution module, calculating the optimal result of the thrust distribution through the quadratic programming algorithm, obtaining the thrust distribution result, and controlling the two pod thrusters and the two water jet thrusters through the controller to provide the required thrust torque; Step S4: Verify the barge's heading and issue an alarm if the heading control is abnormal.

5. The control method of a shallow draft transfer barge system according to claim 4, characterized in that: The step S1 comprises the following steps: Step S11: obtaining average wind speed parameters and average wind direction parameters at a fixed height on the barge, and calculating wind load based on the average wind speed parameters and average wind direction parameters; Step S12: obtaining the water flow velocity parameters and water flow direction parameters at the bottom of the barge, and calculating the water flow load based on the water flow velocity parameters and water flow direction parameters; Step S13: obtaining average wave monitoring parameters of the water surface, and calculating the wave load based on the average wave monitoring parameters.

6. The control method of a shallow draft transfer barge system according to claim 5, characterized in that: The step S3 comprises the following steps: Step S31: Calculate the thrust distribution result based on the position coordinates of the two podded thrusters and the two water jet thrusters on the pusher vessel and the barge and the total environmental load using a quadratic programming algorithm; Step S32: The thrust distribution result is input into the controller, and the controller controls the two pod thrusters and the two water jet thrusters to provide given thrust torques respectively.

7. The control method of a shallow draft transfer barge system according to claim 6, characterized in that: The step S4 comprises the following steps: Step S41: A two-dimensional coordinate system is established with the water surface as the reference plane. The BDS satellite system obtains the barge navigation path information, which includes the starting point coordinates, the end point coordinates, and the coordinates of multiple turning points. The barge navigation path is divided into multiple sub-segments based on the turning points. Step S42: obtaining the two-dimensional coordinate data of the barge in the two-dimensional coordinate system, and calculating the offset coefficient between the actual position of the barge and the preset navigation path; Step S43: Obtain the data of the historical deviation coefficient of the barge, and determine whether the barge is stably running according to the set course after 20 seconds. If so, run according to the original course; if not, issue an alarm.

8. The control method of a shallow draft transfer barge system according to claim 7, characterized in that: The step S42 includes the following steps: Step S421: obtaining coordinate data of each turning point in the two-dimensional coordinate system, and calculating the set path function of each sub-segment based on the coordinate data of each turning point; Step S422: Install a BDS positioning device on the barge, obtain the current coordinates of the barge in the two-dimensional coordinate system through the BDS positioning device, determine the line passing through the current coordinates of the barge and perpendicular to the nearest sub-segment and calibrate it as the actual path function, calculate the intersection between the set path function and the actual path function and calibrate it as the reference point Dg, calculate the distance between Dg and the current coordinates of the barge and calibrate it as the yaw coefficient.

9. The control method of a shallow draft transfer barge system according to claim 8, characterized in that: The step S43 includes the following steps: Step S431: Acquire historical yaw coefficient data of the barge; Step S432: Calculate and predict the yaw coefficient of the barge 20 seconds later based on the historical yaw data of the barge and the quadratic exponential smoothing algorithm; Step S433: Calculate whether the yaw coefficient after 20 seconds is within the set range. If so, run according to the original heading; if not, issue an alarm.

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