Dynamic ballast control system for water structure based on six-cabin coupling inversion

Abstract

The application discloses a kind of water structure dynamic ballast control systems based on six cabin coupling inversion, the system includes six cabin ballast module, sensing and execution unit, central control and calculation unit and load condition control module, through six cabin distributed layout optimization, with constraint inversion multicabin collaborative control algorithm, adaptive matrix updating mechanism and load condition automatic switching strategy, the precise control of floating platform six degrees of freedom attitude and dynamic balance maintenance are realized;The application solves the problems of insufficient inter-cabin cooperation, poor real-time response, limited attitude control dimension and other problems of traditional ballast system, significantly improves the stability, disturbance rejection capability and energy efficiency performance of the platform in complex sea conditions, and is suitable for stability control of various types of water structures such as floating wind power platform and ocean research platform.

Description

Technical Field

[0001] This invention belongs to the field of stability control technology for water engineering and floating platforms, specifically relating to a dynamic ballast control system for water structures based on six-compartment coupled inversion. Background Technology

[0002] In the field of marine engineering, floating structures are exposed to complex marine environments for extended periods, subjected to various disturbances such as wind, waves, ocean currents, and uneven loads. This can easily lead to changes in the floating body's attitude and moment imbalances, resulting in fluctuations in draft, center of gravity position, and overall stability, posing a serious challenge to the platform's safe operation. Currently, ballast regulation systems are the core equipment for maintaining the stability of floating structures. They achieve a dynamic balance between buoyancy and center of gravity distribution by injecting and draining ballast water between different ballast tanks.

[0003] Traditional ballast systems mostly employ fixed compartment structures and manual or threshold-based logic control, which suffers from drawbacks such as slow response speed and limited adjustment accuracy, and is only suitable for calm sea conditions. With the increasing size of platforms and the increasing complexity of operating conditions, this low-degree-of-freedom control method is insufficient to meet the requirements of rapid disturbance response and high-precision stability control. In recent years, active and intelligent ballast control technologies have gradually developed, and some studies have adopted algorithms such as model predictive control, proportional-integral (PI), and linear quadratic regulation (LQR) to achieve multi-compartment coordinated regulation, but many shortcomings still remain.

[0004] (1) Insufficient multi-compartment coordination: Existing technologies mostly adopt a "main ballast tank and auxiliary compensation tank" or three-compartment structure, with limited adjustment points, making it difficult to achieve multi-point coordinated adjustment, and the response zones are isolated and poorly coordinated. (2) Poor real-time response: Relying on wave prediction and finite element calculation, the response cycle is long and cannot achieve real-time dynamic attitude correction. (3) Limited attitude control dimensions: Limited to heel and roll control, failing to achieve full attitude coupling compensation such as pitch, roll, and yaw. (4) Weak anti-disturbance and dynamic recovery capabilities: No wind and wave joint disturbance compensation mechanism has been established, and stability is difficult to guarantee under multi-source interference. (5) Lack of adaptive control logic: The pump group start and stop are triggered by a fixed threshold, which cannot be adjusted according to sea state changes, and is prone to lag and misadjustment. (6) Discrete adjustment process: Ballast is only executed after the deviation exceeds the limit, and the control is intermittent, resulting in attitude fluctuations. (7) Insufficient consideration of constraints: Physical constraints such as compartment capacity, pump and valve flow rate and execution rate are not fully considered, and the control performance decreases when the compartment is saturated or some compartments fail.

[0005] From the perspective of engineering applications and safety standards, major international classification societies require ballast systems to have functions such as real-time monitoring, alarms, redundancy, and safety interlocks. However, existing solutions still have shortcomings in constraint modeling, adaptive control, and long-term reliability. Therefore, developing an intelligent ballast system with multi-compartment collaboration, adaptive adjustment, and highly reliable control characteristics has become a key direction for the development of stability control technology for deep-sea floating platforms. Summary of the Invention

[0006] To address the shortcomings of existing floating platform ballast control technologies, this invention proposes a dynamic ballast control system for floating structures based on six-compartment coupled inversion. Through structural optimization, algorithm innovation, and functional upgrades, it achieves high-precision, high-reliability, and stable control of floating platforms in complex environments.

[0007] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution:

[0008] A dynamic ballast control system for water structures based on six-compartment coupled inversion includes: a six-compartment ballast module, a sensing and execution unit, a central control and computing unit, and a load condition control module;

[0009] The six-compartment ballast module includes six independent ballast compartments, which are respectively arranged inside the left and right buoys and four columns of the above-water structure. Each ballast compartment is connected to the distribution valve group through the main pipeline to form an injection and drainage network. Each ballast compartment is equipped with a liquid level sensor, a flow sensor and a pressure sensor to monitor changes in water level, flow rate and compartment pressure in real time. Each ballast compartment is also equipped with an independent pump and valve control unit.

[0010] The sensing and execution unit includes attitude sensors and a data acquisition module arranged at the four corners and geometric center of the water structure. The attitude sensors are used to detect the six degrees of freedom attitude of the water structure and transmit it to the central control and computing unit through the data acquisition module.

[0011] The central control and computing unit embeds a six-degree-of-freedom attitude control algorithm to calculate the attitude deviation between the six-degree-of-freedom attitude detected by the attitude sensor and the target six-degree-of-freedom attitude. Based on the attitude deviation, the water volume change vector is obtained by inversion through the stiffness matrix and the hydraulic moment distribution matrix.

[0012] The load condition control module has built-in target parameter data for various typical load conditions. When a load condition switching command is detected, the water volume of each compartment is automatically allocated according to the target reference data to achieve a smooth transition and attitude maintenance during load condition switching.

[0013] According to the present invention, a dynamic ballast control system for a floating structure based on six-compartment coupling inversion is provided. The six independent ballast compartments are symmetrically distributed at the bottom of the floating structure, specifically as follows: ballast compartment (1) inside the left front pillar, ballast compartment (2) inside the pontoon, ballast compartment (3) inside the left rear pillar, ballast compartment (4) inside the right front pillar, ballast compartment (5) inside the right pontoon, and ballast compartment (6) inside the right rear pillar. The volume of each compartment is designed to be adapted to the center of gravity distribution and stability requirements of the floating structure.

[0014] The six independent ballast tanks are respectively equipped with a liquid level sensor (7) in the left front column, a liquid level sensor (8) in the float, a liquid level sensor (9) in the left rear column, a liquid level sensor (10) in the right front column, a liquid level sensor (11) in the right float and a liquid level sensor (12) in the right rear column.

[0015] The six independent ballast tanks are respectively equipped with a water pump (13) in the left front column, a water pump (14) in the pontoon, a water pump (15) in the left rear column, a water pump (16) in the right front column, a water pump (17) in the right pontoon, and a water pump (18) in the right rear column.

[0016] The six independent ballast tanks are respectively equipped with a flow meter (19) inside the left front column, a flow meter (20) inside the pontoon, a flow meter (21) inside the left rear column, a flow meter (22) inside the right front column, a flow meter (23) inside the right pontoon, and a flow meter (24) inside the right rear column.

[0017] According to the present invention, a dynamic ballast control system for a floating structure based on six-compartment coupled inversion is provided. The attitude sensor includes an inclinometer, an inertial measurement unit (IMU), and an accelerometer. The attitude sensor is used to detect the six-degree-of-freedom attitude data of the floating structure, namely pitch, roll, bow roll, sway, heave, and pitch.

[0018] According to the present invention, a dynamic ballast control system for a floating structure based on six-compartment coupling inversion is provided. The independent pump valve control unit includes a fast-response solenoid valve corresponding to the water pump, which has a speed regulation function. Multiple solenoid valves coordinate with each other through the central control and computing unit to achieve parallel injection and drainage operations.

[0019] According to the present invention, a dynamic ballast control system for a floating structure based on six-compartment coupling inversion is provided. The typical ballast conditions built into the load condition control module include self-propulsion condition, survival condition and operation condition. Each load condition corresponds to a preset target displacement, compartment water distribution ratio and attitude constraint parameters, and each load condition parameter can be customized and adjusted according to actual engineering needs.

[0020] According to the present invention, a dynamic ballast control system for a floating structure based on six-compartment coupling inversion is provided, wherein the central control and calculation unit includes a ballast adjustment calculation and control system (25), a front-end system (26), a data transmission line (27), a water pump control line (28), and a front-end communication line (29).

[0021] The data transmission line (27) is used to connect the sensing and execution unit with the ballast regulation calculation and control system (25) to realize the real-time transmission of sensing data;

[0022] The front-end communication line (29) connects the front-end system (26) and the ballast regulation calculation and control system (25) for human-machine interaction and data retention;

[0023] The water pump control circuit (28) is used by the ballast regulation calculation and control system (25) to send start, stop and speed adjustment commands to the water pump.

[0024] According to the present invention, a dynamic ballast control system for a floating structure based on six-compartment coupling inversion is provided, wherein the load adjustment calculation control system (25) is electrically connected to other attitude sensors (30), attitude inversion calculation device (31), intelligent adjustment control module (32), and model parameter optimization system (33);

[0025] The attitude inversion calculation device (31) is embedded with a six-degree-of-freedom attitude control algorithm, which is used to calculate the attitude deviation and obtain the restoring torque.

[0026] The intelligent adjustment and control module (32) is responsible for generating pump and valve control commands;

[0027] The model parameter optimization system (33) is used to dynamically update the stiffness matrix and distribution matrix;

[0028] Other attitude sensors (30) are used to detect the six degrees of freedom attitude changes of the floating platform, specifically including the angles and acceleration parameters corresponding to pitch, roll, yaw, sway, and heave, providing real-time attitude data support for the ballast adjustment calculation and control system (25).

[0029] According to the present invention, a dynamic ballast control system for a floating structure based on six-compartment coupling inversion is provided, wherein the data acquisition module is used to transmit the signals collected by attitude sensors, liquid level sensors, flow sensors and pressure sensors to the central control and computing unit in real time.

[0030] According to the present invention, a dynamic ballast control system for a floating structure based on six-compartment coupled inversion is provided, wherein the central control and computing unit is specifically used for:

[0031] The water volume change vector is obtained by inversion from the attitude deviation using the stiffness matrix and hydraulic moment distribution matrix using the following formula:

[0032]

[0033] Where Δm is the water volume change vector, J + The pseudo-inverse of the attitude-ballast coupling matrix J is given by... , Let B be the stiffness matrix, and let B be the hydraulic moment distribution matrix. The j-th column of B is determined by the bay arm of the j-th ballast tank relative to the center of gravity of the above-water structure and the waterline area of ​​the ballast tank. This is an attitude deviation.

[0034] According to the present invention, a dynamic ballast control system for a floating structure based on six-compartment coupled inversion is provided, and the optimization objective for solving the water volume change vector is expressed as follows:

[0035] ;

[0036] The first term represents the attitude correction error, the second term is the control action penalty term, which is used to balance attitude accuracy and energy consumption cost, and the parameter λ is the trade-off coefficient.

[0037] Under the conditions of satisfying the tank water volume and pump flow rate limits, the water volume change vector that minimizes attitude error and has reasonable energy consumption is obtained as the adjustment variable:

[0038] ;

[0039] Where, m min and m max These represent the minimum and maximum permissible water volumes for the compartment, respectively, with m0 being the initial water volume of the compartment. and These are the minimum and maximum allowable flow rates for the pump valve, respectively.

[0040] Compared with the prior art, the present invention has the following beneficial effects:

[0041] (1) Significantly improved stability control capability. The constrained inversion algorithm ensures that the control command is always within the feasible region, avoiding overshoot and attitude oscillation. The six-degree-of-freedom coupled control realizes coordinated correction of pitch, roll, and yaw, greatly improving the platform's stability recovery capability under wave, wind load and flow field disturbances, and the attitude error converges faster and more smoothly.

[0042] (2) Energy consumption optimization and actuator protection. By introducing energy consumption weights and valve-pump rate constraints in the inversion allocation, combined with the dynamic valve-pump matching algorithm, unnecessary injection and discharge actions and frequent start-stop are effectively reduced, energy consumption is reduced and the service life of actuators such as water pumps and solenoid valves is extended, thereby improving the economic efficiency of system operation.

[0043] (3) Flexible and versatile structural configuration. The six-compartment distributed structure is suitable for different types of floating platforms. The compartment ratio and control weight can be adjusted according to specific engineering needs, so as to achieve a smooth expansion from small-scale models to actual engineering devices without the need for major modifications to the core structure.

[0044] (4) Intelligent adaptive and continuous closed-loop control improves response accuracy. Adaptive feedback and continuous closed-loop control mechanism are adopted to replace the traditional fixed threshold triggering mode, realize dynamic correction of control parameters and real-time coordination of pump and valve flow, and transform attitude adjustment from intermittent action to continuous smooth process, which significantly improves the real-time response capability and control accuracy of the system.

[0045] (5) Multi-source fusion sensing enhances anti-disturbance capability. By fusing multi-modal data such as liquid level, attitude angle, acceleration, and wave height, a six-degree-of-freedom coupled model is used to realize multi-dimensional calculation and collaborative correction of attitude deviation, which has higher disturbance identification accuracy and attitude prediction capability, and can maintain platform stability and operational safety under strong winds and waves or asymmetric loads. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments or prior art, the drawings used in the description of the embodiments or prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 This invention provides a schematic diagram of a dynamic ballast control system for a water structure based on a six-compartment coupled inversion.

[0048] Figure 2 This is a schematic diagram of the structure of a ballast tank provided in an embodiment of the present invention.

[0049] Figure 3 This is a schematic diagram of a ballast tank and its internal sensors, provided as an embodiment of the present invention.

[0050] Figure 4 This is a schematic diagram of a ballast adjustment calculation and control system provided in an embodiment of the present invention.

[0051] Figure 5 The flowchart illustrates a control method for a dynamic ballast control system for a water structure based on a six-compartment coupled inversion, as provided in this embodiment of the invention. Detailed Implementation

[0052] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The terms "upper," "lower," "front," "rear," "left," and "right," etc., used when describing the installation position or direction of the structure or components in this embodiment are based on the orientation shown in the accompanying drawings. They are merely for convenience of description, used to distinguish the relative positions of various components or directions, and do not represent the orientation of the system or functional components in this embodiment during use.

[0053] This invention provides a dynamic ballast control system for floating structures based on six-compartment coupled inversion, including a six-compartment ballast module, a sensing and execution unit, a central control and computing unit, and a load condition control module. It is applicable to the stability maintenance and dynamic balance control of various types of floating structures such as floating wind power platforms, marine scientific research platforms, experimental pool tests, floating production and storage devices, and floating infrastructure.

[0054] The six-compartment ballast module comprises six independent ballast tanks, respectively located inside the port and starboard buoys and four pillars of the above-water structure. Each ballast tank is connected to a distribution valve group via a main pipeline, forming an injection and drainage network. Each ballast tank is equipped with a level sensor, a flow sensor, and a pressure sensor, and each also has an independent pump and valve control unit. Real-time monitoring of changes in water level, flow rate, and pressure within the tanks enables precise and independent injection and drainage operations. This layout, without increasing system complexity, allows the platform to generate independently controllable buoyancy moments in the longitudinal, lateral, and torsional directions, significantly improving the flexibility and accuracy of stability adjustment.

[0055] The sensing and actuation unit includes attitude sensors and a high-speed data acquisition module located at the four corners and geometric center of the above-water structure, capable of comprehensively detecting six-degree-of-freedom attitude changes. The high-speed data acquisition module transmits signals collected by the attitude sensors, level sensors, flow sensors, and pressure sensors to the central control and computing unit in real time. The central control and computing unit embeds a six-degree-of-freedom attitude control algorithm and is signal-connected to the sensing and actuation unit and the load condition control module; the load condition control module has a built-in database of target parameters for various typical load conditions.

[0056] Specifically, such as Figures 1-4 As shown, six independent ballast tanks are symmetrically distributed at the bottom of the above-water structure. Specifically, they are ballast tank 1 inside the left front pillar, ballast tank 2 inside the left buoy, ballast tank 3 inside the left rear pillar, ballast tank 4 inside the right front pillar, ballast tank 5 inside the right buoy, and ballast tank 6 inside the right rear pillar. The volume of each tank is designed to be adapted to the distribution of the center of gravity and stability requirements of the above-water structure.

[0057] The six independent ballast tanks are also equipped with a liquid level sensor 7 in the left front pillar, a liquid level sensor 8 in the pontoon, a liquid level sensor 9 in the left rear pillar, a liquid level sensor 10 in the right front pillar, a liquid level sensor 11 in the right pontoon, and a liquid level sensor 12 in the right rear pillar.

[0058] The six independent ballast tanks are also equipped with water pumps 13 inside the left front pillar, 14 inside the pontoon, 15 inside the left rear pillar, 16 inside the right front pillar, 17 inside the right pontoon, and 18 inside the right rear pillar.

[0059] The six independent ballast tanks are also equipped with a flow meter 19 in the left front column, a flow meter 20 in the pontoon, a flow meter 21 in the left rear column, a flow meter 22 in the right front column, a flow meter 23 in the right pontoon, and a flow meter 24 in the right rear column.

[0060] The attitude sensor includes an inclinometer, an inertial measurement unit (IMU), and an accelerometer, used to detect six degrees of freedom attitude change data of the structure on the water, namely pitch, roll, bow, sway, heave, and pitch.

[0061] The independent pump and valve control unit includes a fast-response solenoid valve corresponding to the water pump, which has a speed regulation function. Multiple solenoid valves are coordinated through a central control and computing unit to achieve parallel injection and drainage operations.

[0062] The typical flight conditions built into the flight condition control module include self-propelled flight condition, survival flight condition, and operational flight condition. Each flight condition corresponds to preset target displacement, tank water distribution ratio, and attitude constraint parameters, and the parameters of each flight condition can be customized and adjusted according to actual engineering needs.

[0063] The central control and computing unit includes a ballast regulation calculation and control system 25, a front-end system 26, a data transmission line 27, a water pump control line 28, and a front-end communication line 29. The data transmission line 27 is used to connect the sensing and execution unit with the ballast regulation calculation and control system 25 to realize the real-time transmission of sensing data. The front-end communication line 29 connects the front-end system 26 with the ballast regulation calculation and control system 25 for human-machine interaction and data retention. The water pump control line 28 is used by the ballast regulation calculation and control system 25 to send start, stop, and speed adjustment commands to the water pump.

[0064] The ballast adjustment calculation and control system 25 is electrically connected to other attitude sensors 30, attitude inversion calculation device 31, intelligent adjustment control module 32, and model parameter optimization system 33. The attitude inversion calculation device 31 has an embedded six-degree-of-freedom attitude control algorithm, which is used to calculate attitude deviation and obtain restoring torque. The intelligent adjustment control module 32 is responsible for generating pump and valve control commands. The model parameter optimization system 33 is used to dynamically update the stiffness matrix and distribution matrix. Other attitude sensors 30 are used to detect the six-degree-of-freedom attitude changes of the floating platform, specifically including the angles and acceleration parameters corresponding to pitch, roll, yaw, sway, and heave, providing real-time attitude data support for the ballast adjustment calculation and control system 25.

[0065] The present invention also includes a redundant protection module, which includes an overcurrent protection unit, a speed limiting control unit, and a compartment failure reconstruction unit. When the compartment water volume, pump valve flow rate, or platform tilt angle is detected to be close to the safety threshold, the protection mechanism is automatically triggered to adjust the control step size or reconstruct the allocation matrix to ensure the safe and stable operation of the system.

[0066] refer to Figure 5The present invention provides a dynamic ballast control method based on the above system, comprising the following steps:

[0067] Data acquisition involves real-time collection of liquid level, flow rate, and pressure data from each ballast tank, as well as six-degree-of-freedom attitude data (pitch, roll, bow, pitch, sway, and heave) of the above-water structure and external environmental disturbance data (wind, waves, ocean currents, etc.) via a high-speed data acquisition module, which is then transmitted to the central control and computing unit.

[0068] Attitude inversion calculation: The attitude inversion calculation device of the central control and computing unit calculates the deviation vector ΔX between the current attitude and the target attitude based on the collected data, and obtains the required restoring torque ΔFb by combining it with the stiffness matrix K. Specifically, the attitude inversion calculation device of the central control and computing unit compares the collected real-time data with the target attitude parameters in the load control module to calculate the attitude deviation vector ΔX (ΔX=Xtarget−Xcurrent); combined with the platform stiffness matrix K, the required restoring torque ΔFb=−KΔX is derived through the static equilibrium equation KX=Fext+Fb, where Fext is the external environmental torque and Fb is the buoyancy torque generated by ballast adjustment.

[0069] Multi-compartment collaborative solution: Based on the distribution characteristics of the six compartments, a 6×n-dimensional hydraulic moment distribution matrix B is constructed. The Moore–Penrose pseudo-inverse inversion algorithm with constraints is adopted, and combined with constraints such as compartment capacity and pump and valve flow velocity, the change in displacement Δm of each ballast compartment is solved.

[0070] The pseudo-inverse form of the constrained Moore–Penrose pseudo-inverse inversion algorithm:

[0071] J is the attitude-ballast coupling matrix.

[0072] The optimization objective can be expressed as:

[0073] λ is a coefficient that balances attitude accuracy and energy consumption.

[0074] Under the conditions of satisfying the tank water volume and pump flow rate limits, the adjustment amount that minimizes attitude error and has reasonable energy consumption is obtained:

[0075] ;

[0076] The first term represents the attitude correction error, and the second term is the control action penalty term, used to balance attitude accuracy and energy consumption. Parameter λ is the trade-off coefficient, and m... min m max These represent the minimum and maximum permissible water volumes for the compartment, respectively, with m0 being the initial water volume of the compartment. and These are the minimum and maximum allowable flow rates for the pump valve, respectively.

[0077] The execution control module generates pump and valve control commands based on the change in drainage volume Δm, and sends them to each independent pump and valve control unit to achieve parallel injection and drainage coordinated regulation across multiple compartments. Specifically, the intelligent adjustment control module generates corresponding pump and valve control commands based on the calculated change in drainage volume Δm for each compartment, and sends them to each independent pump and valve control unit. Through coordination between the central control and computing unit, the pump and valve group achieves parallel injection and drainage operations. During small-amplitude attitude corrections, rapid balancing is achieved primarily through valve fine-tuning. During large-scale load changes, combined pump speed regulation and multi-compartment coordinated diversion achieve efficient water transfer.

[0078] Closed-loop feedback and model updates are implemented. Sensing and actuation units monitor attitude and compartment state changes in real time. The model parameter optimization system dynamically updates the stiffness matrix K and hydraulic moment distribution matrix B, continuously correcting control deviations to form a continuous adaptive control closed loop. Based on feedback data, the model parameter optimization system dynamically updates the stiffness matrix K and hydraulic moment distribution matrix B, corrects the attitude-ballast coupling matrix J, and continuously adjusts control deviations to form a continuous adaptive control closed loop, ensuring the platform maintains a stable attitude under complex disturbances.

[0079] Specifically, the core of the platform's load condition adjustment algorithm lies in using a six-degree-of-freedom motion model to invert "attitude deviation" into "change in displacement of each compartment". The specific details of the formula are as follows:

[0080] (1) The simplified six-degree-of-freedom static model is established as follows:

[0081] Under small tilt angles and near-stationary conditions, the acceleration term can be neglected. With speed term The original dynamic equations are:

[0082] ;

[0083] It can be simplified to a static equilibrium form:

[0084] ;

[0085] in, For the platform's six-degree-of-freedom displacement / attitude vectors, The stiffness matrix of the platform. External environmental torque (wave, wind load, etc.) The buoyancy moment generated by ballast adjustment.

[0086] (2) Calculate the required hydraulic torque increment:

[0087] Define the attitude deviation vector:

[0088] ;

[0089] Substituting into the stiffness equation, we obtain the total hydraulic moment increment required to restore equilibrium:

[0090] ;

[0091] This equation shows that: if the stiffness matrix If the attitude deviation is known, it can be directly mapped to the required buoyancy torque correction.

[0092] (3) Construct the hydraulic moment distribution matrix B as follows:

[0093] Under the small-variable linear approximation, the increase in platform hydraulic moment caused by the change in displacement Δm of each compartment satisfies:

[0094] ;

[0095] Where Δm is an n-dimensional compartment drainage vector, and the j-th column of matrix B is determined by the compartment arm of the j-th compartment relative to the center of gravity of the platform and the waterline area of ​​the compartment, so that the increase or decrease in water volume of a single compartment can be mapped to the corresponding hydraulic torque component.

[0096] Changes in displacement of each compartment The corresponding increment of buoyancy torque can be expressed as:

[0097]

[0098] in for The hydraulic moment distribution matrix, its first... The column is from the first The position vector of each ballast tank relative to the platform's center of gravity is determined by the waterline area of ​​that tank.

[0099] This matrix reflects the sensitivity of the effect of water volume increase or decrease in each compartment on the torques of the six degrees of freedom.

[0100] (4) The change in drainage volume Δm is calculated as follows:

[0101] Since the number of compartments is usually greater than the number of degrees of freedom that need to be controlled, the Moore–Penrose pseudo-inverse inversion is used:

[0102]

[0103] in This represents the pseudo-inverse of matrix B. This solution satisfies the main attitude correction requirements and can also control the distribution of water volume changes in each compartment through weighted methods, ensuring that the water volume change in a single compartment does not exceed the safety limit.

[0104] From the above equation, we can obtain the association relationship:

[0105]

[0106] After sorting, we can obtain:

[0107]

[0108] Therefore, the attitude-ballast coupling matrix can be defined as follows:

[0109]

[0110] This yields a linear mapping relationship between attitude changes and tank water volume changes:

[0111]

[0112] This indicates that the essence of ballast inversion control is to correct the target attitude. Solve for the change in water volume in the compartment. The opposite problem.

[0113] Due to the number of cabins The system typically has more degrees of freedom than need to be controlled, making it an underdetermined problem. Therefore, the Moore–Penrose pseudoinverse form is employed:

[0114]

[0115] This approach ensures least-squares optimality for attitude correction and allows the introduction of a weight matrix to limit the water allocation ratio of each compartment, preventing single compartment from exceeding limits.

[0116] (5) The inversion algorithm is optimized as follows:

[0117] Based on the above inversion solution, in order to overcome the instability and over-adjustment problems that traditional methods are prone to under conditions of cabin saturation, boundary over-limit, and attitude nonlinearity, this invention proposes a constrained control allocation inversion algorithm.

[0118] The algorithm considers constraints such as tank water volume, pump and valve flow rate, energy consumption and safety limits during the solution process. By optimizing the allocation of the change in drainage volume of each tank, the control results are always within the physically feasible range.

[0119] Its optimization objective can be expressed as:

[0120] ;

[0121] Under the conditions of satisfying the tank water volume and pump flow rate limits, the adjustment amount that minimizes attitude error and has reasonable energy consumption is obtained:

[0122] ;

[0123] The first term represents the attitude correction error, and the second term is the control action penalty term, used to balance attitude accuracy and energy consumption. The parameter λ is a trade-off coefficient that can be automatically adjusted according to operating conditions or stability requirements.

[0124] By using this constrained optimization solution, we can ensure coordinated operation of each compartment under multi-compartment redundancy conditions and avoid single-compartment overload or frequent opening and closing of pumps and valves.

[0125] In addition, the system can update the stiffness matrix K and distribution matrix B in real time according to the changes in platform attitude and load, thereby dynamically correcting the coupling matrix J, so that the inversion model is consistent with the actual floating state, significantly improving the solution stability and attitude control accuracy.

[0126] (6) Iteration and real-time update are as follows: The system collects attitude and liquid level data in real time and calculates attitude deviation. The changes in displacement of each compartment were obtained through constrained inversion. This forms a continuous closed-loop control. In each control cycle, the stiffness matrix... With the allocation matrix Automatically updated based on the latest loading and floating conditions, thereby dynamically correcting... This ensures that the model matches actual operating conditions. When the system detects that the tank water volume, pump speed, or tilt angle is close to the limit value, it automatically shortens the control step size or redistributes the water volume to achieve smooth and safe dynamic adjustment.

[0127] During operation, the system continuously performs attitude monitoring and ballast adjustment in a cyclical manner to achieve adaptive closed-loop control. Within each control cycle, the central control unit collects data on liquid levels in each compartment, platform attitude, and external disturbances. It calculates attitude deviations and uses a constrained inversion algorithm to determine the change in water volume in each compartment, generating pump and valve control commands and issuing them for execution, thus achieving dynamic attitude correction. The system automatically updates the stiffness and distribution matrices based on real-time attitude, draft, and load changes to ensure the inversion model remains consistent with the actual floating state. Simultaneously, it sets safety thresholds for compartment water volume, pump velocity, and platform tilt angle. When any parameter approaches its limit, it automatically adjusts the control step size or redistributes water volume to ensure a smooth and safe adjustment process. Through continuous iteration and adaptive model updates, the platform can achieve attitude stability and dynamic load balance under continuous disturbance conditions.

[0128] The core innovations of this invention are mainly reflected in the following five aspects:

[0129] Innovation Point 1: Six-Compartment Distributed Floating Structure and Stability Control Layout. The system employs a distributed arrangement of six independent ballast compartments, replacing the existing "three-compartment righting" or "main compartment + auxiliary compartment" structure. Through symmetrical vertical arrangement and horizontal and longitudinal partitioning, the platform's buoyancy moment distribution is more uniform and the adjustment range is wider. This structure achieves multi-point buoyancy moment control while maintaining the platform's main dimensions. It can flexibly allocate ballast water volume according to different loading conditions, improving anti-overturning moment and attitude adjustment accuracy, and making stability margin quantifiable and adjustable.

[0130] Innovation Point 2: Multi-Sensor Fusion System for Load Condition Monitoring and Attitude Perception. The system integrates a liquid level sensor, an attitude sensor, and an environmental disturbance sensor module to achieve comprehensive real-time perception of the platform's status. Through multi-source data fusion and noise filtering algorithms, high-precision attitude estimation results are obtained. Simultaneously, parameters such as attitude, draft, and center of gravity shift are input into the control algorithm in real time, enabling ballast regulation to possess closed-loop adaptive characteristics. Compared to existing systems that rely solely on single-point liquid level or angle sensors, this system achieves integrated monitoring and self-correction of attitude and load.

[0131] Innovation Point 3: Constrained Inversion Multi-Compartment Cooperative Ballast Control Algorithm. Addressing the instability of traditional pseudo-inverse algorithms under compartment saturation and execution constraints, a constrained control allocation mechanism is introduced into the matrix inversion solution. The algorithm simultaneously considers compartment capacity, pump and valve flow velocity, and rate limitations during the solution process, employing quadratic programming or weighted pseudo-inversion to achieve the optimal solution within the feasible region. By dynamically adjusting weights based on compartment health status and spatial distribution, multi-compartment collaboration, priority scheduling, and redundant control are achieved, enabling the platform to maintain stable attitude balance even under conditions of partial compartment failure or severe external disturbances.

[0132] Innovation Point 4: Adaptive Matrix Update and Nonlinear Correction Mechanism. During operation, the system automatically corrects the stiffness matrix and hydraulic moment distribution matrix based on changes in cabin layout, platform center of gravity, and inertial parameters through model parameter optimization, ensuring the model reflects the platform's floating characteristics in real time. When attitude changes exceed the linear range, the hydrodynamic nonlinear correction module is automatically activated to dynamically compensate for the restoring torque and buoyancy response. Furthermore, attitude limiting logic suppresses overshoot, achieving a shift from passive adjustment to active adaptive control.

[0133] Innovation Point 5: Adaptive Load Condition Switching and Energy Consumption Optimization Control Strategy. The system has a built-in database of typical operating conditions. By detecting draft difference and attitude deviation, it automatically determines the current load condition and dynamically adjusts the control target and weight allocation to achieve automatic switching and smooth transition between multiple operating conditions. An energy consumption weighting term is also introduced into the control allocation to optimize energy distribution for each pump and valve action, reducing the frequency of ineffective injection and discharge and power fluctuations, thereby improving system energy efficiency and actuator lifespan.

[0134] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A dynamic ballast control system for a water structure based on six-cabin coupled inversion, characterized by, The application relates to a six-cabin ballast module, a sensing and executing unit, a central control and computing unit and a load condition control module. The six-cabin ballast module comprises six independent ballast cabins which are arranged in left and right pontoons and four vertical columns of the waterborne structure, the ballast cabins are connected with a main trunk pipeline and a distribution valve group to form a water injection and drainage network, each ballast cabin is provided with a liquid level sensor, a flow sensor and a pressure sensor for monitoring water level, flow and cabin pressure changes in real time, and each ballast cabin is provided with an independent pump valve control unit. The sensing and executing unit comprises attitude sensors and a data acquisition module arranged at four corners and the geometric center of the waterborne structure, the attitude sensors are used for detecting the six-degree-of-freedom attitude of the waterborne structure, and the data acquisition module is used for transmitting the six-degree-of-freedom attitude to the central control and computing unit. The central control and computing unit is embedded with a six-degree-of-freedom attitude control algorithm, which is used for calculating the attitude deviation between the six-degree-of-freedom attitude detected by the attitude sensors and a target six-degree-of-freedom attitude, and obtaining a water quantity change vector through inversion of a stiffness matrix and a hydrodynamic moment distribution matrix according to the attitude deviation. The load condition control module is internally provided with target parameter data of multiple typical load conditions, when a load condition switching instruction is detected, the water quantity of each cabin is automatically distributed according to the target parameter data, so that smooth transition and attitude maintenance during load condition conversion are realized. The six independent ballast cabins are symmetrically distributed at the bottom of the waterborne structure, and specifically comprise a left front vertical column inner ballast cabin (1), a left pontoon inner ballast cabin (2), a left rear vertical column inner ballast cabin (3), a right front vertical column inner ballast cabin (4), a right pontoon inner ballast cabin (5) and a right rear vertical column inner ballast cabin (6), and the volume of each cabin is adaptively designed according to the gravity distribution and stability requirement of the waterborne structure. The six independent ballast cabins are correspondingly provided with a left front vertical column inner liquid level sensor (7), a left pontoon inner liquid level sensor (8), a left rear vertical column inner liquid level sensor (9), a right front vertical column inner liquid level sensor (10), a right pontoon inner liquid level sensor (11) and a right rear vertical column inner liquid level sensor (12). The six independent ballast cabins are correspondingly provided with a left front vertical column inner water pump (13), a left pontoon inner water pump (14), a left rear vertical column inner water pump (15), a right front vertical column inner water pump (16), a right pontoon inner water pump (17) and a right rear vertical column inner water pump (18). The six independent ballast cabins are correspondingly provided with a left front vertical column inner flowmeter (19), a left pontoon inner flowmeter (20), a left rear vertical column inner flowmeter (21), a right front vertical column inner flowmeter (22), a right pontoon inner flowmeter (23) and a right rear vertical column inner flowmeter (24). The central control and computing unit is specifically used for: The water quantity change vector is obtained through inversion of the stiffness matrix and the hydrodynamic moment distribution matrix according to the attitude deviation through the following formula: The optimization target of the water quantity change vector is represented as: ； where Δm is the water quantity change vector, J + is the pseudo-inverse of the attitude-ballast coupling matrix J, , is the stiffness matrix, B is the hydrodynamic moment distribution matrix, the jth column of B is determined by the location arm of the jth ballast tank relative to the center of gravity of the above-water structure and the waterplane area of the ballast tank, is the attitude deviation; Wherein, the first term represents an attitude correction error, the second term is a control action penalty term for balancing attitude accuracy and energy cost, and the parameter lambda is a weighting coefficient; ； Under the condition of satisfying the cabin water quantity and pump flow rate limitation, the water quantity change vector with the minimum attitude error and reasonable energy consumption is obtained as the adjustment amount: ​ ； where m min and m max are the minimum and maximum allowed water volume in the tank, respectively, m0is the initial water volume in the tank, ṁ min and ṁ max are the minimum and maximum allowed flow rate of the pump valve, respectively.

2. The six-compartment coupled inversion-based dynamic ballast control system for a water-borne structure of claim 1, wherein, The attitude sensor includes an inclinometer, an inertial measurement unit (IMU), and an accelerometer. The attitude sensor is used to detect six degrees of freedom attitude data of the structure on the water, namely pitch, roll, bow, sway, heave, and heave.

3. The six-compartment coupled inversion-based dynamic ballast control system for waterborne structures of claim 1, wherein, The independent pump and valve control unit includes a fast-response solenoid valve corresponding to the water pump, which has a speed regulation function. Multiple solenoid valves coordinate with each other through the central control and computing unit to achieve parallel injection and drainage operations.

4. The six-compartment coupled inversion-based dynamic ballast control system for waterborne structures of claim 1, wherein, The typical load conditions built into the load condition control module include self-propelled operation condition, survival operation condition and operational operation condition. Each load condition corresponds to a preset target displacement, tank water distribution ratio and attitude constraint parameters, and each load condition parameter can be customized and adjusted according to actual engineering needs.

5. The six-compartment coupled inversion-based dynamic ballast control system for waterborne structures of claim 1, wherein, The central control and computing unit includes a ballast regulation calculation and control system (25), a front-end system (26), a data transmission line (27), a water pump control line (28), and a front-end communication line (29). The data transmission line (27) is used to connect the sensing and execution unit with the ballast regulation calculation and control system (25) to realize the real-time transmission of sensing data; The front-end communication line (29) connects the front-end system (26) and the ballast regulation calculation and control system (25) for human-machine interaction and data retention; The water pump control circuit (28) is used by the ballast regulation calculation and control system (25) to send start, stop and speed adjustment commands to the water pump.

6. The dynamic ballast control system for a water structure based on six-cabin coupled inversion of claim 5, wherein, The ballast adjustment calculation and control system (25) is electrically connected to other attitude sensors (30), attitude inversion calculation device (31), intelligent adjustment control module (32), and model parameter optimization system (33); The attitude inversion calculation device (31) is embedded with a six-degree-of-freedom attitude control algorithm, which is used to calculate the attitude deviation and obtain the restoring torque. The intelligent adjustment and control module (32) is responsible for generating pump and valve control commands; The model parameter optimization system (33) is used to dynamically update the stiffness matrix and distribution matrix; Other attitude sensors (30) are used to detect the six degrees of freedom attitude changes of the structure on the water, including the angles and acceleration parameters corresponding to pitch, roll, yaw, sway, and heave, providing real-time attitude data support for the ballast regulation calculation and control system (25).

7. The six-compartment coupled inversion-based dynamic ballast control system for waterborne structures of claim 1, wherein, The data acquisition module is used to transmit the signals collected by the attitude sensor, liquid level sensor, flow sensor and pressure sensor to the central control and computing unit in real time.

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