A dual-gyroscope-based adaptive control method and device for reducing rolling

Abstract

The application relates to a double-gyroscope-based anti-rolling adaptive control method and device, the adaptive control method constructs a real-time updated'sea wave-ship-double gyroscope' coupled dynamic model, introduces online identification of ship roll parameters, and explicitly writes constraints such as physical limits, damping and maximum torque of a double-gyroscope actuator into a control law; the two gyroscopes are symmetrically arranged and have opposite precession directions, so that bow roll moments cancel each other out and roll moments are superposed, thereby improving the anti-rolling efficiency; PID, fuzzy adaptive PID and model predictive control strategies are adaptively selected according to the roll amplitude, sea state uncertainty and actuator working state, and adaptive switching is performed; control instructions are calculated based on the selected strategy and the updated model, and physical constraint processing such as torque saturation and angle amplitude limiting is performed; and safe instructions are output to drive the gyroscopes to generate anti-rolling torques. The application can adapt to different working conditions and maintain efficient and stable active anti-rolling performance and anti-rolling effects under various working conditions.

Description

Technical Field

[0001] This invention relates to the field of ship roll reduction and attitude control technology, and in particular to a roll reduction adaptive control method and device based on dual gyroscopes. Background Technology

[0002] Small vessels operating in coastal waters are easily affected by random wave excitation, resulting in significant rolling. This not only affects the comfort of the crew but also threatens the safety of the vessel during navigation. Commonly used anti-roll devices on ships, such as anti-roll fins and anti-roll tanks, are highly dependent on the vessel's speed, are less effective at low speeds, and have limitations.

[0003] Furthermore, existing passive gyro roll reduction devices generally use fixed parameter models and do not identify the changes in roll parameters of ships under different loads online. They also do not incorporate the physical limits, damping, saturation and other actuator characteristics of the control moment gyroscope into the control law design. Moreover, they lack the utilization of the coupling torque characteristics generated by the opposite precession directions of the two gyroscopes. As a result, existing gyro roll reduction devices have unstable roll reduction performance in complex sea conditions and are difficult to adapt to different working conditions. Summary of the Invention

[0004] The purpose of this invention is to solve the problems mentioned in the background art and to provide a roll reduction adaptive control method and device based on dual gyroscopes.

[0005] To achieve the above objectives, the technical solution of the present invention is as follows:

[0006] A roll reduction adaptive control method based on dual gyroscopes, the method comprising the following steps:

[0007] Step 1: The system starts up and initializes parameters;

[0008] Step 2: Real-time acquisition of the ship's roll angle φ and roll velocity φ' signals, and filtering and preprocessing of the signals to suppress high-frequency noise and sensor drift; at the same time, based on sea state information or a preset wave spectrum, estimate the wave excitation torque as an environmental disturbance input;

[0009] Step 3: Based on the ship roll motion signal, environmental disturbance signal and gyro torque, identify the parameters of the ship roll dynamics model online, and dynamically update the estimated values ​​of the model parameters I_hat(t), B_hat(t), and C_hat(t) according to the identification results;

[0010] Step 4: Establish an equivalent dynamic model of the dual gyroscope actuator and identify the parameters of the equivalent dynamic model;

[0011] Step 5: Combining the estimated parameters of the ship roll dynamics model obtained in Step 3 and the equivalent dynamic model parameters of the actuator obtained in Step 4, construct a real-time updated "wave-ship-gyroscope" coupled dynamics model that includes the ship roll equation, the dual gyroscope coupling torque term, and the physical constraints of the actuator.

[0012] Step 6: Based on the current roll angle amplitude, sea state uncertainty index, and actuator saturation, adaptively select or combine control strategies through mode switching logic with hysteresis characteristics. The control strategies include PID control, fuzzy adaptive PID control, and model predictive control (MPC).

[0013] Step 7: Combine the coupled dynamics model updated in Step 5 and the control strategy selected in Step 6 to calculate the initial control command u, and explicitly introduce the precession angle range, the upper limit of the precession angular velocity, the maximum torque limit and the anti-integral saturation mechanism to perform physical constraint processing on the control command u;

[0014] Step 8: Output the final control command u processed in step 7 to the precession motor of the dual gyroscopes to drive the gyroscopes to generate gyro torque Mgyro, which acts on the hull to reduce rolling.

[0015] Step 9: Monitor the system status in real time and determine whether the system is normal: If normal, return to step 2 and continue closed-loop control; if abnormal, execute degraded control or shutdown protection.

[0016] In one embodiment, the logic for adaptively selecting the control strategy in step 6 includes:

[0017] If the roll angle amplitude is less than the first threshold and the actuator is not saturated, then PID control is selected;

[0018] If the roll angle amplitude is greater than or equal to the first threshold, or if the sea conditions deteriorate, the system will automatically switch to or weight the system to fuzzy adaptive PID control.

[0019] In special operating conditions, model predictive control (MPC) is used.

[0020] In one embodiment, the PID control uses roll angle and roll rate as feedback.

[0021] In one embodiment, the fuzzy adaptive PID control uses the roll angle error and the roll angle error change rate as fuzzy inputs to adjust the PID parameters online.

[0022] In one embodiment, the model predictive control (MPC) predicts the roll response in the future time domain, optimizes the input torque online, and explicitly considers the upper limit of the gyro torque and the precession angle constraint.

[0023] In one embodiment, the parameter initialization in step 1 includes: setting the initial values ​​of parameters I, B and C, setting the physical limit parameters of the dual gyroscope, setting the initial parameters of PID control, fuzzy adaptive PID control and model predictive control (MPC), setting the mode switching threshold, sea state energy index calculation parameters and the initial membership degree of the fuzzy PID rules.

[0024] In one embodiment, in step 3, the ship's roll dynamics model is established as follows:

[0025] Iφ”+Bφ'+Cφ=M wave +M gyro

[0026] Based on the ship roll dynamics model, using the preprocessed roll angle φ, roll angular velocity φ' from step 2, the environmental disturbance input, and the gyroscopic torque M, gyro The data is processed using recursive least squares (RLS) or adaptive filtering algorithms to identify the parameters of the ship roll dynamics model, namely roll moment of inertia I, damping coefficient B, and restoring moment coefficient C, online. Based on the results of the online identification, the corresponding estimated values ​​of roll moment of inertia I_hat(t), damping coefficient B_hat(t), and restoring moment coefficient C_hat(t) are indirectly estimated.

[0027] Among them, the rolling torque M generated by the dual gyroscopes gyro This includes the coupling torque term generated by the two gyroscopes in opposite precession directions, which causes the yaw torque to cancel out and the roll torque to superimpose.

[0028] In one embodiment, in step 4, the dual gyroscope device, together with the precession motor, limit mechanism, damping element, etc., is treated as a whole actuator, and an equivalent dynamic model is obtained by modeling it.

[0029]

[0030] Based on experimental or operational data, the parameters K of the equivalent dynamic model are identified using least squares or frequency domain fitting methods. g ,τ and ζ,

[0031] The equivalent dynamic model further includes the equivalent stiffness and damping terms when the limiting mechanism is in contact.

[0032] This invention also provides the following technical solutions:

[0033] A roll reduction device based on dual gyroscopes, comprising two gyroscopes, an attitude sensor, a wave tilt angle measurement and estimation module, a drive module, and a controller. The two gyroscopes are symmetrically arranged and have opposite precession directions. The attitude sensor is used to detect the ship's roll angle and roll rate. The wave tilt angle measurement and estimation module is used to measure or estimate the wave tilt angle. The drive module is used to drive the two gyroscopes. The controller executes any of the adaptive control methods described above.

[0034] In one embodiment, each gyroscope includes a rotor, a spin axis, a precession frame, a precession shaft, and a precession motor. The precession frame is provided with a limiting mechanism to limit the precession angle of the gyroscope within a preset range. Each gyroscope also includes a damping element in the drive link of the precession motor to provide damping for the precession motion.

[0035] The limiting mechanism is configured as a mechanical stop and an elastic buffer, or the limiting mechanism is configured as a mechanical stop and a hydraulic damper.

[0036] Effects of the invention:

[0037] This invention claims a dual-gyroscope-based adaptive control method and device for roll reduction. By integrating the dual-gyroscope mechanical structure with the adaptive control strategy, the mechanical structure incorporates physical limits and damping, achieving both roll reduction effectiveness and improved safety and engineering feasibility. It is suitable for roll suppression in small and medium-sized vessels under random wave conditions. By introducing online identification combined with equivalent transfer function identification of the actuator, changes in ship parameters and actuator physical constraints are explicitly considered at the control level, improving control accuracy and robustness. The control algorithm possesses multimodal adaptive capability, automatically adjusting or switching between PID, fuzzy adaptive PID, and MPC strategies based on roll angle and sea state, adapting to different operating conditions and maintaining efficient and stable active roll reduction performance under various conditions. Signal preprocessing and wave disturbance modeling improve the quality of measurement signals, making the adaptive algorithm more stable and reliable. This invention is the first to integrate the opposite precession coupling torque of dual gyroscopes, online identification, actuator physical constraints, and multimodal adaptive control into a single design, realizing an engineering-feasible active roll reduction system for ships. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the 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.

[0039] Figure 1 This is a flowchart illustrating the adaptive control method for roll reduction provided in an embodiment of the present invention.

[0040] Figure 2 This is a framework diagram of a sway reduction adaptive control method provided in an embodiment of the present invention;

[0041] Figure 3 This is a schematic diagram of the anti-sway device provided in an embodiment of the present invention;

[0042] Figure 4 This is a perspective view of a rocking reduction device provided in an embodiment of the present invention.

[0043] Reference numerals: 100, anti-roll device; 10, gyroscope; 11, rotor; 12, rotation axis; 13, precession frame; 20, attitude sensor; 30, controller; 40, mechanical stop; 50, drive module. Detailed Implementation

[0044] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0045] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected to" another component, it can be directly connected to the other component or there may be an intermediate component present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this specification are for illustrative purposes only and do not represent the only possible implementation.

[0046] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0047] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0048] Unless otherwise defined, all technical and scientific terms used in this specification have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used in this specification includes any and all combinations of one or more of the associated listed items.

[0049] Please see Figure 1 and Figure 2 An embodiment of the present invention provides a roll reduction adaptive control method based on dual gyroscopes. The adaptive control method includes:

[0050] In step 1, the system starts up and performs parameter initialization.

[0051] The parameter initialization includes: setting the initial values ​​of parameters I, B and C; setting the physical limit parameters of the dual gyroscopes; setting the initial parameters of PID control, fuzzy adaptive PID control and model predictive control (MPC); setting the mode switching threshold, sea state energy index calculation parameters and the initial membership degree of the fuzzy PID rules.

[0052] In step 2, the ship's roll angle φ and roll velocity φ' signals are acquired in real time by attitude sensors, and the signals are filtered and preprocessed to suppress high-frequency noise and sensor drift. At the same time, based on sea state information or a preset wave spectrum (such as the JONSWAP spectrum), the wave tilt angle or wave excitation torque is estimated as an input for environmental disturbance.

[0053] The filtering preprocessing includes low-pass filtering or Kalman filtering.

[0054] In step 3, based on the ship's roll motion signal, environmental disturbance signal, and gyro torque, the parameters of the ship's roll dynamics model are identified online, and the estimated values ​​of the model parameters I_hat(t), B_hat(t), and C_hat(t) are dynamically updated according to the identification results.

[0055] The ship's roll dynamics model is established as follows:

[0056] Iφ”+Bφ'+Cφ=M wave +M gyro

[0057] Where φ” represents the roll acceleration, that is, the second derivative of the roll angle φ.

[0058] Based on the ship roll dynamics model, using the preprocessed roll angle φ, roll angular velocity φ' from step 2, environmental disturbance input (wave tilt angle or wave excitation torque), and gyroscopic torque M, gyro The data is used to identify the parameters of rotational inertia I, damping coefficient B, and restoring moment coefficient C of the ship roll dynamics model online in real time using recursive least squares (RLS) or adaptive filtering algorithms. Based on the results of the online identification, the corresponding estimated values ​​of rotational inertia I_hat(t), damping coefficient B_hat(t), and restoring moment coefficient C_hat(t) are indirectly estimated.

[0059] Among them, the rolling torque M generated by the dual gyroscopes gyro This includes the coupling torque term generated by the two gyroscopes in opposite precession directions, which causes the yaw torque to cancel out and the roll torque to superimpose.

[0060] Gyro torque M gyro =H·Ω·sin(β), where H is the gyro angular momentum, Ω is the precession angular velocity, and β is the precession angle.

[0061] In step 4, an equivalent dynamic model of the dual gyroscope actuator is established, and its equivalent dynamic model parameters are identified.

[0062] Specifically, the dual gyroscope, along with the precession motor, limit mechanism, damping element, etc., are treated as a whole dual gyroscope actuator, and an equivalent dynamic model is obtained by modeling it:

[0063]

[0064] Among them, K g ζ represents gain; τ represents time constant; and ζ represents damping ratio. This model represents the transition from control command u (such as precession velocity command or current command) to output gyroscopic torque M. gyro The transfer function or state-space model.

[0065] On a prototype or simulation platform, typical inputs, including step jumps and sinusoidal sweeps, are applied to the actuator. Based on experimental or operational data, and by outputting torque or precession angle response curves, the parameters K of the equivalent dynamic model are identified using least squares or frequency domain fitting methods. g , τ and ζ.

[0066] Furthermore, the equivalent dynamic model includes the equivalent stiffness and damping terms when the limiting mechanism is in contact.

[0067] When the precession angle β contacts the mechanical limit mechanism, additional stiffness K_lim and damping D_lim are introduced into the equivalent model to cause an observable abrupt change in the output torque, which serves as the input for control constraints.

[0068] Thus, by identifying parameters, a dynamic model of the actuator that takes into account physical limits and damping characteristics is obtained, providing a foundation for subsequent controller design.

[0069] In step 5, combining the estimated ship roll dynamics model parameters I_hat(t), B_hat(t), and C_hat(t) from step 3 with the equivalent dynamic model parameters Kg, τ, and ζ of the actuator obtained in step 4, a real-time updated "wave-ship-gyroscope" coupled dynamics model is constructed, including the ship roll equation, the dual-gyroscope coupling torque term, and the physical constraints of the actuator. The physical constraints of the gyroscope actuator include precession angle range, maximum torque, and upper limit of precession velocity.

[0070] By constructing a real-time updated coupled dynamic model of "wave-ship-dual gyroscope", online identification of ship roll parameters (inertial torque I, damping torque B, restoring torque C) is introduced, and constraints such as physical limits, damping, and maximum torque of the dual gyroscope actuator are explicitly written into the control law.

[0071] The controller adjusts parameters and selects control strategies based on the "wave-ship-gyroscope" coupled dynamics model, so that the control algorithm matches the actual dynamic characteristics under the current working conditions.

[0072] In step 6, based on the current roll angle amplitude, sea state uncertainty index, and actuator saturation level, a control strategy is adaptively selected or combined through mode switching logic with hysteresis characteristics. The control strategies include PID control, fuzzy adaptive PID control, and model predictive control (MPC).

[0073] The controller sets the control mode switching logic based on the roll angle amplitude, its trend, and the actuator saturation level. Specifically, the logic for adaptively selecting the control strategy is as follows:

[0074] If the roll angle amplitude is less than the first threshold and the actuator is not saturated, then PID control with a smaller computational load should be selected.

[0075] If the roll angle amplitude is greater than or equal to the first threshold, i.e., the roll angle amplitude increases, or the sea state deteriorates, the system will automatically switch to or weight the system to fuzzy adaptive PID control.

[0076] In special operating conditions, model predictive control (MPC) is used to achieve better roll reduction performance. Special operating conditions include simulations or scenarios with extremely high control performance requirements.

[0077] The adaptive selection control strategy logic involves the following formula:

[0078] S=k1·|φ|+k2·|φ'|+k3·sea state energy

[0079] Where |φ| represents the roll angle amplitude; when S<T1, PID control is adopted; when T1≤S<T2, fuzzy adaptive PID control is adopted; when S≥T2, Model Predictive Control (MPC) is adopted.

[0080] For PID control, the roll angle and roll angular velocity are used as feedback to realize a fast and stable basic anti-rolling function. Conventional PID control is applicable to working conditions with stable sea states and small roll amplitudes.

[0081] For fuzzy adaptive PID control, the roll angle error and the rate of change of the roll angle error are used as fuzzy inputs to adjust PID parameters online. Fuzzy adaptive PID control is applicable to working conditions with greatly varying sea states and high model uncertainty. As the main control strategy most of the time, it can maintain good anti-rolling performance and anti-interference capability under different loads and sea states.

[0082] For Model Predictive Control (MPC), in the simulation phase, Model Predictive Control (MPC) can be used to predict the roll response in the future time domain, optimize the input torque online, and explicitly consider the upper limit of gyroscopic torque and precession angle constraints, etc. Model Predictive Control (MPC) is applicable to scenarios with extremely high requirements for control performance. Subsequently, the MPC strategy can be trimmed according to hardware resources or used for offline optimization of fuzzy / PID parameters.

[0083] In step 7, the initial control command u is calculated by combining the coupled dynamics model updated in step 5 and the control strategy selected in step 6, and physical constraint processing is performed on the control command u by explicitly introducing the precession angle range, the upper limit of precession angular velocity, the maximum torque limit and the anti-integral saturation mechanism.

[0084] Specifically, a torque saturation module is set at the control output end to limit the gyro output torque not to exceed the allowable range of machinery and structure. An angle limiting module and an angular velocity limiting module are arranged in the precession angle control link to prevent impact caused by entering the mechanical limit position or excessively fast precession. For the PID controller, an anti-integral saturation mechanism is set to prevent the system from instability caused by continuous accumulation of integral terms when the actuator is saturated.

[0085] In step 8, the final control command u (such as the expected precession angle / angular velocity or motor current command) processed in step 7 is sent to the precession motors of the dual gyros, so as to drive the gyros to generate the gyroscopic torque M gyro to act on the hull for anti-rolling, counteracting part of the wave excitation torque and reducing the roll angle amplitude.

[0086] In step 9, the system status is monitored in real time to determine if the system is normal: if normal, return to step 2 and continue closed-loop control; if abnormal, execute degraded control or shutdown protection. Real-time monitoring includes the gyroscope's operating parameters, such as temperature, speed, and current. The control process operates continuously in a closed loop, achieving adaptive roll reduction control for the ship's roll motion under random ocean waves.

[0087] In summary, the ship's actual roll response is used to identify the ship's roll dynamic parameters online. Then, based on the identification results, the "wave-ship-gyroscope" coupling model is modified in real time, and an equivalent transfer function model is established for the dual-gyroscope actuator. Then, based on the roll angle error, sea state intensity, and actuator constraints, control strategies such as PID, fuzzy adaptive PID, and MPC are adaptively selected or adjusted to achieve optimal roll reduction under multiple operating conditions. Finally, the physical constraints of the gyroscope actuator are explicitly considered at the control level, and the system's safety and stability are ensured through torque saturation, angular velocity limiting, and anti-integral saturation mechanisms.

[0088] like Figure 3 and Figure 4 As shown, the present invention also provides a roll reduction device 100 based on dual gyroscopes. The roll reduction device 100 includes gyroscopes 10, attitude sensors 20, wave tilt angle measurement and estimation modules, controllers 30, and drive modules 50. The number of gyroscopes 10 is two, and the two gyroscopes 10 are arranged symmetrically with opposite precession directions. The attitude sensor 20 is used to detect the roll angle and roll rate of the ship. The wave tilt angle measurement and estimation module is used to measure or estimate the wave tilt angle. The motor drive module 50 is used to drive the two gyroscopes 10. The controller 30 executes any of the above adaptive control methods.

[0089] The attitude sensor 20 is installed near the ship's center of gravity and outputs the roll angle and roll rate in real time. Each gyroscope 10 has an angle encoder or angle sensor on its precession axis to acquire the precession angle in real time. The current / voltage sampling of the precession motor is used to estimate the actual output torque. After acquiring the above sensor data, the controller 30 calculates the precession motor command according to the control strategy. The controller 30 can be an embedded control board.

[0090] Each gyroscope 10 includes a rotor 11, a spin axis 12, a precession frame 13, and a precession shaft. Two gyroscopes 10 are arranged longitudinally along the hull, with their rotor 11's spin axes 12 arranged parallel or symmetrically, and the two rotors 11 rotating in opposite directions. The precession shafts of the two gyroscopes 10 are parallel and their precession directions are opposite, so that the torques of the gyroscopes 10 generated along the bow axis cancel each other out, while the anti-roll torques of the gyroscopes 10 generated along the roll axis are superimposed.

[0091] A limit mechanism is provided on the precession frame 13. The limit mechanism is used to limit the precession angle of the gyroscope 10 within a preset range to prevent the gyroscope 10 from precessing into the singular region. The limit mechanism is configured as a mechanical stop 40 and an elastic buffer, or as a mechanical stop 40 and a hydraulic damper.

[0092] Each gyroscope 10 also includes a precession motor, and a damping element is provided in the drive link of the precession motor to provide damping for the precession motion. The damping element can be a friction damping element or a hydraulic damping element to form an equivalent viscous damping to suppress the mechanical shock generated by high-frequency control commands during precession.

[0093] The parameters of the limiting mechanism and damping elements, such as stroke length, stiffness, and damping coefficient, can be selected according to the design conditions of small ships to ensure that the maximum gyro torque is matched with the structural strength of the hull and the safe tilt angle.

[0094] This configuration adds physical constraints and mechanical limits. Considering the combined effect of the physical constraints and mechanical limits of the gyroscope 10 actuator in the control strategy, it protects the hardware and provides constraint boundaries for the adaptive control method, enabling the dual gyroscope 10 system to achieve optimal performance within safety limits. This invention is the first to integrate the opposite precession coupling torque of dual gyroscopes, online identification, actuator physical constraints, and multimodal adaptive control into a single design, realizing an engineering-ready active roll reduction system for ships.

[0095] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0096] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the patent protection scope of the present invention should be determined by the appended claims.

Claims

1. A roll reduction adaptive control method based on dual gyroscopes, characterized in that, The adaptive control method includes the following steps: Step 1: The system starts up and initializes parameters; Step 2: Real-time acquisition of the ship's roll angle φ and roll velocity φ' signals, and filtering and preprocessing of the signals to suppress high-frequency noise and sensor drift; at the same time, based on sea state information or a preset wave spectrum, estimate the wave excitation torque as an environmental disturbance input; Step 3: Based on the ship roll motion signal, environmental disturbance signal and gyro torque, identify the parameters of the ship roll dynamics model online, and dynamically update the estimated values ​​of the model parameters, including moment of inertia I_hat(t), damping coefficient B_hat(t) and restoring moment coefficient C_hat(t), according to the identification results. Step 4: Establish an equivalent dynamic model of the dual gyroscope actuator and identify the parameters of the equivalent dynamic model; Step 5: Combining the estimated parameters of the ship roll dynamics model obtained in Step 3 and the equivalent dynamic model parameters of the actuator obtained in Step 4, construct a real-time updated "wave-ship-gyroscope" coupled dynamics model that includes the ship roll equation, the dual gyroscope coupling torque term, and the physical constraints of the actuator. Step 6: Based on the current roll angle amplitude, sea state uncertainty index, and actuator saturation, adaptively select or combine control strategies through mode switching logic with hysteresis characteristics. The control strategies include PID control, fuzzy adaptive PID control, and model predictive control (MPC). Step 7: Combine the coupled dynamics model updated in Step 5 and the control strategy selected in Step 6 to calculate the initial control command u, and explicitly introduce the precession angle range, the upper limit of the precession angular velocity, the maximum torque limit and the anti-integral saturation mechanism to perform physical constraint processing on the control command u; Step 8: Output the final control command u processed in Step 7 to the precession motor of the dual gyroscopes to drive the gyroscopes to generate gyroscopic torque M. gyro It acts on the hull to reduce rolling; Step 9: Monitor the system status in real time and determine whether the system is normal: If normal, return to step 2 and continue closed-loop control; if abnormal, execute degraded control or shutdown protection.

2. The anti-roll adaptive control method based on dual gyroscopes according to claim 1, characterized in that, The logic for adaptively selecting the control strategy in step 6 includes: If the roll angle amplitude is less than the first threshold and the actuator is not saturated, then PID control is selected; If the roll angle amplitude is greater than or equal to the first threshold, or if the sea conditions deteriorate, the system will automatically switch to or weight the system to fuzzy adaptive PID control. In special operating conditions, model predictive control (MPC) is used.

3. The anti-roll adaptive control method based on dual gyroscopes according to claim 1, characterized in that, The PID control uses roll angle and roll rate as feedback.

4. The anti-roll adaptive control method based on dual gyroscopes according to claim 1, characterized in that, The fuzzy adaptive PID control uses the roll angle error and the roll angle error change rate as fuzzy inputs to adjust the PID parameters online.

5. The anti-roll adaptive control method based on dual gyroscopes according to claim 1, characterized in that, The model predictive control (MPC) predicts the roll response in the future time domain, optimizes the input torque online, and explicitly considers the upper limit of the gyro torque and the precession angle constraint.

6. The anti-roll adaptive control method based on dual gyroscopes according to claim 1, characterized in that, The parameter initialization in step 1 includes: setting the initial values ​​of parameters I, B and C, setting the physical limit parameters of the dual gyroscopes, setting the initial parameters of PID control, fuzzy adaptive PID control and model predictive control (MPC), setting the mode switching threshold, sea state energy index calculation parameters and the initial membership degree of the fuzzy PID rules.

7. The anti-roll adaptive control method based on dual gyroscopes according to claim 1, characterized in that, In step 3, the ship roll dynamics model is as follows: ; Based on the ship roll dynamics model, using the preprocessed roll angle φ, roll angular velocity φ' from step 2, the environmental disturbance input, and the gyroscopic torque M, gyro The data is processed using recursive least squares (RLS) or adaptive filtering algorithms to identify the parameters of the ship roll dynamics model, namely roll moment of inertia I, damping coefficient B, and restoring moment coefficient C, online. Based on the results of the online identification, the corresponding estimated values ​​of roll moment of inertia I_hat(t), damping coefficient B_hat(t), and restoring moment coefficient C_hat(t) are indirectly estimated. Among them, the roll torque generated by the dual gyroscopes This includes the coupling torque term generated by the two gyroscopes in opposite precession directions, which causes the yaw torque to cancel out and the roll torque to superimpose.

8. The anti-roll adaptive control method based on dual gyroscopes according to claim 1, characterized in that, In step 4, the dual gyroscope device, along with the precession motor, limit mechanism, damping element, etc., is treated as a whole actuator, and an equivalent dynamic model is obtained by modeling it: ; Based on experimental or operational data, the parameters of the equivalent dynamic model are identified using least squares or frequency domain fitting methods. K g , τ and ζ ; The equivalent dynamic model further includes the equivalent stiffness and damping terms when the limiting mechanism is in contact.

9. A sway reduction device based on dual gyroscopes, characterized in that, The roll reduction device (100) includes a gyroscope (10), an attitude sensor (20), a wave tilt angle measurement and estimation module, a drive module (50), and a controller (30). The number of gyroscopes (10) is two, and the two gyroscopes (10) are arranged symmetrically and have opposite precession directions. The attitude sensor (20) is used to detect the roll angle and roll rate of the ship. The wave tilt angle measurement and estimation module is used to measure or estimate the wave tilt angle. The drive module (50) is used to drive the two gyroscopes (10). The controller (30) executes the adaptive control method as described in any one of claims 1-8.

10. The anti-sway device according to claim 9, characterized in that, Each of the gyroscopes (10) includes a rotor (11), a spin axis (12), a precession frame (13), a precession shaft, and a precession motor. A limit mechanism is provided on the precession frame (13) to limit the precession angle of the gyroscope (10) within a preset range. A damping element is provided in the drive link of the precession motor to provide damping for the precession motion. The limiting mechanism is configured as a mechanical stop (40) and an elastic buffer, or the limiting mechanism is configured as a mechanical stop (40) and a hydraulic damper.

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