A control method and device of a ship and a ship control system

Abstract

Embodiments of the present application disclose a kind of control method, device and ship control system of ship.The method comprises: obtaining the current heading of the ship, target heading, wind force, wind direction, flow force and flow direction;According to the current heading, the wind force, the wind direction, the flow force and the flow direction, determine total yaw torque;According to the difference of the current heading and the target heading, determine feedback torque;According to the total yaw torque and the feedback torque, determine rudder direction angle, and according to the rudder direction angle, control the ship to adjust to the target heading.The technical scheme provided by the embodiments of the present application can ensure that the ship travels according to the target heading, reduce the risk of deviation of the ship, improve the accuracy and stability of ship navigation, and also do not need manual control, reduce labor cost.

Description

Technical Field

[0001] This invention relates to the field of ship control technology, and in particular to a ship control method, device and ship control system. Background Technology

[0002] During navigation, existing ships require manual observation, judgment, and adjustment. In particular, when ships are affected by wind, waves, tides, and currents at sea, making it impossible for them to consistently maintain the designated heading, manual inspection and experience are needed to adjust parameters such as the ship's course, the distance between ships, and the throttle limits of the propulsion system.

[0003] However, relying on manual control of ship navigation not only carries the risk of misjudgment and poses a greater safety hazard, but also makes it more difficult to control. Summary of the Invention

[0004] This invention provides a ship control method, device, and ship control system to solve the problems of difficult control and high safety risks in existing ship control systems, thereby ensuring the safety of ship navigation operations.

[0005] According to one aspect of the present invention, a method for controlling a ship is provided, comprising:

[0006] The vessel's current course, target course, wind strength, wind direction, current strength, and current direction are obtained.

[0007] The total yaw moment is determined based on the current heading, wind strength, wind direction, current strength, and current direction.

[0008] The feedback torque is determined based on the difference between the current heading and the target heading;

[0009] The steering gear direction angle is determined based on the total yaw moment and the feedback moment, and the ship is controlled to adjust to the target course based on the steering gear direction angle.

[0010] Optionally, determining the total yaw moment based on the current heading, wind magnitude, wind direction, current magnitude, and current direction includes:

[0011] Obtain the longitudinal distance between the point of application of wind force and the center of gravity of the ship, and the longitudinal distance between the point of application of current force and the center of gravity of the ship;

[0012] The wind yaw moment is determined based on the angle between the wind direction and the current course, the wind magnitude, and the longitudinal distance between the point of wind action and the ship's center of gravity.

[0013] The yaw moment is determined based on the angle between the direction of the current flow and the current course, the magnitude of the current flow, and the longitudinal distance between the point of application of the current flow and the center of gravity of the ship.

[0014] The total yaw moment is determined based on the sum of the wind-driven yaw moment and the current-driven yaw moment.

[0015] Optionally, the formula for calculating the wind yaw moment is:

[0016]

[0017] The formula for calculating the hydrodynamic yaw moment is:

[0018]

[0019] The formula for calculating the total yaw moment is:

[0020]

[0021] in, Due to wind force, This is the longitudinal distance between the point of application of the wind force and the ship's center of gravity. The angle between the wind direction and the current heading. For wind-driven yaw moment, For the magnitude of the flow force, This is the longitudinal distance between the point of application of the fluid force and the ship's center of gravity. The angle between the direction of the current flow and the current heading. For the yaw moment caused by the current, This is the total yaw moment.

[0022] Optionally, determining the feedback torque based on the difference between the current heading and the target heading includes:

[0023] The heading error is determined based on the difference between the current heading and the target heading, and the heading error is mapped to a preset range.

[0024] The feedback torque is determined by proportional, integral, and derivative adjustments to the heading error.

[0025] Optionally, the formula for calculating the heading error is:

[0026]

[0027] The formula for calculating the feedback torque is:

[0028]

[0029]

[0030] in, For the target course, For the current course, The heading error at the current moment, This is the sum of the heading errors at the first n time steps. This represents the heading error from the previous moment. This is the sum of the heading errors at the first n-1 time steps. For feedback torque, This is the proportionality coefficient. The integral coefficient is... These are the differential coefficients. The sampling time is n, where n is an integer greater than or equal to 2.

[0031] Optionally, determining the servo direction angle based on the total yaw moment and the feedback moment includes:

[0032] Obtain the steering force of the vessel, and the longitudinal distance between the steering gear and the center of gravity of the vessel;

[0033] The total required rudder torque is determined based on the feedback torque and the total yaw torque.

[0034] The steering gear direction angle is determined based on the total required steering torque, the longitudinal distance between the ship's steering gear and the ship's center of gravity, and the ship's steering gear force.

[0035] Optionally, determining the steering gear direction angle based on the total required steering torque, the longitudinal distance between the ship's steering gear and the ship's center of gravity, and the ship's steering gear force includes:

[0036] The lateral force of the steering gear is determined based on the ratio of the total required steering torque to the longitudinal distance between the steering gear and the ship's center of gravity.

[0037] The servo direction angle is determined based on the ratio of the servo lateral force to the servo force.

[0038] Optionally, the formula for calculating the total required rudder torque is:

[0039]

[0040] The formula for calculating the lateral force of the servo motor is:

[0041]

[0042] The formula for calculating the servo motor direction angle is:

[0043]

[0044] in, For the total yaw moment, For feedback torque, The total required rudder torque, This is the longitudinal distance between the ship's steering gear and the ship's center of gravity. For the lateral force of the servo motor, For servo force, This refers to the servo motor's direction angle.

[0045] According to another aspect of the present invention, a ship control device is provided, comprising:

[0046] The data acquisition module is used to acquire the ship's current course, target course, wind strength, wind direction, current strength, and current direction.

[0047] The total yaw moment determination module is used to determine the total yaw moment based on the current heading, the wind magnitude, the wind direction, the current magnitude, and the current direction.

[0048] The feedback torque determination module is used to determine the feedback torque based on the difference between the current heading and the target heading;

[0049] The steering gear direction angle determination module is used to determine the steering gear direction angle based on the total yaw moment and the feedback moment, and to control the ship to adjust to the target course based on the steering gear direction angle.

[0050] According to another aspect of the present invention, a ship control system is provided, comprising the ship control device described in the claims above.

[0051] The technical solution of this invention first obtains the ship's current heading, target heading, wind strength, wind direction, current strength, and current direction. Then, based on the current heading, wind strength, wind direction, current strength, and current direction, the total yaw moment caused by the wind and current is calculated; this total yaw moment is the disturbance moment of the wind and current on the ship. The feedback moment required to correct the current heading error is determined based on the difference between the current heading and the target heading. Finally, the rudder direction angle is determined based on the total yaw moment and the feedback moment, and the ship is controlled to adjust to the target heading based on the rudder direction angle. Thus, when wind and current interfere with the ship's navigation, causing it to deviate from the target heading, the rudder direction angle is adjusted in a timely manner to ensure the ship travels along the target heading, reducing the risk of deviation, avoiding human error, improving the accuracy and stability of ship navigation, and eliminating the need for manual control, thereby reducing labor costs.

[0052] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0053] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0054] Figure 1 A flowchart of a ship control method provided in an embodiment of the present invention;

[0055] Figure 2 A flowchart illustrating yet another ship control method provided in this embodiment of the invention;

[0056] Figure 3 A simplified schematic diagram of a ship model provided for an embodiment of the present invention;

[0057] Figure 4 A flowchart illustrating yet another ship control method provided in this embodiment of the invention;

[0058] Figure 5 A flowchart illustrating yet another ship control method provided in this embodiment of the invention;

[0059] Figure 6 This is a schematic diagram of a ship control device provided in an embodiment of the present invention. Detailed Implementation

[0060] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0061] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0062] Figure 1 This is a flowchart illustrating a ship control method provided in an embodiment of the present invention, applicable to ship navigation. The method can be executed by a ship's control device, which can be implemented in hardware and / or software.

[0063] like Figure 1 As shown, the ship control method provided in this embodiment includes:

[0064] S110. Obtain the ship's current heading, target heading, wind force, wind direction, current force, and current direction.

[0065] Specifically, before controlling a ship's navigation, it is necessary to obtain various parameters of the ship and its operating environment. This includes the ship's current and target heading, as well as the wind strength, wind direction, and current strength and direction within the ship's environment. The current heading refers to the ship's current direction of travel, and the target heading is the desired course. Wind strength refers to the magnitude of the force exerted on the ship by the wind in its current operating environment, and wind direction refers to the direction in which the wind exerts this force. Current strength refers to the magnitude of the force exerted on the ship by the current water flow, and current direction refers to the direction in which the flowing water exerts this force. The ship's current heading can be obtained using a compass, the wind strength and direction can be obtained using the ship's onboard wind speed and direction indicators, and the current direction and magnitude of the current can be determined using the ship's onboard water flow velocity and direction indicators.

[0066] S120. Determine the total yaw moment based on the current heading, wind strength, wind direction, current strength, and current direction.

[0067] Specifically, the total yaw moment refers to the sum of the wind-induced yaw moment and the current-induced yaw moment. The total yaw moment significantly affects a ship's course, causing it to drift and deviate from its original course. Therefore, it is necessary to eliminate the impact of the total yaw moment on a ship's movement. After obtaining the ship's current course, wind strength, wind direction, current strength, and current direction, the wind-induced yaw moment can be determined based on the current course, wind strength, and wind direction; the wind-induced course can be determined based on the current course, current strength, and current direction; and thus, the total yaw moment can be determined.

[0068] S130. Determine the feedback torque based on the difference between the current heading and the target heading.

[0069] Specifically, during normal navigation, a ship may deviate from its original target course and no longer follow it. To correct this course error and ensure the ship stays on the target course, the course error needs to be determined based on the difference between the ship's current course and the target course. Then, the feedback torque required to correct this course error can be calculated.

[0070] S140. Determine the steering gear direction angle based on the total yaw moment and feedback moment, and control the ship to adjust to the target course based on the steering gear direction angle.

[0071] Specifically, after calculating the ship's total yaw moment and feedback moment, the total required rudder moment needs to be determined based on the sum of the total yaw moment and feedback moment to counteract the impact of the total yaw moment on the ship and eliminate the heading error between the current course and the target course. Therefore, after calculating the ship's total yaw moment and feedback moment, the total required rudder moment needs to be determined based on the sum of the total yaw moment and feedback moment, and then the rudder direction angle needs to be calculated. After calculating the rudder direction angle, the ship's rudder is controlled to execute the current rudder direction angle to adjust the ship to travel along the target course.

[0072] The ship control method provided in this embodiment first acquires the ship's current heading, target heading, wind strength, wind direction, current strength, and current direction. Then, based on the current heading, wind strength, wind direction, current strength, and current direction, it calculates the total yaw moment caused by the wind and current forces on the ship. This total yaw moment is the disturbance moment of the wind and current forces on the ship. The feedback moment required to correct the current heading error is determined based on the difference between the current heading and the target heading. Finally, the rudder direction angle is determined based on the total yaw moment and the feedback moment, and the ship is controlled to adjust to the target heading based on the rudder direction angle. In this way, when wind and current forces interfere with the ship's navigation, causing the ship to deviate from the target heading, the rudder direction angle is adjusted in a timely manner to ensure the ship travels along the target heading, reducing the risk of deviation, avoiding human error, improving the accuracy and stability of ship navigation, and eliminating the need for manual control, thus reducing labor costs.

[0073] Optional, Figure 2 A flowchart illustrating another ship control method provided in this embodiment of the invention. Figure 3 This is a simplified schematic diagram of a ship model provided as an embodiment of the present invention. Based on the above embodiment, see... Figure 2 and Figure 3 The ship control method provided in this embodiment of the invention includes:

[0074] S210. Obtain the ship's current course, target course, wind strength, wind direction, current strength, and current direction.

[0075] S220. Obtain the longitudinal distance between the point of action of wind force and the center of gravity of the ship, and the longitudinal distance between the point of action of current force and the center of gravity of the ship.

[0076] Specifically, calculating the wind-driven yaw moment and the current-driven yaw moment requires the lever arm of the wind force and the lever arm of the current force. Therefore, before calculating these moments, it is necessary to obtain the longitudinal distance between the point of application of the wind force and the ship's center of gravity, as well as the longitudinal distance between the point of application of the current force and the ship's center of gravity. The longitudinal distance between the point of application of the wind force and the ship's center of gravity represents the lever arm of the wind force acting on the ship, and the longitudinal distance between the point of application of the current force and the ship's center of gravity represents the lever arm of the current force acting on the ship.

[0077] S230. Determine the wind yaw moment based on the angle between the wind direction and the current course, the wind magnitude, and the longitudinal distance between the point of wind action and the ship's center of gravity.

[0078] Specifically, after obtaining the longitudinal distance between the point of wind application and the ship's center of gravity, it is necessary to determine the magnitude of the force exerted by the wind in the direction perpendicular to the ship, based on the angle between the wind direction and the current course, and the wind strength. This involves orthogonally decomposing the wind force into forces perpendicular to the ship and forces parallel to the ship. Then, the yaw moment is determined based on the magnitude of the force perpendicular to the ship and the longitudinal distance between the point of wind application and the ship's center of gravity. For example... Figure 3 As shown, a ship coordinate system is established, with the X-axis pointing to the bow and the Y-axis pointing to the starboard side. The angle between the wind direction and the current course is A. The yaw moment can be calculated based on the angle A, the wind strength, and the longitudinal distance between the point of wind action and the ship's center of gravity.

[0079] The wind-driven yaw moment is calculated using the following formula:

[0080]

[0081] in, Due to wind force, This is the longitudinal distance between the point of application of the wind force and the ship's center of gravity. The angle between the wind direction and the current heading. This refers to the yaw moment caused by the wind.

[0082] S240. Determine the yaw moment of the current force based on the angle between the direction of the current force and the current course, the magnitude of the current force, and the longitudinal distance between the point of application of the current force and the center of gravity of the ship.

[0083] Specifically, after obtaining the longitudinal distance between the point of application of the current force and the ship's center of gravity, the yaw moment of the current force needs to be determined based on the angle between the direction of the current force and the current course, the magnitude of the current force, and the longitudinal distance between the point of application of the current force and the ship's center of gravity. The longitudinal distance between the point of application of the current force and the ship's center of gravity is the lever arm of the current force. Based on the angle between the direction of the current force and the current course and the magnitude of the current force, the magnitude of the force acting on the current force in the direction perpendicular to the ship can be calculated, and thus the yaw moment of the current force can be calculated.

[0084] The current-driven yaw moment is calculated using the following formula:

[0085]

[0086] in, For the magnitude of the flow force, This is the longitudinal distance between the point of application of the fluid force and the ship's center of gravity. The angle between the direction of the current flow and the current heading. This is the yaw moment caused by the current.

[0087] S250. Determine the total yaw moment based on the sum of the wind-driven yaw moment and the current-driven yaw moment.

[0088] Specifically, after calculating the wind-driven yaw moment and the current-driven yaw moment, the total yaw moment can be calculated based on these two moments. The total yaw moment is the vector sum of the wind-driven yaw moment and the current-driven yaw moment, and both have directionality. Specifically, the wind-driven yaw moment and the current-driven yaw moment may be in the same direction or in opposite directions. For example, in this embodiment of the invention, the moment can be defined as positive in the clockwise direction and negative in the counterclockwise direction.

[0089] The total yaw moment is calculated using the following formula:

[0090]

[0091] in, For the total yaw moment, For wind-driven yaw moment, This is the yaw moment caused by the current.

[0092] S260. Determine the feedback torque based on the difference between the current heading and the target heading.

[0093] S270. Determine the steering gear direction angle based on the total yaw moment and feedback moment, and control the ship to adjust to the target course based on the steering gear direction angle.

[0094] Optional, Figure 4 A flowchart illustrating another ship control method provided in this embodiment of the invention. Based on the above embodiments, see [link to relevant documentation]. Figure 4The ship control method provided in this embodiment of the invention includes:

[0095] S310. Obtain the ship's current heading, target heading, wind strength, wind direction, current strength, and current direction.

[0096] S320. Determine the total yaw moment based on the current heading, wind strength, wind direction, current strength, and current direction.

[0097] S330. Determine the heading error based on the difference between the current heading and the target heading, and map the heading error to a preset range.

[0098] Specifically, before determining the feedback torque, it is necessary to first determine the ship's current heading error based on the current heading and the target heading. This error is the angle of deviation between the ship's current heading and the target heading. The heading error can be determined by subtracting the current heading from the target heading.

[0099] The heading error is calculated using the following formula:

[0100]

[0101] in, For the target course, For the current course, This represents the heading error at the current moment.

[0102] Specifically, after calculating the ship's heading error, it is necessary to normalize the heading error and map it to a preset range. For example, the normalization method could be as follows: if the heading error is greater than 180°, subtract 360° from the heading error and map it to the preset range; if the heading error is less than -180°, subtract 360° from the heading error and map it to the preset range. The preset range can be greater than or equal to -180° and less than or equal to 180°.

[0103] S340, The feedback torque is determined by proportional, integral and derivative adjustments to the heading error.

[0104] Specifically, after normalizing and mapping the heading error to a preset range, PID control of the heading error is required to calculate the feedback torque needed to correct it. This can be achieved by proportionally amplifying, integrating, and differentiating the heading error to determine the required feedback torque.

[0105] The feedback torque is calculated using the following formula:

[0106]

[0107]

[0108] in, The heading error at the current moment, This is the sum of the heading errors at the first n time steps. This represents the heading error from the previous moment. This is the sum of the heading errors at the first n-1 time steps. For feedback torque, This is the proportionality coefficient. The integral coefficient is... These are the differential coefficients. The sampling time is n, where n is an integer greater than or equal to 2.

[0109] When adjusting the yaw error using PID control, it is necessary to prevent integral saturation during the summation of the integral terms. The proportional, integral, and derivative coefficients can be determined through simulation or experimentation. For example, the proportional coefficient can be 0.5, the integral coefficient can be 0.1, and the derivative coefficient can be 0.2.

[0110] S350: Determine the steering gear direction angle based on the total yaw moment and feedback moment, and control the ship to adjust to the target course based on the steering gear direction angle.

[0111] Optional, Figure 5 A flowchart illustrating another ship control method provided in this embodiment of the invention. Based on the above embodiments, see [link to relevant documentation]. Figure 5 The ship control method provided in this embodiment of the invention includes:

[0112] S410: Obtain the ship's current heading, target heading, wind speed, wind direction, current strength, and current direction.

[0113] S420. Determine the total yaw moment based on the current heading, wind strength, wind direction, current strength, and current direction.

[0114] S430. Determine the feedback torque based on the difference between the current heading and the target heading.

[0115] S440: Obtain the steering force of the ship, and the longitudinal distance between the ship's steering gear and the ship's center of gravity.

[0116] Specifically, after determining the ship's total yaw moment and feedback moment, it is also necessary to obtain the ship's current total rudder force and the longitudinal distance from the rudder to the ship's center of gravity. The longitudinal distance from the rudder to the ship's center of gravity is the lever arm of the rudder force at this moment.

[0117] S450: Determine the total required rudder torque based on the feedback torque and the total yaw torque.

[0118] Specifically, the total yaw moment is the torque generated by the interference of wind and current forces on the ship as it travels on the water. The feedback moment is determined by the error in the ship's deviation from the target course at that moment, and is the torque required to correct this error. When calculating the total required rudder moment, the total required rudder moment needs to counteract the interference of wind and current forces on the ship; therefore, the total required rudder moment is opposite to the total yaw moment. On the other hand, the total required rudder moment also needs to correct the ship's course error. Therefore, the total required rudder moment needs to be supplemented by the feedback moment after counteracting the total yaw moment to correct the ship's course error.

[0119] The total required rudder torque is calculated using the following formula:

[0120]

[0121] in, For the total yaw moment, For feedback torque, This is the total required rudder torque.

[0122] S460. Determine the steering gear direction angle based on the total required steering torque, the longitudinal distance between the ship's steering gear and the ship's center of gravity, and the ship's steering gear force.

[0123] Specifically, after determining the total required rudder torque, the lateral force of the rudder can be determined based on the total required rudder torque and the longitudinal distance between the rudder and the ship's center of gravity. The lateral force of the rudder is the decomposition of the rudder force into a force perpendicular to the ship's direction of travel. Then, based on the lateral force and the rudder force, the required rudder angle for the ship to travel along the target course is determined.

[0124] Optionally, the steering gear directional angle can be determined based on the total required steering torque, the longitudinal distance between the ship's steering gear and the ship's center of gravity, and the ship's steering gear force, including:

[0125] The lateral force of the steering gear is determined by the ratio of the total required steering torque to the longitudinal distance between the steering gear and the ship's center of gravity; the steering gear direction angle is determined by the ratio of the lateral force to the steering gear force.

[0126] Specifically, to determine the total required rudder torque to counteract the interference of wind and current on the ship and to correct for ship errors, the rudder lateral force can be determined based on the total required rudder torque and the longitudinal distance between the rudder and the ship's center of gravity. The rudder lateral force is equal to the ratio of the total required rudder torque to the rudder lever arm. In other words, the rudder lateral force is calculated based on the ratio of the total required rudder torque to the longitudinal distance between the rudder and the ship's center of gravity.

[0127] The lateral force of the servo motor is calculated using the following formula:

[0128]

[0129] in, The total required rudder torque, This is the longitudinal distance between the ship's steering gear and the ship's center of gravity. This is the lateral force of the servo motor.

[0130] Specifically, after determining the lateral force of the steering gear, the steering angle can be determined based on the ratio of the steering force to the lateral force. The steering force is fixed; once the required lateral force is determined, the steering angle can be calculated using this ratio. This ratio is the sine of the angle between the steering force direction and the lateral force direction. The angle between these two directions is then determined based on this sine value.

[0131] The servo direction angle is calculated using the following formula:

[0132] in, For the lateral force of the servo motor, For servo force, This refers to the servo motor's direction angle.

[0133] This invention calculates the total required rudder torque to counteract the interference of the total yaw torque caused by wind and current forces on the ship and to correct the ship's current error. Then, the rudder direction angle of the ship is determined by the total required rudder torque, thereby ensuring that the ship can strictly follow the target course, reducing the risk of deviation, avoiding human error, improving the accuracy of ship navigation, and eliminating the need for manual control, thus reducing labor costs.

[0134] This invention also provides a ship control device. Figure 6 This is a schematic diagram of a ship control device provided in an embodiment of the present invention. Based on the above embodiments, as follows... Figure 6 As shown, the ship's control device 100 includes:

[0135] The data acquisition module 10 is used to acquire the ship's current course, target course, wind strength, wind direction, current strength, and current direction.

[0136] The total yaw moment determination module 20 is used to determine the total yaw moment based on the current heading, wind strength, wind direction, current strength, and current direction.

[0137] The feedback torque determination module 30 is used to determine the feedback torque based on the difference between the current heading and the target heading;

[0138] The steering gear direction angle determination module 40 is used to determine the steering gear direction angle based on the total yaw moment and the feedback moment, and to control the ship to adjust to the target course based on the steering gear direction angle.

[0139] This invention, through a total yaw moment determination module, determines the total yaw moment caused by wind and current forces on the ship. A feedback moment determination module determines the feedback basis needed to correct the ship's current course error. Finally, a rudder direction angle determination module determines the rudder direction angle based on the total yaw moment and the feedback moment. This ensures the ship can strictly follow the target course, reducing the risk of deviation, avoiding human error, improving the accuracy of navigation, and eliminating the need for manual control, thus reducing labor costs.

[0140] The ship control device provided in the embodiments of the present invention can execute the ship control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0141] Based on the same inventive concept, embodiments of the present invention also provide a ship control system, including the ship control device described above. The ship control system provided by the embodiments of the present invention can achieve the same technical effects as the ship control device provided by the embodiments of the present invention, and will not be repeated here.

[0142] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A method for controlling a ship, characterized in that, include: The vessel's current course, target course, wind strength, wind direction, current strength, and current direction are obtained. The total yaw moment is determined based on the current heading, wind strength, wind direction, current strength, and current direction. The feedback torque is determined based on the difference between the current heading and the target heading; The steering gear direction angle is determined based on the total yaw moment and the feedback moment, and the ship is controlled to adjust to the target course based on the steering gear direction angle. The step of determining the total yaw moment based on the current heading, the wind magnitude, the wind direction, the current magnitude, and the current direction includes: Obtain the longitudinal distance between the point of application of wind force and the center of gravity of the ship, and the longitudinal distance between the point of application of current force and the center of gravity of the ship; The wind yaw moment is determined based on the angle between the wind direction and the current course, the wind magnitude, and the longitudinal distance between the point of wind action and the ship's center of gravity. The yaw moment is determined based on the angle between the direction of the current flow and the current course, the magnitude of the current flow, and the longitudinal distance between the point of application of the current flow and the center of gravity of the ship. The total yaw moment is determined based on the sum of the wind-driven yaw moment and the current-driven yaw moment; The formula for calculating the wind yaw moment is: The formula for calculating the hydrodynamic yaw moment is: The formula for calculating the total yaw moment is: in, Due to wind force, This is the longitudinal distance between the point of application of the wind force and the ship's center of gravity. The angle between the wind direction and the current heading. For wind-driven yaw moment, For the magnitude of the flow force, This is the longitudinal distance between the point of application of the fluid force and the ship's center of gravity. The angle between the direction of the current flow and the current heading. For the yaw moment caused by the current, The total yaw moment; The step of determining the feedback torque based on the difference between the current heading and the target heading includes: The heading error is determined based on the difference between the current heading and the target heading, and the heading error is mapped to a preset range. The feedback torque is determined by proportional, integral, and derivative adjustments to the heading error; The step of determining the servo direction angle based on the total yaw moment and the feedback moment includes: Obtain the steering force of the vessel, and the longitudinal distance between the steering gear and the center of gravity of the vessel; The total required rudder torque is determined based on the feedback torque and the total yaw torque. The steering gear direction angle is determined based on the total required steering torque, the longitudinal distance between the ship's steering gear and the ship's center of gravity, and the ship's steering gear force.

2. The control method according to claim 1, characterized in that, The formula for calculating the heading error is: The formula for calculating the feedback torque is: in, For the target course, For the current course, The heading error at the current moment, This is the sum of the heading errors at the first n time steps. This represents the heading error from the previous moment. This is the sum of the heading errors at the first n-1 time points. For feedback torque, This is the proportionality coefficient. The integral coefficient is... The differential coefficients are... The sampling time is n, where n is an integer greater than or equal to 2.

3. The control method according to claim 1, characterized in that, The step of determining the steering gear direction angle based on the total required steering torque, the longitudinal distance between the ship's steering gear and the ship's center of gravity, and the ship's steering gear force includes: The lateral force of the steering gear is determined based on the ratio of the total required steering torque to the longitudinal distance between the steering gear and the ship's center of gravity. The servo direction angle is determined based on the ratio of the servo lateral force to the servo force.

4. The control method according to claim 3, characterized in that, The formula for calculating the total required rudder torque is as follows: The formula for calculating the lateral force of the servo motor is: The formula for calculating the servo motor direction angle is: in, For the total yaw moment, For feedback torque, The total required rudder torque, This is the longitudinal distance between the ship's steering gear and the ship's center of gravity. For the servo motor's lateral force, For servo force, This refers to the servo motor's direction angle.

5. A ship control device, characterized in that, For performing the ship control method according to any one of claims 1-4, the ship control device comprises: The data acquisition module is used to acquire the ship's current course, target course, wind force, wind direction, current force, and current direction; The total yaw moment determination module is used to determine the total yaw moment based on the current heading, the wind magnitude, the wind direction, the current magnitude, and the current direction. The feedback torque determination module is used to determine the feedback torque based on the difference between the current heading and the target heading; The steering gear direction angle determination module is used to determine the steering gear direction angle based on the total yaw moment and the feedback moment, and to control the ship to adjust to the target course based on the steering gear direction angle.

6. A ship control system, characterized in that, Includes the ship control device as described in claim 5.

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