Intelligent combined fleet cooperative stability control method and system

Abstract

The application provides a kind of intelligent combination fleet cooperative stability control method and system, it is related to shipping transport technical field, the method includes: step 1, in the installation position of mechanical-hydraulic lock buckle deployment pressure sensor, in barge deck deployment deformation sensor, in ship bow and stern deployment attitude sensor, real-time acquisition lock buckle hydraulic pressure value, barge structure deformation variable and ship pitch angle data;Step 2, hydraulic pressure value, structure deformation variable and ship pitch angle data, according to each barge and associated lock buckle generation ship state parameter set, the ship state parameter set includes lock buckle stress peak, barge load distribution gradient and pitch angle offset amount.The application effectively improves the cooperative stability of combination fleet in complex sea conditions by real-time sensing, dynamic adjustment and cooperative control, reduces the risk of dynamic instability of connecting structure.

Description

Technical Field

[0001] This invention relates to the field of shipping technology, and in particular to an intelligent method and system for collaborative stability control of combined fleets. Background Technology

[0002] In the field of large-scale maritime transport and engineering, the use of combined fleets consisting of main propulsion vessels towing or pushing multiple unpowered barges is an important mode of transportation. However, this fleet system, which consists of multiple vessels rigidly or semi-rigidly connected (mostly through mechanical-hydraulic locking devices), may face certain challenges in the dynamic instability of the connection structure when navigating in complex sea conditions (such as wind, waves, and currents).

[0003] This challenge is mainly manifested in the fact that the relative motion between the hulls (especially pitching) may generate significant alternating stress at the locking device connecting the barge; when the locking stress exceeds its bearing capacity, there is a risk of connection failure, which in turn brings safety hazards. Traditional control methods are mostly unable to cope with this dynamic overload risk in real time and in a coordinated manner in some scenarios. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide an intelligent collaborative stability control method and system for combined fleets, which can sense key state parameters in real time, including latching stress, barge load distribution, pitch attitude, and dynamically assess safety risks.

[0005] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows:

[0006] A first aspect is a method for intelligent collaborative stability control of a combined fleet, the method comprising:

[0007] Step 1: Deploy pressure sensors at the installation location of the mechanical-hydraulic latch, deploy deformation sensors on the barge deck, and deploy attitude sensors at the bow and stern of the ship to collect real-time data on latch hydraulic pressure, barge structural deformation, and ship pitch angle.

[0008] Step 2: Generate a set of ship state parameters for each barge and associated latch by taking the hydraulic pressure value, structural deformation and ship pitch angle data. The set of ship state parameters includes the peak value of latch stress, barge load distribution gradient and pitch angle offset.

[0009] Step 3: Compare the set of ship state parameters with the preset safety threshold. When the peak value of the locking stress exceeds the threshold, calculate the propulsion torque compensation and hydraulic pressure correction amplitude based on the load distribution gradient and pitch angle offset of the same group of barges.

[0010] Step 4: Apply propulsion torque compensation to the target barge through the adjustable pitch propeller of the main propulsion vessel, and at the same time adjust the hydraulic pressure correction amplitude of the hydraulic control valve of the target barge's associated latch to generate an updated real-time stress value of the latch.

[0011] Step 5: Input the updated real-time stress value of the latches into the navigation topology controller. When the stress value of the associated latch group continues to exceed the dynamic alarm threshold, reconstruct the fleet navigation sequence and activate the anti-wind and wave cooperative navigation command to achieve coordinated and stable control of the combined fleet.

[0012] Secondly, an intelligent combined fleet collaborative stability control system includes:

[0013] The sensor deployment module is used to deploy pressure sensors, deformation sensors, and attitude sensors at the mechanical-hydraulic latch installation location, barge deck, and bow and stern of the ship, respectively, to collect real-time data on latch hydraulic pressure, barge structural deformation, and ship pitch angle.

[0014] The parameter set generation module is used to generate a set of ship state parameters for each barge and associated latch, including latch stress peak, barge load distribution gradient and pitch angle offset, based on hydraulic pressure value, structural deformation and ship pitch angle data.

[0015] The compensation calculation module is used to compare the ship's state parameter set with the preset safety threshold. When the peak value of the locking stress exceeds the threshold, the propulsion torque compensation and hydraulic pressure correction amplitude are calculated based on the load distribution gradient and pitch angle offset of the same group of barges.

[0016] The coordinated adjustment module is used to apply propulsion torque compensation to the target barge through the adjustable pitch propeller of the main propulsion vessel, and at the same time adjust the hydraulic pressure correction amplitude of the hydraulic control valve of the target barge's associated latch, and generate an updated real-time stress value of the latch.

[0017] The control module is used to input the updated real-time stress value of the latches into the navigation topology controller. When the stress value of the associated latch group continues to exceed the dynamic alarm threshold, the fleet navigation sequence is reconstructed and the anti-wind and wave cooperative navigation command is activated to achieve coordinated and stable control of the combined fleet.

[0018] Thirdly, a computing device, comprising:

[0019] One or more processors;

[0020] A storage device for storing one or more programs that, when executed by one or more processors, cause the one or more processors to implement the method.

[0021] Fourthly, a computer-readable storage medium storing a program that, when executed by a processor, implements the method.

[0022] The above-described solution of the present invention has at least the following beneficial effects:

[0023] By deploying multiple types of sensors at key locations, real-time data on latch pressure, structural deformation, and attitude are collected, providing accurate and comprehensive basic data for fleet status assessment and enabling dynamic perception of the ship's status. Based on real-time comparison of the ship's status parameter set with safety thresholds, abnormal latch stress can be quickly identified, and by calculating the propulsion torque compensation and hydraulic pressure correction amplitude, dynamic adjustment of the fleet's power and connection devices can be achieved, timely mitigating the risk of local stress overload.

[0024] By coordinating the main propulsion vessels and barges (such as adjustable pitch propeller thrust compensation and locking hydraulic pressure correction), and combining the dynamic reconstruction of the fleet sequence by the navigation topology controller, closed-loop control from local adjustment to overall coordination is achieved, improving the stability of the fleet in complex sea conditions. In response to stress states that continuously exceed the threshold, the activation of anti-wind and wave coordination commands and the reconstruction of the navigation sequence can effectively reduce the risk of accidents such as ship collisions and cargo displacement. Attached Figure Description

[0025] Figure 1 This is a flowchart illustrating an intelligent combined fleet collaborative stability control method provided by an embodiment of the present invention.

[0026] Figure 2 This is a schematic diagram of an intelligent combined fleet collaborative stability control system provided by an embodiment of the present invention. Detailed Implementation

[0027] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0028] like Figure 1 As shown, an embodiment of the present invention proposes an intelligent collaborative stability control method for a combined fleet, the method comprising the following steps:

[0029] Step 1: Deploy pressure sensors at the installation location of the mechanical-hydraulic latch, deploy deformation sensors on the barge deck, and deploy attitude sensors at the bow and stern of the ship to collect real-time data on latch hydraulic pressure, barge structural deformation, and ship pitch angle.

[0030] Step 2: Generate a set of ship state parameters for each barge and associated latch by taking the hydraulic pressure value, structural deformation and ship pitch angle data. The set of ship state parameters includes the peak value of latch stress, barge load distribution gradient and pitch angle offset.

[0031] Step 3: Compare the set of ship state parameters with the preset safety threshold. When the peak value of the locking stress exceeds the threshold, calculate the propulsion torque compensation and hydraulic pressure correction amplitude based on the load distribution gradient and pitch angle offset of the same group of barges.

[0032] Step 4: Apply propulsion torque compensation to the target barge through the adjustable pitch propeller of the main propulsion vessel, and at the same time adjust the hydraulic pressure correction amplitude of the hydraulic control valve of the target barge's associated latch to generate an updated real-time stress value of the latch.

[0033] Step 5: Input the updated real-time stress value of the latches into the navigation topology controller. When the stress value of the associated latch group continues to exceed the dynamic alarm threshold, reconstruct the fleet navigation sequence and activate the anti-wind and wave cooperative navigation command to achieve coordinated and stable control of the combined fleet.

[0034] In this embodiment of the invention, by deploying multiple types of sensors at key locations, real-time data on latch pressure, structural deformation, and attitude are collected, providing accurate and comprehensive basic data for fleet status assessment and enabling dynamic perception of the ship's status. Based on real-time comparison of the ship's status parameter set with safety thresholds, abnormal latch stress can be quickly identified, and by calculating the propulsion torque compensation and hydraulic pressure correction amplitude, dynamic adjustment of the fleet's power and connection devices can be achieved, timely mitigating the risk of local stress overload.

[0035] By coordinating the adjustments between the main propulsion vessels and barges (such as adjustable pitch propeller thrust compensation and locking hydraulic pressure correction), combined with the dynamic reconstruction of the fleet sequence by the navigation topology controller, closed-loop control from local adjustments to overall coordination is achieved, improving the stability of the fleet in complex sea conditions. For sustained stress conditions exceeding thresholds, activating anti-wind and wave coordination commands and reconstructing the navigation sequence can effectively reduce the risk of accidents such as ship collisions and cargo displacement.

[0036] In a preferred embodiment of the present invention, step 1 involves deploying a pressure sensor at the installation location of the mechanical-hydraulic latch, a deformation sensor on the barge deck, and attitude sensors at the bow and stern of the vessel to collect real-time data on the latch hydraulic pressure, barge structural deformation, and vessel pitch angle. Step 2 includes:

[0037] Step 200: Based on the latch hydraulic pressure value, extract the maximum value of the real-time pressure waveform as the latch stress peak value; based on the deformation sensor data of the front and rear of the barge deck, calculate the difference in deformation between the front and rear to generate the longitudinal load gradient, and calculate the difference in deformation between the port and starboard sides of the barge to generate the lateral load gradient; integrate the longitudinal load gradient and the lateral load gradient into the barge load distribution gradient; based on the pitch angle data of the bow and stern attitude sensors, compare with the ship's design reference horizontal plane to calculate the pitch angle offset;

[0038] Step 201: Integrate the peak value of the latching stress, the gradient of the barge load distribution, and the pitch angle offset corresponding to the same barge into a set of ship state parameters.

[0039] In this embodiment of the invention, in step 1, the mechanical-hydraulic latch is installed at the connection point between the main propulsion vessel and the barge, and between the barges. A high-precision pressure sensor needs to be installed there. A piezoelectric pressure sensor is selected, and its measurement range needs to cover 1.2 to 1.5 times the maximum design pressure of the latch. The sensing surface of the sensor needs to be in close contact with the inner wall of the latch's hydraulic cavity to ensure direct sensing of hydraulic oil pressure changes. The acquisition frequency is set to 100Hz, which means 100 sets of data are acquired per second. The data is transmitted in real time to the ship's local data acquisition terminal via a shielded cable. The terminal performs preliminary filtering on the raw data, using a 50Hz low-pass filter to remove high-frequency vibration interference from sea waves, forming a continuous and glitch-free latch hydraulic pressure data stream. Each data point includes an acquisition timestamp and the corresponding pressure value.

[0040] The deployment and data acquisition method of the barge deck deformation sensors are as follows: Fiber Bragg grating deformation sensors are used on the barge deck. Specifically, the front sensors are installed at the front of the deck, 1 / 4 of the length from the bow, with three sensors evenly distributed along the width direction, located at port, center, and starboard to reduce local deformation interference. The aft sensors are installed at the rear of the deck, 1 / 4 of the length from the stern, also with three sensors evenly distributed along the width direction. The port side sensors are installed on the left edge of the deck, with three sensors evenly distributed along the length direction, located at the front, center, and aft. The starboard side sensors are installed on the right edge of the deck, also with three sensors evenly distributed along the length direction. All sensors are fixed by dedicated brackets, which are rigidly connected to the deck to avoid their own deformation affecting the measurements. The acquisition frequency is 5 Hz. At 0Hz, during data acquisition, sensor data for the same area is processed. For example, for the three sensors at the front, the deformation data collected at the same time are added together and divided by 3 to obtain the average deformation of that area, i.e., the front average deformation. The same method is used to calculate the rear average deformation for the three sensors at the rear. The port average deformation is calculated for the three sensors on the port side, and the starboard average deformation is calculated for the three sensors on the starboard side. This is done to eliminate possible errors in individual sensor measurements and make the data more accurate. At the same time, when recording these average deformations, the corresponding timestamps are recorded synchronously, and these timestamps are synchronized with the pressure sensor timestamps at the millisecond level to ensure the consistency of data from different sensors in time.

[0041] The deployment and data acquisition method of the ship's bow and stern attitude sensors is as follows: High-precision inertial measurement units (IMUs) are used, including three-axis accelerometers and gyroscopes, with a pitch angle measurement accuracy of ±0.1° and a sampling rate of 100Hz. The installation location must be far away from vibration sources of the power system. The bow sensor is installed on a rigid platform below the bridge at the bow, at a position 1 / 5 of the ship's length from the bow. The sensor's x-axis is parallel to the ship's long axis and points towards the stern, while its z-axis is perpendicular to the deck and upwards. The stern sensor is installed on a rigid platform above the engine room at the stern, at a position 1 / 5 of the ship's length from the stern, with its coordinate system consistent with the bow sensor. The sensors output the real-time pitch angles of the bow and stern relative to the horizontal plane, with upward tilt being positive and downward tilt being negative. After Kalman filtering to eliminate instantaneous jitter caused by wave impact, the data is bound to a timestamp to form a pitch angle data stream, and the timestamp is synchronized with the aforementioned sensors.

[0042] Step 200: The peak stress calculation of the latch is based on the latch hydraulic pressure data stream from Step 1, including timestamps and pressure values. The sliding time window is set to 1 second, meaning that 100 sets of data within the most recent second are analyzed each time. The pressure value within each window is compared point-by-point, starting from the pressure value at the beginning of the window and sequentially compared with the subsequent 99 sets of data. The maximum value is selected. If the maximum value within a window exceeds the maximum value of the previous window, it is updated to the current peak stress; otherwise, the previous peak value is retained. Simultaneously, the corresponding value is recorded. The timestamp is used to ensure correlation with other data at the same time. Taking the window of 10:00:00-10:00:01 as an example, the pressure value range is 8 to 12 MPa, with 12 MPa being the maximum value. The peak value of the latching stress in this window is 12 MPa. In the calculation of the barge load distribution gradient, the longitudinal load gradient calculation needs to retrieve the front average deformation and the rear average deformation from step 1, that is, the data under the same timestamp. The difference is obtained by subtracting the rear average deformation from the front average deformation. If the front average deformation is 500... The rear is 300 The difference is 200 This indicates that the front deformation is large, and the longitudinal load gradient is 200. A positive value indicates that the load is concentrated at the front; if the front is 200 The rear is 400 The difference is -200 The longitudinal load gradient is then -200. Negative values ​​indicate that the load is concentrated at the rear. The calculation of the lateral load gradient requires retrieving the port and starboard average deformation values ​​from step 1, i.e., data from the same time stamp. The difference is obtained by subtracting the starboard average deformation value from the port average deformation value. If the port average deformation value is 450... 350 on the starboard side The difference is 100 The lateral load gradient is 100. A positive value indicates that the load is concentrated on the port side; if the port side is 300... 500 on the starboard side The difference is -200 The lateral load gradient is then -200. Negative values ​​indicate that the load is concentrated to the right. When integrating load distribution gradients, the vertical and horizontal load gradients are combined into a two-dimensional index in the format of vertical and horizontal values, for example, vertical 200. Horizontal 100 After integration, it becomes 200 Vertical, 100 Laterally, it can intuitively reflect the degree of difference in load distribution in the forward and backward, left and right directions; the pitch angle offset is calculated with reference to the ship's design reference horizontal plane. This plane is defined in the ship's design drawings as the deck plane when the longitudinal axis of the hull is parallel to the horizontal plane in the unloaded state. The theoretical pitch angle values ​​of the bow and stern attitude sensors are both 0°. First, calculate the bow offset by subtracting the 0° reference value from the actual pitch angle of the bow sensor in step 1. If the actual bow pitch angle is 2° upward, the offset is 2° - 0° = 2°; if the actual angle is -1° downward, the offset is... The value is -1° - 0° = -1°; then calculate the stern offset. Similarly, subtract 0° from the actual pitch angle of the stern sensor to obtain the stern offset. If the actual stern pitch angle is 1°, then the stern offset is 1°. When considering the overall pitch angle offset of the ship, take the arithmetic mean of the bow offset and the stern offset. Since the bow and stern are symmetrically distributed on the longitudinal axis of the hull, the average can reflect the overall tilt trend. If the bow offset is 2° and the stern offset is 1°, the average overall pitch angle offset is 1.5°; if the bow offset is -1° and the stern offset is -2°, the average is -1.5°.

[0043] In step 201, each barge is labeled as Barge 1, Barge 2, etc., according to the fleet numbering rules. From the calculation results of step 200, three sets of data with completely consistent timestamps and an error ≤ 1 millisecond are selected: the stress peak of the barge's associated latch, the load distribution gradient (longitudinal and lateral) of the barge, and the pitch angle offset of the barge. If there is a time difference in the data at a certain time point, it needs to be corrected based on adjacent data using linear interpolation to ensure time consistency. Specifically, suppose we need to obtain three sets of synchronized data at a certain target time point, but the actual collected stress peak data corresponds to timetamp t1, the load distribution gradient data corresponds to timetamp t2, and the pitch angle offset data corresponds to timetamp t3, and there is a time difference of more than 1 millisecond between t1, t2, and t3. To address the discrepancies, using the target time point as a baseline, examine the adjacent valid data for each data set before and after the target time point. For example, for the stress peak, find the nearest record before the target time point (i.e., before timestamp t and before value v) and the nearest record after the target time point (i.e., after timestamp t and after value v). Calculate the estimated stress peak value for the target time point based on the time interval ratio between the target time point and before and after t. The same method is used to calculate the estimated values ​​for the target time point for the load distribution gradient and pitch angle offset, ensuring that the three data sets are consistent in time. Add a barge number label to each set of synchronized data, such as barge 1-20250730100000, where 20250730100000 is the timestamp, clearly identifying the specific barge to which the data belongs. The above data is combined into a structured parameter set according to a fixed format, including fields such as barge number, timestamp, peak latch stress, load distribution gradient, and pitch angle offset. For example, the parameter set for barge 1 at time 20250730100000 is: Barge 1, 20250730100000, 12MPa, 200 Vertical, 100 Lateral, 1.5°. The integrated parameter set is stored in the fleet's central database, indexed by barge number and timestamp.

[0044] By deploying multiple types of sensors at key locations such as the latches, deck, bow, and stern, real-time monitoring of latch stress, hull deformation, and ship attitude is achieved in multiple dimensions, avoiding the limitations of a single data dimension. By subdividing longitudinal / lateral load gradients, extracting latch stress peaks, and calculating pitch angle offsets, the raw data is transformed into key parameters that directly reflect the ship's load distribution, latch stress intensity, and hull tilt state, accurately depicting the real-time state of a single barge. By integrating multiple parameters of the same barge into a state parameter set, correlation analysis of latch stress, load distribution, and hull attitude is realized.

[0045] In a preferred embodiment of the present invention, step 3 includes:

[0046] Step 300: Compare the peak value of the latching stress in the ship state parameter set with the preset safety threshold. When the peak value of the latching stress exceeds the preset safety threshold, determine the offset direction of the cargo in the barge length direction based on the longitudinal load gradient of the same group of barges; determine the offset direction of the cargo in the barge width direction based on the lateral load gradient of the same group of barges.

[0047] Step 301: Based on the offset directions in the length and width directions, and combined with the pitch angle offset of the barges in the same group, calculate the change in the ship's center of gravity caused by the cargo offset, specifically including:

[0048] Based on the longitudinal load gradient representing the length direction offset, and combined with the longitudinal center of gravity sensitivity coefficient of the target barge pre-stored in the ship design parameter database, the longitudinal center of gravity change component caused by cargo offset is calculated; based on the transverse load gradient representing the width direction offset, and combined with the transverse center of gravity sensitivity coefficient of the target barge pre-stored in the ship design parameter database, the transverse center of gravity change component caused by cargo offset is calculated; based on the pitch angle offset, and combined with the vertical center of gravity sensitivity coefficient of the target barge pre-stored in the ship design parameter database, the vertical center of gravity change component caused by hull pitch is calculated.

[0049] The longitudinal, lateral, and vertical center of gravity change components are vector-superimposed to generate the ship's center of gravity change.

[0050] Step 302: Based on the component of the change in center of gravity in the length direction, generate the propulsion torque compensation amount that the main propulsion vessel needs to apply to the target barge; based on the component of the change in center of gravity in the width direction and the pitch angle offset, generate the hydraulic pressure correction amplitude of the target barge's associated latch.

[0051] In this embodiment of the invention, in step 300, the setting of the preset safety threshold is based on the design parameters of the mechanical-hydraulic latch. First, it refers to the yield strength and fatigue limit of the latch material, such as high-strength alloy steel, and shipbuilding industry safety standards. This is combined with the wear coefficient of the latch during long-term use, which is obtained through statistical analysis of historical maintenance data, such as the percentage decrease in strength due to wear after 5 years of use. Finally, the safety threshold is determined. For example, if the maximum design pressure of a certain type of latch is 20 MPa, after considering a safety factor of 1.2, the preset safety threshold is set to 16.7 MPa, which is 83.5% of the maximum design pressure. During comparison, the peak latch stress from the ship state parameter set generated in step 201 is retrieved. The load is compared with the preset safety threshold at each moment. If the peak value of the latching stress at a certain moment, for example, 18 MPa, exceeds 16.7 MPa, it is determined that the stress exceeds the limit, triggering the subsequent offset direction determination; if it does not exceed, for example, 15 MPa, the current state is maintained, and the compensation calculation is not initiated; the determination is based on the longitudinal load gradient of the same group of barges (i.e., the calculation result of step 200). That is, when the longitudinal load gradient is positive, it means that the deformation at the front of the barge is greater than that at the rear, the load at the front is more concentrated, and the cargo is offset towards the bow in the length direction, that is, the fore-and-aft direction; when the longitudinal load gradient is negative, it means that the deformation at the rear is greater than that at the front, the load at the rear is more concentrated, and the cargo is offset towards the stern. For example, if the longitudinal load gradient is 300... (Positive value) Determines the cargo to shift forward; gradient is -200. (Negative value) indicates cargo is shifted aft; the determination of cargo width-direction shift is based on the lateral load gradient of the same group of barges, i.e., the calculation result in step 200; when the lateral load gradient is positive, it means the port side deformation is greater than the starboard side, the load is more concentrated on the port side, and the cargo shifts to the port side in the width direction, i.e., the left-right direction; when the lateral load gradient is negative, it means the starboard side deformation is greater than the port side, the load is more concentrated on the starboard side, and the cargo shifts to the starboard side, for example, a lateral load gradient of 150... (Positive value) Determines the cargo to shift to the left; gradient is -100. (Negative value) indicates that the cargo has shifted to the right.

[0052] Step 301, the calculation method for the longitudinal center of gravity change component is as follows: the longitudinal center of gravity sensitivity coefficient is an inherent parameter of the target barge pre-stored in the ship design parameter database during the design phase. It reflects the longitudinal load gradient change of 1... The longitudinal coefficient of a barge is the change in its center of gravity along its length, measured in meters. Its value is related to the deck stiffness and cargo stacking area distribution of the barge. For example, the longitudinal coefficient for a bulk carrier barge is 0.002 m / s². Container barges have a higher deck rigidity, with a coefficient of 0.0015m / During the calculation, the longitudinal load gradient value corresponding to the length direction offset determined in step 300 is used, such as 300. A positive value indicates forward movement, multiplied by the longitudinal center of gravity sensitivity coefficient, such as 0.002m / This yields the longitudinal center of gravity change component; for example, 300. ×0.002m / =0.6m, meaning the center of gravity shifts forward by 0.6 meters along the length direction; if the gradient is -200 Therefore, -200 × 0.002 = -0.4m, meaning the center of gravity shifts backward by 0.4 meters; the lateral center of gravity sensitivity coefficient is also pre-stored in the design database, reflecting the change in lateral load gradient by 1. The change in the ship's center of gravity along its width, measured in meters, is related to the barge's side structural strength and the limitations on the lateral distribution of cargo. For example, the lateral coefficient of a typical barge is approximately 0.001 m / s². During the calculation, the lateral load gradient value corresponding to the width offset direction determined in step 300 is used, such as 150. A positive value indicates multiplying to the left by the lateral center of gravity sensitivity coefficient, such as 0.001m / This yields the lateral center of gravity change component, for example, 150. ×0.001m / =0.15m, meaning the center of gravity shifts 0.15 meters to the left in the width direction; if the gradient is -100 Then -100 × 0.001 = -0.1m, meaning the center of gravity shifts 0.1 meters to the right.

[0053] The vertical center of gravity sensitivity coefficient is a pre-stored parameter related to the ship's pitch characteristics. It reflects the change in the ship's center of gravity in the vertical direction (up and down) when the pitch angle shifts by 1°, measured in meters. Its value is related to the change in displacement volume during trim and the settling characteristics of cargo with tilt. For example, the vertical coefficient for a large barge is approximately 0.05 m / °. In calculation, the pitch angle shift obtained in step 200, such as 1.5° (a positive value indicating bow tilt), is multiplied by the vertical center of gravity sensitivity coefficient, such as 0.05 m / °, to obtain the vertical center of gravity change component. For example, 1.5° × 0.05 m / ° = 0.075 m, meaning the center of gravity shifts upwards by 0.075 meters vertically. If the shift is -1.5° (bow tilt), then -1.5... ×0.05 = -0.075m, meaning the center of gravity shifts downwards by 0.075 meters. The vector superposition of the ship's center of gravity change is a combination of the longitudinal, lateral, and vertical components of the center of gravity change, forming the total change in the center of gravity in three-dimensional space. Specifically, the barge's initial center of gravity position is taken as the origin, i.e., the center of gravity coordinates when it is designed to be unloaded. The longitudinal component (forward and backward direction), the lateral component (left and right direction), and the vertical component (up and down direction) are combined according to the spatial coordinate system to obtain the final coordinates of the center of gravity change. For example, longitudinal +0.6m, lateral +0.15m, vertical +0.075m. After superposition, the center of gravity change is 0.6 meters forward, 0.15 meters to the left, and 0.075 meters upward, thus fully reflecting the change in the spatial position of the center of gravity caused by the cargo shift.

[0054] Step 302: The propulsion torque compensation is used to adjust the direction and magnitude of the thrust from the main propulsion vessel to the target barge, offsetting the longitudinal imbalance of the convoy caused by the shift of the center of gravity along its length. Its generation logic is based on the correspondence between the longitudinal change component of the center of gravity and the required torque. That is, the more the center of gravity shifts forward, the more backward the main propulsion vessel needs to apply a backward compensation torque to the target barge, thus reducing the forward thrust and preventing the convoy from pitching up; the more backward the center of gravity shifts, the more forward compensation torque needs to be applied, thus increasing the forward thrust and preventing the convoy from pitching down. For specific calculations, refer to... The main propulsion ship's power parameter database includes the torque-thrust conversion coefficient of the adjustable pitch propeller. For example, every 1000 N·m of torque corresponds to 5000 N of thrust. The longitudinal change component of the center of gravity (e.g., 0.6 m forward) is multiplied by the longitudinal offset-torque conversion coefficient. For example, 1 m offset corresponds to 2000 N·m of torque to obtain the propulsion torque compensation amount. For example, 0.6 m × 2000 N·m / m = 1200 N·m, in the rearward direction. This value is directly used as the basis for the adjustment command of the adjustable pitch propeller of the main propulsion ship.

[0055] The hydraulic pressure correction amplitude is used to adjust the fastening force of the mechanical-hydraulic latches, compensating for uneven latch stress caused by the shift of the center of gravity in the width direction and the pitch angle. Its generation requires consideration of two factors: first, the lateral center of gravity change component: when the center of gravity shifts to the left, the port latch requires increased pressure (positive correction amplitude), and the starboard latch requires decreased pressure (negative correction amplitude); conversely, the starboard latch increases pressure and the port latch decreases pressure. Second, the pitch angle shift: the greater the pitch angle upward, the greater the pressure required for the bow latch (to compensate for insufficient forward stress caused by the upward pitch); the greater the pitch downward, the greater the pressure required for the stern latch. In specific calculations, first multiply the lateral center of gravity change component (e.g., 0.15m to the left) by the lateral shift minus the pressure. The coefficients are changed, such as 1m offset corresponding to a 0.5MPa pressure change, to obtain the lateral correction part, for example 0.15m × 0.5MPa / m = 0.075MPa, that is, the port side lock increases by 0.075MPa; then according to the pitch angle offset, such as 1.5° upward tilt multiplied by the pitch angle-pressure conversion coefficient, such as 1° offset corresponding to a 0.05MPa pressure change, the pitch correction part is obtained, for example 1.5° × 0.05MPa / ° = 0.075MPa, that is, the bow lock increases by 0.075MPa; after the two are added together, the final hydraulic pressure correction amplitude is generated, for example, the total correction of the port side bow lock is 0.075 + 0.075 = 0.15MPa.

[0056] By setting safety thresholds based on the characteristics of the locking materials and industry standards, and combining this with real-time stress peak comparison, the risk of locking overload can be accurately identified, avoiding misjudgments or omissions caused by unreasonable threshold settings. The cargo offset direction is determined and the center of gravity change is calculated from three dimensions: length, width, and vertical, breaking through the limitations of focusing only on longitudinal or lateral movements and comprehensively reflecting the ship's balance state. The propulsion torque compensation is linked to the longitudinal offset of the center of gravity, and the hydraulic pressure correction amplitude is combined with the lateral offset and pitch angle, ensuring that adjustment measures directly address the root cause of imbalance and improving the efficiency of coordinated control. Relying on pre-stored ship design parameters (such as the center of gravity sensitivity coefficient) and power conversion coefficient, the calculation of compensation and correction amplitudes is ensured to have a clear physical basis, avoiding blind adjustments.

[0057] In a preferred embodiment of the present invention, step 4 includes:

[0058] Step 400: Based on the propulsion torque compensation amount, control the adjustable pitch propeller of the main propulsion vessel to apply compensating thrust to the target barge; based on the hydraulic pressure correction amplitude, adjust the opening of the hydraulic control valve of the target barge's associated latch.

[0059] Step 401: Obtain the latch pressure sensor measurement data after the compensation thrust is applied and after the opening is adjusted, and generate the updated latch real-time stress value based on the pressure sensor measurement data.

[0060] In this embodiment of the invention, in step 400, the adjustable pitch propeller of the main propulsion vessel achieves thrust control through the correlation between torque, pitch angle, and thrust. This correlation is pre-stored in the power control system database of the main propulsion vessel and is obtained through propeller factory testing and actual ship calibration. For example, for a certain type of propeller with a torque of 1000 N·m, every 1° adjustment of the pitch angle results in a thrust change of approximately 500 N. The central controller receives the thrust torque compensation amount generated in step 302, for example, 1200 N·m in the rearward direction. It first queries the database for the target pitch angle corresponding to this torque. If the forward torque corresponds to an increased pitch angle, it generates forward thrust; if the reverse torque corresponds to a decreased pitch angle, it generates rearward thrust. Therefore, the 1200 N·m reverse torque requires adjusting the pitch angle from the current base value, for example, 15°, to 10°. Here, it is assumed that every 200 N·m of torque corresponds to a 1° pitch angle change. The controller sends a pitch angle adjustment command to the propeller's hydraulic servo actuator. The actuator drives the propeller blades to rotate via hydraulic cylinders, while simultaneously monitoring the feedback value from the blade angle sensor in real time. This sensor has an accuracy of ±0.1° until the actual pitch angle stabilizes at 10°, with an adjustment response time of ≤2 seconds to avoid overshoot. After the pitch angle stabilizes, the propeller's output thrust is directionally transmitted through the mechanical-hydraulic connection between the main propulsion vessel and the target barge. If the target barge is the third vessel in the fleet, the controller activates the power distribution valve between the barge and the main propulsion vessel, dynamically distributing 80% of the compensated thrust according to the barge's load percentage and directionally transmitting it to the target barge. The remaining thrust is used to balance the main propulsion vessel's own attitude, ensuring that the thrust is accurately applied to the target barge. The hydraulic system associated with the target barge's latch adjusts the pressure by controlling the correspondence between the valve opening and the hydraulic pressure. This relationship is pre-stored in the latch hydraulic control system database and is obtained through the latch hydraulic system debugging. For example, for a certain type of hydraulic valve, the pressure increases by approximately 0.5 MPa for every 10% increase in the opening.

[0061] The central controller receives the hydraulic pressure correction amplitude generated in step 302. For example, if the port bow latch needs to be increased by 0.15 MPa, it first queries the current real-time pressure value of the latch, which is provided by the pressure sensor in step 1. Assuming the current pressure is 10 MPa, the target pressure value can be calculated as 10 + 0.15 = 10.15 MPa. Then, based on the opening-pressure curve in the database, the target opening corresponding to the target pressure is determined. If the pressure is 10 MPa when the current opening is 50%, and every 10% opening corresponds to a 0.5 MPa pressure change, then 0.15 MPa requires an increase of 3% opening, i.e., target opening = 50% + 3% = 53%. The controller sends an opening adjustment command to the electromagnetic proportional control valve of the latch. The valve's built-in position sensor has an accuracy of ±1% and provides real-time feedback on the current opening. The controller eliminates deviations through PID control (proportional-integral-derivative). If the initial opening is 52%, corresponding to a pressure of 10.1 MPa, and the target has not been reached, the opening is increased by 0.5% until it stabilizes at 53% and the pressure stabilizes at 10.15 MPa, with an adjustment accuracy of ±0.02 MPa. For latches that require pressure reduction, such as the starboard bow latch with a correction range of -0.05 MPa, the opening is reduced according to the opposite logic. Assuming the current pressure is 10.2 MPa and the target pressure is 10.15 MPa, since every 10% opening corresponds to 0.5 MPa and 0.05 MPa corresponds to 1% opening, the opening needs to be reduced from the current 55% to 54% to ensure accurate pressure reduction.

[0062] In step 401, after the compensation thrust application and hydraulic valve opening adjustment in step 400 are completed, the adjustment completion signal fed back by the actuator is used as the standard, with a lag of 3 to 5 seconds between the adjustment command to ensure system stability. Then, data acquisition from the latch pressure sensor is initiated. The acquisition frequency remains consistent with step 1 at 100Hz, focusing on acquiring pressure data of the latch associated with the target barge. Simultaneously, the acquisition timestamp is recorded, aligned with the adjustment completion time and accurate to milliseconds. For pressure spikes caused by instantaneous wave impact, such as pulses exceeding the target pressure by 10% and lasting <0.1 seconds, a moving average filter is used to smooth the data, taking the average of 5 consecutive sampling points to preserve the true pressure change trend. Based on the filtered pressure data, a real-time stress value is generated. The numerical value differs from the stress peak value in step 200; it is a dynamically changing instantaneous value. Based on the mechanical structural parameters of the latch, which are pre-stored in the design database, including the latch's force-bearing area and the material's elastic modulus, the hydraulic pressure value (MPa) is directly converted into a stress value (MPa). Because the latch's hydraulic pressure and stress have a linear correspondence, the conversion coefficient is 1:1, meaning 1 MPa of pressure corresponds to 1 MPa of stress. A continuous real-time stress value data stream is generated according to the time sequence. Each data entry includes the latch number, such as the latch on the port bow of barge No. 3, a timestamp, and a real-time stress value (MPa), for example, 3-Port Bow, 20250730100503.123, 10.15 MPa. This data stream is transmitted to the navigation topology controller in real time and simultaneously stored in the local database.

[0063] By leveraging pre-stored torque-pitch angle and opening-pressure relationships, combined with real-time feedback adjustments, the accuracy of compensation thrust and hydraulic pressure adjustments is ensured, avoiding over- or under-adjustment. Compensation thrust is applied directionally to the target barge, and the hydraulic pressure of the associated latches is precisely adjusted to avoid interference with non-target vessels, thus improving the efficiency of fleet coordinated control. From calculating the compensation amount in step 3 to executing the adjustment in step 4 and generating updated stress values, a reliable intermediate link is provided for the dynamic stability control of the combined fleet.

[0064] In a preferred embodiment of the present invention, step 5 includes:

[0065] Step 500: The navigation topology controller receives the updated real-time stress values ​​of all target barge associated locking groups in real time and calculates the stress maintenance level of the locking groups over three consecutive sampling periods.

[0066] Step 501: When the updated real-time stress value of the latch exceeds the dynamic alarm threshold in three consecutive sampling periods, a judgment result on the deterioration of the fleet structure stability is generated.

[0067] Step 502: Based on the stability degradation judgment result, retrieve the ship state parameter set of the same group of barges, and generate a fleet topology reconstruction scheme according to the barge load distribution gradient and pitch angle offset.

[0068] Step 503: Execute the fleet topology reconfiguration scheme and simultaneously activate the cooperative stability control command, specifically including:

[0069] Step 5030: Adjust the relative position of the target barge according to the fleet topology reconstruction scheme, and reconstruct the mechanical-hydraulic connection topology between the main propulsion vessel and the barge;

[0070] Step 5031: Based on the reconstructed connection topology, send an anti-wave propulsion mode command to the main propulsion vessel, control the speed and activate the anti-wave power distribution strategy, and generate a main propulsion vessel mode switching completion signal.

[0071] Step 5032: Based on the main propulsion vessel mode switching completion signal, send a steering lock command to all barges, freeze the barge steering control mechanism operation authority, and generate a barge steering lock completion signal;

[0072] Step 5033: Based on the barge steering lock completion signal, send a roll reduction activation command to the auxiliary function vessel, start the wave compensation operation of the active roll reduction device, and generate a roll reduction device activation signal;

[0073] Step 5034: Receive the main propulsion vessel mode switching completion signal, the barge steering lock completion signal, and the anti-roll device activation signal. When all three signals reach the preset ready state, the cooperative stability control command is activated.

[0074] Step 504: Monitor the latching stress value after executing the coordinated stability control command set in real time. When the stress value drops back to the safety threshold, release the coordinated stability control command set and restore the original navigation sequence to complete the closed loop of the fleet's coordinated stability control.

[0075] In this embodiment of the invention, in step 500, the navigation topology controller receives updated real-time stress values ​​of all target barge-associated latch groups via the ship's local area network. These data originate from step 401, and each data entry includes a latch number, timestamp, and real-time stress value. The local area network transmission rate is ≥100Mbps and the latency is ≤50ms. The controller first verifies the validity of the data, discarding data with abnormal timestamps (i.e., data with a time difference >1 second from the controller's local time or stress values ​​exceeding the physical range, such as >30MPa, exceeding the latch design limit). Valid data is retained and categorized by latch group, such as the main propulsion vessel-barge 1 connection latch group, barge 1-barge 2 connection latch group, etc., with each group containing 3-5 latches. The sampling period is set to 10 seconds based on the ship's attitude response characteristics, meaning each 10-second interval is an analysis cycle to ensure coverage of typical wave impact cycles. The controller automatically divides consecutive sampling cycles according to the timestamp; for example, the first cycle is... The first sampling period is 10:00:00-10:00:10, the second is 10:00:10-10:00:20, the third is 10:00:20-10:00:30, and so on. For each latch group, the following indicators are calculated within a single sampling period to reflect the stress maintenance level: the average stress within the period is the arithmetic mean of the real-time stress values ​​of all latches in the group within that period. For example, if there are 1000 sampling points for each of the 3 latches in a group within 10 seconds, the average of all 3000 values ​​is taken. The maximum stress within the period is the maximum value among the real-time stress values ​​of all latches in the group within that period. The percentage exceeding the threshold is the proportion of the number of sampling points whose stress values ​​exceed the dynamic alarm threshold within that period to the total number of sampling points. For example, if 800 out of 1000 sampling points exceed the threshold, the percentage is 80%. Finally, these three indicators (average stress, maximum stress, and percentage exceeding the threshold) are integrated to form the stress maintenance level of the group in this period.

[0076] Step 501: The dynamic alarm threshold is dynamically adjusted based on the preset safety threshold (step 300) and real-time sea conditions. When the sea conditions are calm (wave height < 1 meter), the dynamic alarm threshold is 1.1 times the preset safety threshold; for example, when the preset threshold is 16.7 MPa, the dynamic threshold is 18.37 MPa. When the sea conditions are severe (wave height ≥ 2 meters), the dynamic alarm threshold is 1.05 times the preset safety threshold; for example, 17.53 MPa. This adapts to the safety redundancy requirements under different environments. The dynamic threshold is automatically refreshed by the controller based on real-time data from the weather radar and wave sensors, updating every 5 minutes. The controller performs three consecutive sampling cycles for each locking group, such as... The stress levels of cycles 1, 2, and 3 are compared one by one. If the average stress of cycle 1 is greater than the dynamic alarm threshold, the maximum stress is greater than the dynamic alarm threshold, and the percentage of time exceeding the threshold is greater than 80%, then the cycle is judged to be out of limit. Similarly, cycles 2 and 3 are checked. If all three cycles meet the out-of-limit conditions, that is, within three consecutive 10-second cycles, the group stress is continuously higher than the dynamic threshold and the percentage of time exceeding the threshold is high, then the group is marked as a high-risk group. When more than 30% of the locking groups in the fleet are marked as high-risk groups, the controller generates a fleet structural stability deterioration judgment result, which includes the high-risk group number, the corresponding barge, the start and end time of the continuous out-of-limit, and real-time sea state parameters.

[0077] Step 502: Based on the corresponding barge information in the stability degradation judgment results, the controller retrieves the vessel state parameter set of these barges from the database, i.e., generated in step 201, which includes the peak latching stress, load distribution gradient, and pitch angle offset. The analysis focuses on two aspects: regarding the load distribution gradient, if a barge's longitudinal gradient is +400... (Cargo shifts forward), lateral gradient is -300 (Cargo shifting to the right) indicates that the barge is prone to stress concentration on the starboard latches due to load imbalance; regarding pitch angle offset, if a barge's offset is +3° (bow tilting upwards), it indicates that its connection latches to the preceding vessel are under greater stress; based on the analysis results, the controller generates the following reconfiguration scheme to adjust the barge's position: For barges with severe load imbalance, i.e., longitudinal / lateral gradient absolute values ​​> 300... The plan involves moving barges from the middle to the stern of the convoy to reduce traction stress on the vessels at the front; adjusting barges with pitch angle deviations of less than 1° to the front to enhance bow stability; optimizing connections by disconnecting high-risk groups and replanning connection paths, such as changing the tandem structure of main propulsion vessel-barge 1-barge 2 to a parallel structure where the main propulsion vessel connects barge 1 and barge 2 respectively, reducing the stress load on a single set of latches; and adjusting spacing by increasing the spacing between adjacent barges from 50 meters to 80 meters to reduce mutual impact stress caused by wave interference. The plan needs to specify the new position coordinates of each barge (based on GPS positioning, accuracy ±2 meters), the latch number of the new connection, and the adjustment time window, such as completing it within 15 minutes.

[0078] Step 5030: The controller sends a position adjustment command to the auxiliary propulsion system (such as the side thrusters) of the target barge. For barges that need to be moved to the stern, it commands them to activate the stern thrusters with a thrust of 50kN and move backward at a speed of 0.5 knots. Simultaneously, the position is fed back in real-time via GPS, updated every 10 seconds. The controller corrects the command based on the feedback; for example, if the deviation from the target position is 5 meters, it sends a command to make a slight adjustment to the left by 0.2 knots. For barges that need to be moved to the front, it commands them to activate the front thrusters and move forward at a speed of 0.8 knots until the new position coordinates are reached, with an error ≤1 meter. After the position adjustment is completed, the controller commands the relevant latches to perform a disengagement-reconnection operation, and the old connection is disengaged. The process involves sending an unlocking command to the original high-risk group's latches, reducing the hydraulic control valve opening to 0% (pressure unloading to 0MPa), reversing the mechanical latch motor to release, and receiving a separation completion signal from the sensor. Then, according to the new latch group specified in the reconstruction plan, such as the starboard latch of the main propulsion vessel and barge 2, a connection command is sent. The hydraulic control valve opening gradually increases to 60%, i.e., the pressure rises to 12MPa, and the mechanical latch motor rotates forward to lock. After reaching the lock position, the pressure sensor reports that the pressure stabilizes at 12MPa±0.1MPa. If the data transmission interface test shows normal communication (i.e., packet loss rate <1%), the new connection is considered established. The reconstructed topology is then updated in real-time to the fleet topology map of the controller.

[0079] Step 5031: Based on the reconstructed connection topology, if the main propulsion vessel in a parallel structure needs to simultaneously tow two barges, the controller sends an anti-wave propulsion mode command to the main propulsion vessel. This command includes two parts: first, speed control, which reduces the speed from 12 knots to 8 knots (the safe speed when the wave height is 2 meters), achieved by adjusting the main engine speed from 1500 rpm to 1000 rpm, with a speed adjustment rate ≤ 50 rpm / second to avoid power shock; second, an anti-wave power distribution strategy, which allocates 60% of the propulsion power to the barge on the windward side (e.g., if the wave comes from the left), and 40% to the right side. The power tilt is achieved by adjusting the angle difference between the left and right blades of the adjustable pitch propeller, with a left propeller pitch angle of 12° and a right propeller pitch angle of 8°, reducing the lateral roll of the fleet. After receiving the command, the main propulsion vessel performs speed and power adjustment, stabilizing the main engine speed at 1000rpm±10rpm and the speed at 8k±0.2k. The power distribution sensor reports a left-right propulsion power ratio of 6:4, and the propeller attitude sensor reports that the blade angle has reached the target value. The main propulsion vessel's power control system sends a main propulsion vessel mode switching completion signal to the controller, which includes the current speed, power distribution ratio, and main engine status parameters.

[0080] Step 5032: After receiving the main propulsion vessel mode switching completion signal, the controller sends a steering lock command to all barges. The command consists of two parts: the locking range, i.e., the barge's steering control mechanisms such as the rudder and side thrusters; and the locking method, which is to cut off the power source of the steering hydraulic system, i.e., maintain the current rudder angle, such as 3° right rudder, and freeze remote and local operating permissions, i.e., the indicator lights on the operation panel show the locked status. After receiving the command, the barges execute the locking operation. The rudder position sensor reports that the rudder angle is stable at the angle before locking, with an error ≤0.5°. The steering hydraulic system pressure drops to 0MPa (no power output), and the operating permission detection displays that operation is prohibited. The barge control system sends a barge steering lock completion signal to the controller, including the locked rudder angle and locking time. After all barges have returned the signal, the controller determines that the steering lock is complete.

[0081] Step 5033: After receiving all barge steering lock completion signals, the controller sends a roll reduction activation command to the auxiliary function vessel, such as a support vessel equipped with active roll stabilization fins. The command includes three parts: first, the roll reduction target, which is to reduce the lateral roll amplitude of the fleet from the current 5° to within 2°; second, the adjustment parameters, which, based on the roll cycle fed back by the attitude sensor, such as 8 seconds, set the action cycle of the roll stabilization fins to 8 seconds, synchronized with the wave cycle; and third, when the roll amplitude is >3°, the roll stabilization fin angle increases from 0° to 15° (maximum angle); when the roll amplitude is <2°, it reverts to 5°. After receiving the command, the auxiliary function vessel activates the active roll stabilization device; the pressure of the roll stabilization fin hydraulic system rises to the working pressure (e.g., 20MPa), and the fin angle is adjusted according to the command cycle; the attitude sensor feeds back the roll amplitude decreasing from 5° to 3° (within 1 minute), and this decrease continues; the auxiliary function vessel control system sends a roll stabilization device activation signal to the controller, including the current roll amplitude and the roll stabilization fin angle.

[0082] Step 5034: The controller monitors the status of three types of signals in real time: 1) Main propulsion vessel mode switching completion signal, which must include a speed of 8 knots, power distribution of 6:4, and main engine normal operation; 2) Barge steering lock completion signal, which requires all barges to report rudder angle lock and permission freeze; 3) Anti-roll device activation signal, which requires auxiliary function vessels to report a roll amplitude ≤3° and anti-roll fin operation normally. The controller verifies the key parameters of each signal. If the speed error is >0.5 knots, it is determined to be not ready until all three types of signals meet the preset ready conditions. Once all three types of signals are ready, the controller generates a cooperative stability control instruction set, including anti-wave propulsion mode parameters, steering lock duration, and anti-roll adjustment strategy, and broadcasts the activation instruction to the entire fleet. The activation timestamp is accurate to milliseconds and synchronized with the local clocks of all vessels; the instruction set is stored in the local controller of each vessel as the basis for subsequent operations; the controller records the activation status as activated and starts timing, monitoring the instruction execution duration.

[0083] Step 504: The controller collects real-time stress values ​​of all latches at a frequency of 10Hz, synchronized with step 401, focusing on high-risk groups. It calculates the average stress over five consecutive sampling cycles, each lasting 10 seconds. If all values ​​are ≤ a preset safety threshold (e.g., 16.7 MPa), and the maximum stress is ≤ a preset threshold, the stress is determined to have fallen back to a safe level. Simultaneously, sea conditions are monitored; if wave height decreases from 2 meters to below 1 meter, the environment is determined to be stabilizing. When the stress has fallen and the environment is stable, a command to exit anti-wave mode is sent to the main propulsion vessel, restoring the original speed of 12 knots and power distribution of 5:5. A command is also sent to the barge. Sending an unlock steering command restores rudder control and sends a command to the auxiliary vessel to disable the roll damping device, resetting the roll damping fin to 0°. The barge position is adjusted according to the original topology, i.e., the connection structure before activation, by moving it back to its original coordinates via the auxiliary power system and rebuilding the original locking connection (repeating the connection process in step 5030). The connection strength and data transmission are tested and found to be normal. When all vessels return to their original sequence, the locking stress stabilizes below the safety threshold, and there are no high-risk groups, the controller records the completion of the fleet coordinated stability control closed loop and generates an operation report, including abnormal periods, adjustment measures, and effect data.

[0084] By analyzing stress maintenance levels over three consecutive sampling periods and adapting dynamic alarm thresholds to sea conditions, misjudgments caused by instantaneous stress fluctuations are avoided, and continuous risks to the fleet structure are accurately identified. A reconstruction scheme is generated based on load distribution and pitch angle data. By adjusting barge positions and connections, the locking stress is structurally dispersed, addressing the root cause of imbalance. Commands are activated in the order of main propulsion vessel-barge-auxiliary vessel, relying on signal readiness confirmation to ensure the synchronization and safety of multi-vessel operations and avoid coordination chaos. From stress over-limit judgment to command activation, and then to stress reduction and restoration of the original sequence, a closed-loop process is formed, ensuring the fleet can safely return to normal navigation after anomaly handling.

[0085] like Figure 2 As shown, embodiments of the present invention also provide an intelligent combined fleet cooperative stability control system, comprising:

[0086] The sensor deployment module is used to deploy pressure sensors, deformation sensors, and attitude sensors at the mechanical-hydraulic latch installation location, barge deck, and bow and stern of the ship, respectively, to collect real-time data on latch hydraulic pressure, barge structural deformation, and ship pitch angle.

[0087] The parameter set generation module is used to generate a set of ship state parameters for each barge and associated latch, including latch stress peak, barge load distribution gradient and pitch angle offset, based on hydraulic pressure value, structural deformation and ship pitch angle data.

[0088] The compensation calculation module is used to compare the ship's state parameter set with the preset safety threshold. When the peak value of the locking stress exceeds the threshold, the propulsion torque compensation and hydraulic pressure correction amplitude are calculated based on the load distribution gradient and pitch angle offset of the same group of barges.

[0089] The coordinated adjustment module is used to apply propulsion torque compensation to the target barge through the adjustable pitch propeller of the main propulsion vessel, and at the same time adjust the hydraulic pressure correction amplitude of the hydraulic control valve of the target barge's associated latch, and generate an updated real-time stress value of the latch.

[0090] The control module is used to input the updated real-time stress value of the latches into the navigation topology controller. When the stress value of the associated latch group continues to exceed the dynamic alarm threshold, the fleet navigation sequence is reconstructed and the anti-wind and wave cooperative navigation command is activated to achieve coordinated and stable control of the combined fleet.

[0091] It should be noted that this system is a system corresponding to the above method. All implementation methods in the above method embodiments are applicable to this embodiment and can achieve the same technical effect.

[0092] Embodiments of the present invention also provide a computing device, including: a processor and a memory storing a computer program, wherein the computer program, when executed by the processor, performs the method described above. All implementations in the above method embodiments are applicable to this embodiment and can achieve the same technical effects.

[0093] Embodiments of the present invention also provide a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the method described above. All implementations in the above method embodiments are applicable to this embodiment and can achieve the same technical effects.

[0094] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An intelligent collaborative stability control method for a combined fleet, characterized in that, The method includes: Step 1: Deploy pressure sensors at the installation location of the mechanical-hydraulic latch, deploy deformation sensors on the barge deck, and deploy attitude sensors at the bow and stern of the ship to collect real-time data on latch hydraulic pressure, barge structural deformation, and ship pitch angle. Step 2: Generate a set of ship state parameters for each barge and associated latch by taking the hydraulic pressure value, structural deformation and ship pitch angle data. The set of ship state parameters includes the peak value of latch stress, barge load distribution gradient and pitch angle offset. Step 3: Compare the peak value of the latching stress in the ship's state parameter set with a preset safety threshold. When the peak value of the latching stress exceeds the preset safety threshold, determine the cargo offset direction in the barge's length direction based on the longitudinal load gradient of the same group of barges; determine the cargo offset direction in the barge's width direction based on the transverse load gradient of the same group of barges; calculate the longitudinal center of gravity change component caused by cargo offset based on the length direction offset represented by the longitudinal load gradient, combined with the longitudinal center of gravity sensitivity coefficient of the target barge pre-stored in the ship design parameter database; calculate the width direction offset component based on the width direction offset represented by the transverse load gradient, combined with the longitudinal center of gravity sensitivity coefficient of the target barge pre-stored in the ship design parameter database. The lateral center of gravity sensitivity coefficients pre-stored in the parameter database are used to calculate the lateral center of gravity change component caused by cargo offset; based on the pitch angle offset, combined with the vertical center of gravity sensitivity coefficients pre-stored in the target barge's ship design parameter database, the vertical center of gravity change component caused by hull pitch is calculated; the longitudinal, lateral, and vertical center of gravity change components are vector-superimposed to generate the ship's center of gravity change; based on the component of the center of gravity change in the length direction, the propulsion torque compensation amount that the main propulsion vessel needs to apply to the target barge is generated; based on the component of the center of gravity change in the width direction and the pitch angle offset, the hydraulic pressure correction amplitude of the target barge's associated latches is generated. Step 4: Based on the propulsion torque compensation amount, control the adjustable pitch propeller of the main propulsion vessel to apply compensating thrust to the target barge; based on the hydraulic pressure correction amplitude, adjust the opening of the hydraulic control valve of the target barge's associated latch; acquire the latch pressure sensor measurement data after the compensating thrust is applied and after the opening is adjusted, and generate an updated real-time latch stress value based on the pressure sensor measurement data. Step 5: The navigation topology controller receives updated real-time latch stress values ​​from all target barge associated latch groups in real time and calculates the stress maintenance level of the latch groups over three consecutive sampling periods. When the updated real-time latch stress values ​​exceed the dynamic alarm threshold in all three consecutive sampling periods, a fleet structural stability degradation judgment result is generated. Based on the stability degradation judgment result, the ship state parameter set of the same group of barges is retrieved, and a fleet topology reconstruction scheme is generated according to the barge load distribution gradient and pitch angle offset. The fleet topology reconstruction scheme is executed, and the cooperative stability control command is activated synchronously. The latch stress values ​​after the execution of the cooperative stability control command set are monitored in real time. When the stress values ​​fall back to the safe threshold, the cooperative stability control command set is deactivated and the original navigation sequence is restored, completing the closed loop of the fleet cooperative stability control.

2. The intelligent combined fleet cooperative stability control method according to claim 1, characterized in that, Step 2 includes: Based on the hydraulic pressure value of the latch, the maximum value of the real-time pressure waveform is extracted as the latch stress peak value; based on the deformation sensor data of the front and rear of the barge deck, the difference in deformation between the front and rear is calculated to generate the longitudinal load gradient, and the difference in deformation between the port and starboard sides of the barge is calculated to generate the lateral load gradient; the longitudinal load gradient and the lateral load gradient are integrated into the barge load distribution gradient; based on the pitch angle data of the bow and stern attitude sensors of the ship, the pitch angle offset is calculated by comparing it with the ship's design reference horizontal plane. The peak value of the latching stress, the gradient of the barge load distribution, and the pitch angle offset corresponding to the same barge are integrated into a set of ship state parameters.

3. The intelligent combined fleet cooperative stability control method according to claim 2, characterized in that, Execute the fleet topology reconfiguration scheme and simultaneously activate the cooperative stability control commands, including: Adjust the relative positions of the target barges according to the fleet topology reconfiguration scheme, and reconstruct the mechanical-hydraulic connection topology between the main propulsion vessel and the barges; Based on the reconstructed connection topology, a wave-resistant propulsion mode command is sent to the main propulsion vessel to control its speed and activate the wave-resistant power distribution strategy, generating a main propulsion vessel mode switching completion signal. Based on the main propulsion vessel mode switching completion signal, a steering lock command is sent to all barges, freezing the barge steering control mechanism operation authority and generating a barge steering lock completion signal; Based on the barge steering lock completion signal, a roll reduction activation command is sent to the auxiliary function vessel to initiate the wave compensation operation of the active roll reduction device and generate a roll reduction device activation signal. It receives the main propulsion vessel mode switching completion signal, the barge steering lock completion signal, and the anti-roll device activation signal. When all three signals reach the preset ready state, the coordinated stability control command is activated.

4. An intelligent combined fleet cooperative stability control system, wherein the system implements the method as described in any one of claims 1 to 3, characterized in that, include: The sensor deployment module is used to deploy pressure sensors, deformation sensors, and attitude sensors at the mechanical-hydraulic latch installation location, barge deck, and bow and stern of the ship, respectively, to collect real-time data on latch hydraulic pressure, barge structural deformation, and ship pitch angle. The parameter set generation module is used to generate a set of ship state parameters for each barge and associated latch, including latch stress peak, barge load distribution gradient and pitch angle offset, based on hydraulic pressure value, structural deformation and ship pitch angle data. The compensation calculation module is used to compare the ship's state parameter set with the preset safety threshold. When the peak value of the locking stress exceeds the threshold, the propulsion torque compensation and hydraulic pressure correction amplitude are calculated based on the load distribution gradient and pitch angle offset of the same group of barges. The coordinated adjustment module is used to apply propulsion torque compensation to the target barge through the adjustable pitch propeller of the main propulsion vessel, and at the same time adjust the hydraulic pressure correction amplitude of the hydraulic control valve of the target barge's associated latch, and generate an updated real-time stress value of the latch. The control module is used to input the updated real-time stress value of the latches into the navigation topology controller. When the stress value of the associated latch group continues to exceed the dynamic alarm threshold, the fleet navigation sequence is reconstructed and the anti-wind and wave cooperative navigation command is activated to achieve coordinated and stable control of the combined fleet.

5. A computing device, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by one or more processors, cause the one or more processors to implement the method as described in any one of claims 1 to 3.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program that, when executed by a processor, implements the method as described in any one of claims 1 to 3.

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