A twisted rudder adaptive course control method and system

Abstract

The application discloses a twist rudder adaptive course control method and system, relates to the field of intelligent manufacturing equipment, and solves the problems that current twist rudder adaptive course control methods cannot control the angle according to the real-time state of a ship and the adjustment of the twist rudder of the ship is too frequent, and the method comprises the following steps: collecting a ship route path and real-time navigation data; performing real-time analysis on the perpendicular distance between the ship and a route segment to obtain a reference route segment of the ship at the current moment; analyzing the actual course deviation angle of the ship according to the reference route segment of the ship at the current moment; judging the yawing state of the ship at the current moment according to the reference route segment and the actual course deviation angle; and analyzing the control direction of the ship to realize the control of the corresponding course of the ship, so that the adaptive control and intelligent control of the twist rudder course are realized.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of heading control, and particularly relates to a twisted rudder adaptive heading control method and system. BACKGROUND

[0002] In the modern shipping field, the heading control of a ship plays a key role in navigation safety, transportation efficiency and energy consumption. As a core component of the heading control of a ship, the twisted rudder can effectively optimize the fluid dynamic performance, reduce energy consumption and noise by virtue of the unique fluid mechanics design and specific twist processing of the rudder blade shape.

[0003] At present, the existing twisted rudder adaptive heading control method has many limitations. On the one hand, some methods adopt a fixed rudder angle control strategy, which cannot control the angle of the twisted rudder according to the real-time state of the ship, resulting in a large heading deviation of the ship and difficulty in maintaining the predetermined route. On the other hand, some methods excessively frequently adjust the twisted rudder of the ship, for example, the twisted rudder is controlled when the heading angle of the ship or the distance between the ship and the route segment slightly deviates. However, some slight deviations have no influence under certain conditions, and frequent control will cause the rudder to frequently make invalid actions, thereby reducing the service life of the equipment.

[0004] Therefore, the application provides a twisted rudder adaptive heading control method and system. SUMMARY

[0005] The application aims to provide a twisted rudder adaptive heading control method and system to solve the problems in the background.

[0006] The object of the application can be achieved by the following technical solutions.

[0007] In a first aspect, a twisted rudder adaptive heading control method is provided, and the method comprises the following steps.

[0008] Step S1: collecting the route path and real-time navigation data of the ship;

[0009] Step S2: analyzing the vertical distance between the ship and the route segment in real time to obtain the reference route segment of the ship at the current time;

[0010] Step S3: analyzing the actual heading deviation angle of the ship according to the reference route segment of the ship at the current time;

[0011] Step S4: judging the yawing state of the ship at the current time according to the reference route segment and the actual heading deviation angle;

[0012] Step S5: analyzing the control direction of the ship to control the corresponding heading of the ship.

[0013] Further, the real-time sailing data of the ship comprises a real-time heading angle, a real-time speed and a real-time position coordinate of the ship.

[0014] Wherein, there are multiple route points in the route path, and the route path is connected by route segments between different adjacent route points.

[0015] Further, the step S2 comprises the following sub-steps:

[0016] Step S21, constructing a plane rectangular coordinate system with the route starting point of the ship as the origin, the earth latitude line as the horizontal axis and the earth longitude line as the vertical axis;

[0017] Step S22, obtaining the real-time position coordinate of the ship and the position coordinates of different route points;

[0018] Step S23, subtracting the position coordinates of adjacent route points to obtain the position vector of the route segment between the adjacent route points, and subtracting the real-time position coordinate of the ship from the position coordinate of the corresponding route point to obtain the position vector between the corresponding route point and the ship.

[0019] Further, the step S2 further comprises the following sub-steps:

[0020] Step S24, taking the cross product of the position vector of the route segment between the adjacent route points and the position vector between the route point and the ship as the position vector cross product of the ship and the route segment;

[0021] Step S25, and then calculating the distance of the route segment between the adjacent route points;

[0022] Step S26, taking the absolute value of the position vector cross product of the ship and the route segment, and dividing it by the distance of the route segment between the adjacent route points to obtain the perpendicular distance between the ship and the corresponding route segment;

[0023] Step S27, traversing the perpendicular distances between the ship and all route segments to obtain the minimum value of the perpendicular distance, and taking the route segment corresponding to the minimum value of the perpendicular distance as the reference route segment of the ship at the current time.

[0024] Further, the analysis process in the step S3 comprises the following sub-steps:

[0025] Step S31, obtaining the real-time heading angle of the ship at the current time and the position coordinate of the route point corresponding to the reference route segment;

[0026] Step S32, calculating the direction angle of the corresponding reference route segment;

[0027] Step S33, converting the direction angle of the corresponding reference route segment into an angle system and subtracting the real-time heading angle to obtain the theoretical heading deviation angle of the ship at the current time;

[0028] Step S34, comparing the current theoretical heading deviation angle of the ship with an angle threshold value;

[0029] If the current theoretical heading deviation angle of the ship is greater than or equal to the first angle threshold value or the current theoretical heading deviation angle of the ship is less than the second angle threshold value, the actual heading deviation angle is obtained by subtracting the theoretical heading deviation angle from 360 degrees;

[0030] If the current theoretical heading deviation angle of the ship is greater than or equal to the second angle threshold value and less than the first angle threshold value, the current theoretical heading deviation angle is taken as the actual heading deviation angle of the ship; wherein the value of the first angle threshold value is greater than the value of the second angle threshold value.

[0031] Further, the judgment process in the step S4 includes the following sub-steps:

[0032] Step S41, obtaining the perpendicular distance between the current ship and the reference route segment and recording it as the deviation distance;

[0033] Step S42, comparing the current deviation distance of the ship with a distance deviation threshold value and comparing the actual heading deviation angle of the current ship with an angle deviation threshold value;

[0034] Step S43, if the current deviation distance of the ship is less than the distance deviation threshold value and the actual heading deviation angle is less than the angle deviation threshold value, the navigation state of the current ship is defined as the normal navigation state.

[0035] Further, the judgment process in the step S4 includes the following sub-steps:

[0036] Step S44, if the current deviation distance of the ship is greater than or equal to the distance deviation threshold value but the actual heading deviation angle is less than the angle deviation threshold value, step S441 is entered;

[0037] Step S441, an extension line is made along the real-time forward direction of the ship and recorded as the predicted trajectory of the ship;

[0038] Step S442, when the predicted trajectory of the ship intersects with the route segment, the monitoring is continued;

[0039] When the predicted trajectory of the ship does not intersect with the route segment, the absolute value of the actual heading deviation angle of the ship is added to the result of the angle deviation threshold value to obtain the angle control amount;

[0040] When the predicted trajectory of the ship is parallel to the route segment, the full rudder amount of the ship is taken as the angle control amount.

[0041] Further, the judgment process in the step S4 includes the following sub-steps:

[0042] Step S45, if the current time ship's yaw distance is less than the distance deviation threshold but the actual course deviation angle is greater than or equal to the angle deviation threshold, then enter step S451;

[0043] Step S451, obtain the real-time speed of the ship at the current time and the actual course deviation angle;

[0044] Step S452, draw an extension line along the real-time course angle direction of the ship, and take the extension line as the ship's sailing track;

[0045] Step S453, calculate the farthest sailing distance of the ship along the real-time course angle direction at the current time;

[0046] Step S454, divide the farthest sailing distance of the ship along the real-time course angle direction at the current time by the real-time speed to obtain the control time of the ship;

[0047] Step S455, subtract the angle deviation threshold from the real-time course deviation angle at the current time and take the absolute value to obtain the angle control amount of the ship;

[0048] Step S46, if the current time ship's yaw distance is greater than or equal to the distance deviation threshold and the actual course deviation angle is greater than or equal to the angle deviation threshold, then take the absolute value of the actual yaw angle as the angle control amount of the ship.

[0049] Further, the analysis process in step S5 includes the following sub-steps:

[0050] Step S51, obtain the cross product of the position vectors of the ship and the route segment;

[0051] Step S52, compare the cross product of the position vectors of the ship and the route segment with zero;

[0052] Step S53, if the cross product of the position vectors of the ship and the route segment is greater than zero, then control the twist rudder clockwise according to the angle control amount until the ship is in a normal sailing state;

[0053] Step S54, if the cross product of the position vectors of the ship and the route segment is less than zero, then control the twist rudder counterclockwise according to the angle control amount until the ship is in a normal sailing state.

[0054] Second aspect, a twist rudder adaptive course control system, comprising:

[0055] A data acquisition module for acquiring the route path and real-time sailing data of the ship, and sending the route path and real-time sailing data to the data analysis module and the deviation analysis module;

[0056] A data analysis module for real-time analysis of the perpendicular distance between the ship and the route segment, obtaining the reference route segment of the ship at the current time and sending it to the deviation analysis module and the state determination module;

[0057] a deviation analysis module, configured to analyze an actual course deviation angle of the ship according to a reference course segment of the ship at a current time, and send the analyzed actual course deviation angle to the state judgment module;

[0058] a state judgment module, configured to judge a yawing state of the ship at the current time according to the reference course segment and the actual course deviation angle, and send an angle control quantity of the ship obtained by the judgment to the analysis control module;

[0059] an analysis control module, configured to analyze a control direction of the ship, and control a corresponding course of the ship.

[0060] Therefore, the present application has the following beneficial effects:

[0061] Firstly, the present application collects a course path and real-time sailing data of the ship, and analyzes a vertical distance between the ship and a course segment in real time in combination with the course path and the real-time sailing data, to obtain a reference course segment of the ship at the current time, analyze an actual course deviation angle of the ship according to the reference course segment of the ship at the current time, judge a yawing state of the ship at the current time according to the reference course segment and the actual course deviation angle, obtain an angle control quantity of the ship by the judgment, and finally analyze a control direction of the ship in combination with the angle control quantity, and control a corresponding course of the ship. BRIEF DESCRIPTION OF DRAWINGS

[0062] For the convenience of those skilled in the art, the present application will be further described below in combination with the drawings.

[0063] Figure 1 a method flowchart of the present application;

[0064] Figure 2 a schematic diagram of a course segment in the present application;

[0065] Figure 3 a schematic diagram of a vertical distance between a ship and a course segment in the present application;

[0066] Figure 4 a schematic diagram of a farthest sailing distance in the present application;

[0067] Figure 5 a whole system block diagram of the present application. DETAILED DESCRIPTION

[0068] The technical solutions of the present application will be described clearly and completely below in connection with the embodiments. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0069] Embodiment one: please refer to Figures 1-4 As shown in the figure, the technical solution provided by the present application is: a twist rudder adaptive heading control method, which is used for controlling the heading of a ship during navigation, and the method comprises the following steps:

[0070] Step S1, collecting the route path and real-time navigation data of the ship in the intelligent manufacturing equipment industry;

[0071] Among them, the real-time navigation data of the ship includes the real-time heading angle, real-time speed and real-time position coordinates of the ship;

[0072] Please refer to Figure 2 In the specific implementation process, there are a plurality of route points in the route path, and the route path is connected by route segments between different adjacent route points, and the route path can be set in advance.

[0073] Step S2, real-time analyzing the vertical distance between the ship and the route segment, and obtaining the reference route segment of the ship at the current time through analysis;

[0074] In the specific implementation process, the step S2 comprises the following sub-steps:

[0075] Step S21, constructing a plane rectangular coordinate system with the route starting point of the ship as the origin, the earth latitude line as the horizontal axis and the earth longitude line as the vertical axis; In the specific implementation process, the influence of the earth curvature is ignored;

[0076] Step S22, obtaining the real-time position coordinates (W, J) of the ship and the position coordinates (X i , Y i ) of different route points; wherein i=1, 2, …, Z, Z is a positive integer, and i is the number of different route points;

[0077] In the specific implementation process, the horizontal coordinates of all position coordinates in this embodiment are latitude values, and the vertical coordinates are longitude values;

[0078] Step S23, subtracting the position coordinates of adjacent route points to obtain the position vector (X i -X i-1 , Y i -Y i-1), the position vector between the corresponding route point and the ship is obtained by subtracting the real-time position coordinates of the ship from the position coordinates of the corresponding route point (W-X i-1 , J-Y i-1 );

[0079] Step S24, the cross product of the position vector of the route segment between adjacent route points and the position vector between the route point and the ship is recorded as the position vector cross product CJ of the ship and the route segment, and the calculation formula of the position vector cross product of the ship and the route segment is: CJ= (X i -X i-1 ) x (J-Y i-1 ) - (Y i -Y i-1 ) x (W-X i-1 );

[0080] Step S25, the distance JL of the route segment between adjacent route points is calculated by the formula

[0081] Step S26, as shown in Figure 3 , the vertical distance between the ship and the corresponding route segment is obtained by taking the absolute value of the position vector cross product of the ship and the route segment and dividing it by the distance of the route segment between adjacent route points;

[0082] Step S27, the minimum value of the vertical distance is obtained by traversing the vertical distance between the ship and all route segments, and the route segment corresponding to the minimum value of the vertical distance is recorded as the reference route segment of the ship at the current time;

[0083] In the specific implementation process, when calculating the vertical distance between the ship and the corresponding route segment, the position coordinates of the route point closer to the starting point of the route among the adjacent route points in the corresponding route segment are subtracted from the real-time position coordinates of the ship. For example, if there are four route points A, B, C and D in the route path, the coordinates of A are (0, 0), the coordinates of B are (3, 4), and the position of the ship is (2, 3). At this time, when calculating the vertical distance between the ship and the corresponding route segment AB, the A route point is closer to the starting point of the route, so the position vector between the route point and the ship is obtained by subtracting the real-time position coordinates of the ship from the position coordinates of the A route point (2, 3), the position vector of the route segment between adjacent route points A and B is (3, 4), the cross product CJ of the position vector of the route segment between adjacent route points A and B and the position vector between the route point and the ship is 1, the distance JL of the route segment between adjacent route points A and B is 5, and the vertical distance between the ship and the route segment between adjacent route points A and B is equal to 0.2.

[0084] Step S3, the actual heading deviation angle of the ship is analyzed according to the reference route segment of the ship at the current time; ​

[0085] Specifically, the analysis process in the step S3 includes the following sub-steps:

[0086] In the step S31, the real-time heading angle of the ship at the current time and the position coordinates of the corresponding track points of the reference track segment are obtained.

[0087] It should be explained that if the reference track segment of the ship at the current time is the segment AB, the position coordinates of A and B are obtained.

[0088] In the step S32, the direction angle FXJ of the corresponding reference track segment is calculated by the formula FXJ=arctan2(X i -X i-1 , Y i- Y i-1 ).

[0089] It should be explained that all the angle values in the present application are taken as the reference line of the Y axis, for example, the real-time heading angle of the ship at the current time is the included angle between the ship at the current time and the Y axis, and the direction angle of the reference track segment is the included angle between the reference track segment and the Y axis.

[0090] In the step S33, as shown in FIG. 3, the direction angle of the corresponding reference track segment is converted into the angle system and subtracted from the real-time heading angle to obtain the theoretical heading deviation angle of the ship at the current time. Figure 3

[0091] In the specific implementation process, the direction angle can be converted into the angle system by multiplying 180° and then dividing by π.

[0092] In the step S34, the theoretical heading deviation angle of the ship at the current time is compared with the angle threshold value.

[0093] If the theoretical heading deviation angle of the ship at the current time is greater than or equal to the first angle threshold value, the actual heading deviation angle is obtained by subtracting the theoretical heading deviation angle from 360 degrees.

[0094] If the theoretical heading deviation angle of the ship at the current time is less than the second angle threshold value, the actual heading deviation angle is obtained by subtracting the theoretical heading deviation angle from 360 degrees.

[0095] If the theoretical heading deviation angle of the ship at the current time is greater than or equal to the second angle threshold value and less than the first angle threshold value, the theoretical heading deviation angle is taken as the actual heading deviation angle of the ship at the current time.

[0096] Wherein, the value of the first angle threshold value is greater than the value of the second angle threshold value; in the specific implementation process, the value of the first angle threshold value is 180 degrees, and the value of the second angle threshold value is -180 degrees.

[0097] ​Step S4, judging the yawing state of the ship at the current time according to the reference route segment and the actual course deviation angle;

[0098] Further, the judging process in the step S4 includes the following sub-steps:

[0099] Step S41, obtaining the vertical distance between the ship at the current time and the reference route segment and recording it as the yawing distance;

[0100] Step S42, comparing the yawing distance of the ship at the current time with the distance deviation threshold value and comparing the actual course deviation angle of the ship at the current time with the angle deviation threshold value;

[0101] Step S43, if the yawing distance of the ship at the current time is less than the distance deviation threshold value and the actual course deviation angle is less than the angle deviation threshold value, it indicates that the sailing route and the sailing direction of the ship at the current time are in the normal state, and then the sailing state of the ship at the current time is defined as the normal sailing state;

[0102] In the specific implementation process, the distance deviation threshold value and the angle deviation threshold value can be preset according to different water areas in advance;

[0103] Step S44, if the yawing distance of the ship at the current time is greater than or equal to the distance deviation threshold value but the actual course deviation angle is less than the angle deviation threshold value, it indicates that the distance between the ship at the current time and the reference route segment is far, but the real-time course is consistent with the direction angle of the reference route segment, and then step S441 is entered;

[0104] Step S441, making an extension line along the real-time advancing direction of the ship and recording it as the predicted trajectory of the ship;

[0105] Step S442, when the predicted trajectory of the ship intersects with the route segment, the monitoring is continuously performed;

[0106] When the predicted trajectory of the ship does not intersect with the route segment, the absolute value of the actual course deviation angle of the ship plus the result of the angle deviation threshold value is taken as the angle control amount;

[0107] When the predicted trajectory of the ship is parallel to the route segment, the full rudder amount of the ship is taken as the angle control amount. In the specific implementation process, the full rudder amount of the ship can be obtained through the ship's operating manual;

[0108] Step S45, if the yawing distance of the ship at the current time is less than the distance deviation threshold value but the actual course deviation angle is greater than or equal to the angle deviation threshold value, it indicates that the distance between the ship at the current time and the reference route segment is close, but the real-time course is not consistent with the direction angle of the reference route segment, and then step S451 is entered;

[0109] Step S451, please refer to Figure 4As shown, the real-time sailing speed and the actual course deviation angle PLJ of the ship at the current time are obtained;

[0110] In step S452, an extension line is drawn along the real-time course angle direction of the ship, and the extension line is taken as the sailing track of the ship;

[0111] In step S453, the farthest sailing distance ZYJL of the ship along the real-time course angle direction at the current time is calculated by the formula ZYJL=PLYZ / sin(PLJ);

[0112] wherein PLYZ is the distance deviation threshold of the yawing distance, and sin is the sine function;

[0113] It needs to be explained that the calculation of the farthest sailing distance is only applicable to the case that the actual course deviation angle belongs to (-90°, 90°), and when the actual course deviation angle does not belong to (-90°, 90°), the full-rudder amount of the ship is directly taken as the angle control amount of the ship. The farthest sailing distance reflects how far the ship will sail along the real-time course angle direction at the current time, which will cause the yawing distance to be greater than or equal to the distance deviation threshold. For example, if the real-time course deviation angle of the ship at the current time is 30 degrees, and the distance deviation threshold is 2 km, then the ship will sail for 4 km along the real-time course angle direction at the current time, which will cause the yawing distance to be greater than or equal to the distance deviation threshold;

[0114] In step S454, the farthest sailing distance of the ship along the real-time course angle direction at the current time is divided by the real-time sailing speed to obtain the control duration of the ship;

[0115] In step S455, the real-time course deviation angle at the current time is subtracted by the angle deviation threshold and the absolute value is taken to obtain the angle control amount of the ship;

[0116] In step S46, if the yawing distance of the ship at the current time is greater than or equal to the distance deviation threshold and the actual course deviation angle is greater than or equal to the angle deviation threshold, it indicates that the distance between the ship at the current time and the reference track segment is far and the real-time course is inconsistent with the direction angle of the reference track segment, and then the absolute value of the actual yawing angle is directly taken as the angle control amount of the ship.

[0117] In step S5, the control direction of the ship is analyzed to realize the control of the corresponding course of the ship.

[0118] Specifically, the analysis process in step S5 includes the following sub-steps:

[0119] In step S51, the position vector cross product of the ship and the track segment is obtained;

[0120] In step S52, the position vector cross product of the ship and the track segment is compared with zero;

[0121] Step S53, if the position vector of the ship and the segment of the route is greater than zero, indicating that the current time the ship is in the left side of the route segment, then according to the angle control amount clockwise control twist rudder until the ship is in normal navigation state;

[0122] Step S54, if the position vector of the ship and the segment of the route is less than zero, indicating that the current time the ship is in the right side of the route segment, then according to the angle control amount counterclockwise control twist rudder until the ship is in normal navigation state;

[0123] In the specific implementation process, if there is a control time, the control of the twist rudder needs to be completed within the control time; it needs to be explained that in this embodiment, the case where the position vector of the ship and the segment of the route is equal to zero is not discussed.

[0124] In this application, if the corresponding calculation formula appears, the above calculation formula is a dimensionless numerical calculation, and the weight coefficient, the proportion coefficient and other coefficients in the formula are set to obtain a result value of the quantization of each parameter. The size of the weight coefficient and the proportion coefficient can only affect the proportional relationship between the parameters and the result value.

[0125] Embodiment two: please refer to Figure 5 As shown in the same invention, based on another concept, a twist rudder adaptive heading control system is proposed, comprising:

[0126] The data acquisition module is used for collecting the route path and real-time navigation data of the ship, and sending the route path and real-time navigation data to the data analysis module and the deviation analysis module;

[0127] The data analysis module is used for real-time analysis of the vertical distance between the ship and the route segment, and the reference route segment of the ship at the current time is obtained and sent to the deviation analysis module and the state determination module;

[0128] The deviation analysis module is used for analyzing the actual heading deviation angle of the ship according to the reference route segment of the ship at the current time, and sending the analyzed actual heading deviation angle to the state determination module;

[0129] The state determination module is used for judging the drift state of the ship at the current time according to the reference route segment and the actual heading deviation angle, and sending the angle control amount of the ship obtained by the judgment to the analysis control module;

[0130] The analysis control module is used for analyzing the control direction of the ship, and controlling the corresponding heading of the ship.

[0131] The preferred embodiments of the application disclosed above are only to facilitate the elucidation of the application. The preferred embodiments do not describe all the details of the application and limit the application to the specific embodiments. Obviously, many modifications and variations can be made in light of the teachings above. The description is chosen and described in order to provide the best illustration of the application and its practical application to those skilled in the art and to enable those skilled in the art to best utilize the application. The application is limited only by the claims and their full scope and equivalents.

Claims

1. A twist rudder adaptive course control method, characterized by, The method comprises: Step S1, collecting a route path and real-time navigation data of a ship; the real-time navigation data of the ship comprises a real-time heading angle, a real-time speed and a real-time position coordinate of the ship; wherein the route path comprises a plurality of route points, and the route path is connected by route segments between different adjacent route points; Step S2, performing real-time analysis on a vertical distance between the ship and the route segment, and obtaining a reference route segment of the ship at a current time through the analysis; The step S2 comprises the following sub-steps: Step S21, constructing a plane rectangular coordinate system with the route starting point of the ship as the origin, an earth latitude line as the horizontal axis and an earth longitude line as the vertical axis; Step S22, obtaining the real-time position coordinate of the ship and the position coordinates of different route points; Step S23, subtracting the position coordinates of adjacent route points to obtain a position vector of the route segment between the adjacent route points, and subtracting the real-time position coordinate of the ship from the position coordinate of the corresponding route point to obtain a position vector between the corresponding route point and the ship; Step S24, calculating the cross product of the position vector of the route segment between the adjacent route points and the position vector between the route point and the ship, and recording the cross product as a position vector cross product between the ship and the route segment; Step S25, then calculating the distance of the route segment between the adjacent route points; Step S26, taking the absolute value of the position vector cross product between the ship and the route segment, dividing the absolute value by the distance of the route segment between the adjacent route points, and obtaining a vertical distance between the ship and the corresponding route segment; Step S27, traversing and comparing the vertical distances between the ship and all route segments to obtain a minimum value of the vertical distance, and recording the route segment corresponding to the minimum value of the vertical distance as the reference route segment of the ship at the current time; Step S3, analyzing an actual heading deviation angle of the ship according to the reference route segment of the ship at the current time; Step S4, judging a yawing state of the ship at the current time according to the reference route segment and the actual heading deviation angle; Step S5, analyzing a control direction of the ship to realize control of the corresponding heading of the ship.

2. The adaptive course-keeping control method for a twisted rudder according to claim 1, characterized by, The analysis process in the step S3 comprises the following sub-steps: Step S31, obtaining the real-time heading angle of the ship at the current time and the position coordinates of the route point corresponding to the reference route segment; Step S32, calculating a direction angle of the corresponding reference route segment; Step S33, converting the direction angle of the corresponding reference route segment into an angle mode, subtracting the real-time heading angle from the converted direction angle, and obtaining a theoretical heading deviation angle of the ship at the current time; Step S34, comparing the theoretical heading deviation angle of the ship at the current time with an angle threshold value; If the theoretical heading deviation angle of the ship at the current time is greater than or equal to a first angle threshold value or the theoretical heading deviation angle of the ship at the current time is less than a second angle threshold value, subtracting the theoretical heading deviation angle from three hundred and sixty degrees to obtain an actual heading deviation angle; If the theoretical heading deviation angle of the ship at the current time is greater than or equal to the second angle threshold value and less than the first angle threshold value, taking the theoretical heading deviation angle as the actual heading deviation angle of the ship at the current time; wherein the value of the first angle threshold value is greater than the value of the second angle threshold value.

3. The adaptive course-keeping control method for a twisted rudder according to claim 1, wherein The judgment process in the step S4 comprises the following sub-steps: Step S41, obtaining a vertical distance between the ship and the reference route segment at the current time and recording the vertical distance as a yawing distance; Step S42, comparing the current time ship's distance of yaw with the distance deviation threshold, comparing the current time ship's actual course deviation angle with the angle deviation threshold; Step S43, if the current time ship's distance of yaw is less than the distance deviation threshold and the actual course deviation angle is less than the angle deviation threshold, the current time ship's navigation state is defined as normal navigation state.

4. The adaptive course-keeping control method for a twisted rudder according to claim 1, characterized by, The judgment process in the step S4 further includes the following sub-steps: Step S44, if the current time ship's distance of yaw is greater than or equal to the distance deviation threshold but the actual course deviation angle is less than the angle deviation threshold, enter step S441; Step S441, making an extension line along the real-time forward direction of the ship and recording it as the predicted trajectory of the ship; Step S442, when the predicted trajectory of the ship intersects with the route segment, the monitoring is continued; When the predicted trajectory of the ship does not intersect with the route segment, the absolute value of the actual course deviation angle of the ship plus the result of the angle deviation threshold is taken as the angle control quantity; When the predicted trajectory of the ship is parallel to the route segment, the full rudder amount of the ship is taken as the angle control quantity.

5. The adaptive course-keeping control method for a twisted rudder according to claim 1, wherein The judgment process in the step S4 further includes the following sub-steps: Step S45, if the current time ship's distance of yaw is less than the distance deviation threshold but the actual course deviation angle is greater than or equal to the angle deviation threshold, enter step S451; Step S451, obtaining the real-time speed and the actual course deviation angle of the ship at the current time; Step S452, making an extension line along the real-time course angle direction of the ship, and taking the extension line as the navigation trajectory of the ship; Step S453, calculating the farthest navigation distance of the ship along the real-time course angle direction at the current time; Step S454, dividing the farthest navigation distance of the ship along the real-time course angle direction at the current time by the real-time speed to obtain the control duration of the ship; Step S455, subtracting the angle deviation threshold from the real-time course deviation angle at the current time and taking the absolute value to obtain the angle control quantity of the ship; Step S46, if the current time ship's distance of yaw is greater than or equal to the distance deviation threshold and the actual course deviation angle is greater than or equal to the angle deviation threshold, the absolute value of the actual yaw angle is taken as the angle control quantity of the ship.

6. A twist rudder adaptive course control method according to claim 5, wherein, The analysis process in the step S5 includes the following sub-steps: Step S51, obtaining the position vector cross product of the ship and the route segment; Step S52, comparing the position vector cross product of the ship and the route segment with zero; Step S53, if the position vector cross product of the ship and the route segment is greater than zero, controlling the twist rudder clockwise according to the angle control quantity until the ship is in the normal navigation state; Step S54, if the position vector cross product of the ship and the route segment is less than zero, controlling the twist rudder counterclockwise according to the angle control quantity until the ship is in the normal navigation state.

7. A twist rudder adaptive course control system characterized by, The twist rudder self-adaptive course control method according to any one of claims 1-6, comprising: A data acquisition module for acquiring the route path and real-time navigation data of the ship, and sending the route path and real-time navigation data to the data analysis module and the deviation analysis module; The data analysis module is configured to analyze the vertical distance between the ship and the route segment in real time, to obtain a reference route segment of the ship at the current time, and to send the reference route segment to the deviation analysis module and the state determination module. The deviation analysis module is configured to analyze the actual course deviation angle of the ship according to the reference route segment of the ship at the current time, and to send the actual course deviation angle to the state determination module. The state determination module is configured to determine the yawing state of the ship at the current time according to the reference route segment and the actual course deviation angle, and to send the angle control quantity of the ship determined to the analysis control module. The analysis control module is configured to analyze the control direction of the ship, and to control the corresponding course of the ship.

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