Ship adaptive active roll reduction method and system

Abstract

The application belongs to the field of ship control and provides a ship adaptive active roll reduction method and system. The ship is configured to have multiple water pressure plate actuators, each water pressure plate actuator comprising a water pressure plate assembly and an actuator connected to the water pressure plate assembly. The method comprises the following steps: obtaining ship body posture information; calculating a target torque according to the ship body posture information; generating an execution instruction corresponding to each actuator according to the target torque; and driving the connected water pressure plate assembly to perform water pressure movement through the actuator in response to the execution instruction. The ship adaptive active roll reduction method and system can effectively control the ship to reduce rolling, improve the sailing stability, comfort and safety of the ship.

Description

Technical Field

[0001] This application mainly relates to the field of ship control, and in particular to a ship adaptive active roll reduction method and system. Background Technology

[0002] Ships are prone to rolling, pitching, and combined attitude changes under the influence of wind, waves, swells, turning, or uneven loads, affecting passenger comfort, equipment stability, and navigation safety. Existing ship roll reduction technologies mainly include: 1. Passive roll reduction devices (such as anti-roll fins and anti-roll tanks), which rely on ship speed or water sway and are difficult to operate effectively when moored or at low speeds; 2. Active roll reduction devices (such as electric ballast plates and gyro-driven roll dampers), which, while possessing some active control capabilities, mostly employ single actuators or independent control strategies, failing to fully consider the coupling relationships between multiple actuators; 3. Multi-actuator systems generally lack a unified modeling method, with most control schemes based solely on experience or local feedback, making it difficult to achieve stable and efficient roll reduction effects under different ship types and operating conditions.

[0003] Existing active roll reduction systems based on ballast plates / rudders generally have many problems, such as: 1) the control laws are mostly empirical or local PD / PID, lacking explicit constraint processing for sea state disturbances, speed changes, and load changes; 2) when there are multiple actuators, there is a lack of a unified drive allocation method, which easily leads to actuators canceling each other out or energy consumption redundancy; 3) the lack of online parameter identification and model updating results in significant fluctuations in control performance under different ship types, different loads, and different sea states.

[0004] Therefore, there is an urgent need in this field for an active roll reduction control scheme that is algorithm-based, engineering-practical, and adaptable to different ship types. Summary of the Invention

[0005] The technical problem to be solved by this application is to provide a ship adaptive active roll reduction method and system that can effectively control the ship to reduce roll and improve the ship's navigation stability, comfort and safety.

[0006] To address the aforementioned technical problems, this application provides a ship adaptive active roll reduction method applicable to ships. The ship is configured with multiple ballast plate actuators, each of which includes a ballast plate assembly and an actuator connected to the ballast plate assembly. The method includes the following steps: acquiring the ship's hull attitude information; calculating a target torque based on the hull attitude information; generating an execution command corresponding to each actuator based on the target torque; and driving the connected ballast plate assembly to perform ballast water movement by responding to the execution command through the actuator.

[0007] Optionally, the hull attitude information includes the hull's roll angle. angular velocity of rocking and angular acceleration of rocking The method further includes calculating the target torque based on an abstract formula for the rocking control dimension. The abstract formula for the shaking control dimension is as follows:

[0008] ,in, For rolling inertia, For equivalent damping, The equivalent restoring moment coefficient, Let t be the wave disturbance torque, and t be the calculation time.

[0009] Optionally, the method further includes solving for the target torque in the following manner. , = , The solution value in the kth calculation cycle:

[0010] Where m is the number of the pressure plate assemblies. The effective lever arm of each of the ballast plate assemblies relative to the roll axis of the vessel. The equivalent vertical hydrodynamic force generated by the j-th pressure plate assembly.

[0011] Optionally, the step of generating an execution command corresponding to each of the actuators based on the target torque further includes distributing the target torque to the actuators corresponding to each of the pressure plate assemblies according to the following objective: ,in, As the weight of the equivalent vertical hydrodynamic force, As the weight of the equivalent vertical hydrodynamic rate of change,

[0012] st ,

[0013] The target hydrodynamic force for each of the pressure plate assemblies can then be obtained. .

[0014] Optionally, it also includes establishing an equivalent hydrodynamic model of the pressure plate module:

[0015] ,in, Equivalent downward displacement, The downward pressure speed, For the board surface posture, For speed, The hydrodynamic parameters are those in the model parameter set; and obtained through inverse solving using the actuator: ,in, This represents the calculated value of the downward displacement. The calculated value for the downward pressure speed; and the value mapped to the stroke of the parallel actuators within the corresponding pressure plate assembly. :

[0016] Where IK is the inverse solution of the parallel mechanism obtained from geometric constraints and installation point coordinates. These are reference parameters for the attitude of the plate surface. The set of geometric parameters of the actuator, wherein the execution instructions include the inverse solution IK of the parallel mechanism.

[0017] Optionally, it also includes the unknown variables in the formula for abstracting the rocking control dimension using recursive least squares (RLS), extended Kalman finite squares (EKF), or sliding window least squares. Discrete equivalent parameters Online estimation updates can be performed using the following methods:

[0018] ,in, is the set of model parameters, and k is the calculation period.

[0019] Optionally, it also includes constructing a disturbance observer (DOB) or an extended state observer (ESO) to estimate the wave disturbance torque. equivalent disturbance , .

[0020] Optionally, calculating the target torque based on the oscillation control dimension abstract formula further includes solving for the target torque using model predictive control (MPC). The target torque is solved using Model Predictive Control (MPC). The steps further include: defining discrete states and a prediction model, and defining constraints on the prediction model; determining the minimum cost function within the prediction domain N; and outputting the target torque. .

[0021] Optionally, the step of defining the discrete state and the prediction model further includes: defining a discretized state matrix. And define the discretized correction torque ,in,

[0022] k is the calculation period, and the prediction model is:

[0023] ,in, For state items, For control items, Here is the perturbation matrix. This is the set of model parameters for the kth computation cycle.

[0024] Optionally, the constraints of the prediction model are:

[0025] The output of the prediction model after solving the given constraints. for:

[0026] , This is the solution value in the kth calculation cycle.

[0027] Optionally, the cost function minimized within the prediction domain N. for:

[0028] , in, For position coefficients, For speed coefficient, To control the weights, is the rate of change weight, and i is the index of the prediction step number within the prediction domain N.

[0029] Optionally, the method further includes acquiring the current operating condition of the vessel and determining a control mode corresponding to the current operating condition. The control modes include mode S, mode C, and mode E, defined as follows: mode S is a mooring or low-speed navigation mode, and the method further includes adjusting the control weight and / or the rate of change weight in real time when the control mode is mode S; mode C is a normal navigation mode, and the method further includes limiting the downward displacement and downward speed of the ballast assembly when the control mode is mode C; mode E is an emergency roll suppression mode, and the method further includes increasing the control weight and / or the rate of change weight when the control mode is mode E.

[0030] Optionally, it also includes real-time monitoring for abnormal events. If an abnormal event is detected, fault handling is performed. The abnormal events include: abnormal output or data jump of the sensor used to output the hull attitude and motion state information; saturation or communication abnormality and / or power supply abnormality of any of the actuators. The fault handling includes putting the actuator into a degradation strategy. The degradation strategy includes: freezing the output of the execution command or switching to a conservative mode implemented by a proportional-derivative controller. The conservative mode includes freezing the actuator associated with the abnormal plenum assembly, retrieving the abnormal plenum assembly to a preset safe position, and / or outputting a fault alarm and recording it.

[0031] Another aspect of this application proposes a ship adaptive active roll reduction system, comprising: an attitude sensing unit configured to acquire ship hull attitude and motion state information; a roll reduction controller connected to the attitude sensing unit, the roll reduction controller including a target torque generation module and a parallel drive allocation module, wherein the target torque generation module is configured to generate a target torque based on the ship hull attitude and motion state information, and the parallel drive allocation module is configured to generate an execution command corresponding to each actuator based on the target torque; and a pressure plate actuator mechanism, including a pressure plate assembly and an actuator connected to the pressure plate assembly, the actuator including an actuator mapping module connected to the roll reduction controller, the actuator mapping module being configured to drive the connected pressure plate assembly to perform pressure water movement in response to the execution command.

[0032] Optionally, the attitude sensing unit is configured to include at least one inertial measurement unit (IMU), or at least one inertial measurement unit (IMU) and a global navigation satellite system (GNSS), wherein the inertial measurement unit (IMU) is used to acquire the ship's hull attitude and motion state information, and the GNSS is used to acquire speed information, heading information and / or accelerometer output information.

[0033] Optionally, there are multiple ballast plate assemblies and actuators, with multiple ballast plate assemblies symmetrically arranged on the bottom and / or sides of the hull, and each ballast plate assembly connected to at least one actuator.

[0034] Optionally, it also includes a status feedback and safety monitoring unit, which is connected to the actuator of the anti-sway controller, the attitude sensing unit and the pressure plate actuator. The status feedback and safety monitoring unit is configured to monitor in real time whether there are abnormal events. The anti-sway controller is also configured to perform fault handling when an abnormal event is detected.

[0035] Optionally, it also includes an environment and operating condition estimation unit connected to the roll reduction controller. The environment and operating condition estimation unit is configured to obtain the current operating condition of the ship and determine the control mode and / or model parameter set corresponding to the current operating condition.

[0036] Optionally, the hull attitude information includes the hull's roll angle. angular velocity of rocking and angular acceleration of rocking The target torque generation module of the anti-sway controller is further configured to calculate the target torque according to the abstract formula of the sway control dimension. The abstract formula for the shaking control dimension is as follows: ,in, For rolling inertia, For equivalent damping, The equivalent restoring moment coefficient, Let t be the wave disturbance torque, and t be the calculation time.

[0037] Another aspect of this application proposes a ship adaptive active roll reduction system applicable to ships, the ship including a ballast plate actuator, the ballast plate actuator including a ballast plate assembly and an actuator connected to the ballast plate assembly, the system including: a memory for storing instructions executable by a processor; and a processor for executing the instructions to implement the ship adaptive active roll reduction method proposed in any embodiment of this application, so as to obtain execution instructions for driving the ballast plate assembly to the actuator.

[0038] Another aspect of this application proposes a computer-readable medium storing computer program code that, when executed by a processor, implements the ship adaptive active roll reduction method proposed in any embodiment of this application to obtain execution instructions for driving the ballast plate assembly to the actuator.

[0039] Compared with existing technologies, this application has the following advantages: By uniformly calculating the target torque and then distributing it to the actuators connected to the plenum plate assemblies used for plenum pumping motion, this application can achieve independent control of multiple plenum plate actuators installed on the ship, thereby achieving a reliable roll reduction effect. In a further preferred embodiment, this application provides an abstraction method for roll control dimensions, which can fully consider the influence of hull attitude information on roll control. Combined with the solution and calculation of equivalent vertical hydrodynamics, the target torque can be accurately calculated. Furthermore, in some preferred embodiments, different control modes and / or control parameters can be combined according to the determination of operating conditions, making the ship's roll reduction control more adaptable to different scenarios. Finally, when some abnormal events occur, the system can promptly handle faults and enter a degradation strategy to achieve a multi-angle, full-process closed-loop control for ship roll reduction. Attached Figure Description

[0040] The accompanying drawings are included to provide a further understanding of this application; they are incorporated into and constitute a part of this application. The drawings illustrate embodiments of this application and, together with this specification, serve to explain the principles of this application. In the drawings:

[0041] Figure 1 This is a flowchart illustrating an embodiment of a ship adaptive active roll reduction method according to this application;

[0042] Figure 2 Is it like this? Figure 1 A schematic diagram of the ship to which the ship adaptive active roll reduction method of the embodiment shown is applicable;

[0043] Figure 3 Is it like this? Figure 2 The ship shown adopts the following Figure 1 The diagram shows the principle of the ship's adaptive active roll reduction method.

[0044] Figure 4 This is a system block diagram of a ship adaptive active roll reduction system according to an embodiment of this application; and

[0045] Figure 5 This is a system block diagram of a ship adaptive active roll reduction system according to another embodiment of this application. Detailed Implementation

[0046] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are merely some examples or embodiments of this application. For those skilled in the art, these drawings can be applied to other similar scenarios without creative effort. Unless obvious from the context or otherwise specified, the same reference numerals in the drawings represent the same structures or operations.

[0047] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not specifically singular and may include plural forms. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of explicitly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements.

[0048] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0049] In the description of this application, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this application; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0050] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0051] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application. In addition, although the terminology used in this application is selected from commonly known and used terms, some terms mentioned in this application's specification may have been chosen by the applicant according to his or her judgment, and their detailed meanings are explained in the relevant sections of this description. Moreover, this application should be understood not only through the actual terms used, but also through the meaning implied by each term.

[0052] It should be understood that when a component is referred to as "on another component," "connected to another component," "coupled to another component," or "in contact with another component," it can be directly on, connected to, coupled to, or in contact with that other component, or there may be an intervening component. In contrast, when a component is referred to as "directly on another component," "directly connected to," "directly coupled to," or "directly in contact with" another component, there is no intervening component. Similarly, when a first component is referred to as "electrically contacting" or "electrically coupled to" a second component, there is an electrical path between the first and second components that allows current to flow. This electrical path may include capacitors, coupled inductors, and / or other components that allow current to flow, even if there is no direct contact between the conductive components.

[0053] An embodiment of this application is referred to. Figure 1 A ship adaptive active roll reduction method 10 (hereinafter referred to as Method 10) is proposed in this application. Figure 1 Flowcharts are used to illustrate the operations performed by the system according to embodiments of this application. It should be understood that the preceding or following operations are not necessarily performed precisely in sequence. Instead, various steps can be processed in reverse order or simultaneously. Furthermore, other operations may be added to these processes, or one or more steps may be removed from them. Figure 1 Method 10 includes the following steps: Step 11 is to obtain the ship's hull attitude information; Step 12 is to calculate the target torque based on the hull attitude information; Step 13 is to generate an execution command corresponding to each actuator based on the target torque; Step 14 is to drive the connected pressure plate assembly to perform pressure water movement by responding to the execution command through the actuator.

[0054] Method 10 is applicable to, for example, Figure 2 The vessel 20 shown is configured with a ballast plate actuator 21, which is more clearly illustrated in reference. Figure 3 , Figure 3 for Figure 2 The ship 20 shown adopts the following Figure 1 The diagram shows the principle of reducing sway using method 10. Figure 3 The diagram illustrates a pressure plate actuator 21, comprising a pressure plate assembly 210 and an actuator connected to the pressure plate assembly. Exemplarily, the actuator may be an electric cylinder, a hydraulic cylinder, or other actuator capable of outputting controlled linear displacement, whose output stroke and / or speed can be independently controlled. According to... Figure 3 In this embodiment, each pressure plate actuator 21 corresponds to two actuators. The two actuators are used to control the extension and retraction of the two telescopic rods 211, respectively. Figure 3As can be seen, the ballast plate assembly 210 includes two openable ballast plates. Controlled by the telescopic rod 211, the ballast plates can perform water entry or return movements, and can also change their water entry attitude and angle, thereby assisting the vessel 20 in reducing roll. It is understood that the vessel 20 has multiple ballast plate assemblies, each using two actuators to control the telescopic rod 211. The number of actuators controlling the telescopic rod 211 is multiple, and these actuators form a parallel drive structure. Each actuator is independently controlled and can control its corresponding telescopic rod 211 to perform water entry or return movements according to the execution command. During water entry, the ballast plate assembly generates hydrodynamic reaction force to correct the hull attitude of the vessel 20.

[0055] More specifically, step 11 in method 10 can be acquired by the attitude sensing unit 31, wherein the hull attitude information includes the hull's roll angle. angular velocity of rocking and angular acceleration of rocking For example, the rolling attitude of the vessel 20 can be various, such as roll and pitch. In actual calculation and evaluation, if the rolling attitude is roll, the aforementioned hull attitude information specifically includes the roll angle, roll angular velocity, and roll angular acceleration, which are obtained by sensors (e.g., inertial measurement units, IMUs) configured on the vessel 20. Based on this, step 12 in method 10 uses a limited abstract formula of the rolling control dimension to calculate the target torque. The abstract formula for the shaking control dimension is as follows:

[0056] ,

[0057] in: For rolling inertia; The equivalent damping is related to speed, sea state, and depth of entry into the water. This is the equivalent restoring moment coefficient, which is related to draft, load, etc. Let t represent the wave disturbance torque, and t be the calculation time. For example, and Initial settings can be made using prior models or design parameters, such as initial values ​​or ranges for the equivalent rolling inertia, equivalent damping, and equivalent restoring moment coefficients based on the ship's geometry, mass distribution, draft, and empirical hydrodynamic models. Furthermore, online estimation or correction based on sensor data is possible. Preferably, in order to form an adaptive model, this application may further include abstracting the unknown variables of the rolling control dimension formula using recursive least squares (RLS), extended Kalman finite element method (EKF), or sliding window least squares. or The discrete equivalent parameters are estimated and updated online in the following way: ,in, Let k be the set of model parameters and k be the computation period. The computation period depends on the inherent properties of the hardware module used to run the algorithm, meaning that the unknown variables corresponding to the previous computation period will be automatically updated and iterated after the start of the next computation period. Finally, the unknown variables can be adaptively adjusted based on the operating conditions. The parameters can be segmented or their weights adjusted according to changes in speed, load, or different control modes (such as berthing, navigation, and emergency roll suppression) to ensure the model remains effective under different operating conditions (which will be described in more detail later). The specific calculation process, identification algorithm, or update frequency of the above parameters does not constitute a limitation on the scope of protection of this application. Its purpose is to illustrate that the equivalent parameters in the rolling control dimension abstract model adopted in this application can be obtained in an engineering feasible manner and support the formation of an adaptive control model, thereby ensuring the applicability of the control method under different ship types and operating conditions.

[0058] As a further example, the wave disturbance torque can also be estimated by constructing a Disturbance Observer (DOB) or an Extended State Observer (ESO) through a function f. equivalent disturbance , The calculation methods for DOB and ESO can be found in existing known methods, and will not be described in detail here as they are not the focus of this application.

[0059] Based on this, in a preferred embodiment, the step of calculating the target torque according to the abstract formula of the rocking control dimension further includes solving for the target torque using Model Predictive Control (MPC). Specifically, the process includes the following steps: defining the discrete state and prediction model, and defining the constraints of the prediction model; determining the minimum cost function within the prediction domain N; and outputting the target torque. .

[0060] Specifically, the steps for defining discrete states and prediction models further include: defining the discretized state matrix. And define the discretized correction torque ,in,

[0061] .

[0062] The prediction model is: ,in, For state items, For control items, Here is the perturbation matrix. This is the set of model parameters for the kth computation cycle.

[0063] For this prediction model, the cost function minimized within the prediction domain N is... for:

[0064] ,

[0065] The first two items are used to reduce sway and suppress angle and angular velocity; For position coefficients, The velocity coefficient; To control the weight, which is used to limit the output torque, adjustments are made based on energy consumption and resistance tendencies; The rate of change weight is used to limit the rate of change of torque, which can smooth the control and reduce structural impact. In the formula, i is the index of the prediction step number within the prediction domain N, representing the i-th prediction step unfolding forward within the prediction domain N from the current control time k. Specifically, i=0 represents the prediction step corresponding to the current control time, and i=N-1 represents the last prediction step in the prediction domain. Each state variable and control variable corresponds to the predicted value of the prediction model at that prediction step. By accumulating and evaluating the state deviation, control input, and control rate of change of each prediction step from i=0 to N-1, the cost function is used to comprehensively measure the anti-sway effect, control energy consumption, and control smoothness throughout the entire prediction domain. It should be noted that the selection of the prediction domain length N and the discrete step length can be adjusted according to the control cycle, system dynamic characteristics, and computational resources, and their specific values ​​do not constitute a limitation on the scope of protection of this application.

[0066] More specifically, the constraints of the prediction model are:

[0067] ,

[0068] The output after solving the prediction model based on the constraints for:

[0069] , This is the solution value in the kth calculation cycle.

[0070] Based on this, the system treats multiple sets of pressure plate assemblies as "parallel branches" to output hydrodynamic force. Based on method 10, the target torque can also be solved in the following way. :

[0071] ,

[0072] Where m is the number of pressure plate assemblies. The effective lever arm of each ballast assembly relative to the ship's roll axis. The equivalent vertical (z-axis) hydrodynamic force generated by the j-th pressure plate assembly. Based on this, Figure 1 Step 13 further includes distributing the target torque to the actuator corresponding to each pressure plate assembly according to the following objective:

[0073] ,

[0074] in, As the weight of the equivalent vertical hydrodynamic force, As the weight of the equivalent vertical hydrodynamic rate of change,

[0075] st

[0076] ,

[0077] The target hydrodynamic force for each pressure plate assembly can then be obtained. .

[0078] Calculate the target hydrodynamic force for each pressure plate assembly After that, it is possible to further establish a function The equivalent hydrodynamic model of the pressure plate module (which can be corrected online):

[0079] ,

[0080] in, Equivalent downward displacement, The downward pressure speed, The orientation of the plate (specifically, the extension direction of the two pressure plates of the pressure plate assembly 210). For speed, These are the hydrodynamic parameters in the model parameter set;

[0081] Further inverse kinematics using the actuator yields: ,in, This represents the calculated value of the downward displacement. The calculated value for the downward pressure velocity; and

[0082] Mapped to the stroke of the parallel actuator within the corresponding pressure plate assembly :

[0083] ,

[0084] Where IK is the inverse solution of the parallel mechanism obtained by solving the geometric constraints and the coordinates of the mounting points (pre-stored in the anti-sway controller used to execute the algorithm), and the execution instructions used to control the actuators are derived from this solution. Furthermore, These are reference parameters for the attitude of the plate surface. The set of geometric parameters for the actuators includes at least the installation position, hinge point coordinates, initial length, and relative arrangement of each actuator (e.g., drive cylinder). This method maps the target torque to the displacement, velocity, or force commands of each pressure plate / drive unit through a parallel drive distribution algorithm, enabling independent and effective control of each actuator, thereby improving the stability and reliability of the anti-roll control. It is understood that the previous section on solving the target torque using MPC... The method described above is merely one exemplary algorithm and does not constitute a limitation on the scope of this application. Based on the above description, other algorithms can also be used to achieve the target torque. This application does not impose any restrictions on the solution.

[0085] In the actual roll reduction control process, a preferred embodiment of this application also proposes a scheme for setting different control modes based on method 10. Based on a further improvement of method 10, the control mode corresponding to the current operating condition of the ship can be determined by acquiring the current operating condition, and a target correction torque can be generated through sub-condition MPC. The control modes include mode S, mode C, and mode E, which are defined as follows. First, mode S is the berthing or low-speed navigation mode. Under mode S, the control weight and / or rate of change weight can be adjusted in real time, using the strategy of "maximizing output torque + actuator energy consumption constraint" to adjust the aforementioned cost function. Control weights in and / or rate of change weight This allows the ballast plate assembly 210 to have a large stroke and speed. Mode C is the normal navigation mode, which focuses on "roll reduction + drag / energy minimization" and limits the downward displacement and speed of the ballast plate assembly 210. Mode E is the emergency roll suppression mode, in which the control weight and / or rate of change weight can be increased, enabling rapid water pressure output torque to adjust the ship's attitude quickly and stabilize it rapidly.

[0086] To make the different modes clearer, the switching conditions for modes S, C, and E are as follows:

[0087] ,

[0088] in, The critical velocity threshold, For emergency roll suppression angle threshold, This is the threshold for emergency angular velocity suppression.

[0089] Further preferably, based on method 10, the method may be further improved by including real-time monitoring for abnormal events. If an abnormal event is detected, fault handling is performed. The abnormal events include: abnormal output or data jump of the sensor used to output hull attitude and motion state information, saturation or communication abnormality of any actuator and / or power supply abnormality. The fault handling includes putting the actuator into a degradation strategy. The degradation strategy includes: freezing the output of the execution command or switching to a conservative mode implemented by the proportional-derivative controller. The conservative mode includes freezing the actuator associated with the abnormal ballast assembly, retrieving the abnormal ballast assembly to a preset safe position (or limiting the maximum water immersion depth of the ballast assembly) and / or outputting a fault alarm and recording it.

[0090] Another aspect of this application refers to Figure 4 A ship adaptive active roll reduction system 30 (hereinafter referred to as system 30) is proposed. System 30 can be applied to the ship adaptive active roll reduction method proposed in any embodiment of this application, such as... Figure 1 The following describes the structure of system 30 using method 10 as an example, with system 30 applicable to method 10 as an example. According to... Figure 4 The system 30 includes an attitude sensing unit 31, a roll reduction controller 32, and a pressure plate actuator 21. The roll reduction controller 32 includes a target torque generation module 321 and a parallel drive distribution module 322. The pressure plate actuator 21 includes a pressure plate assembly 210 and an actuator, which includes an actuator mapping module. Specifically, the roll reduction controller is connected to the attitude sensing unit 31, and its parallel drive distribution module 322 is connected to the actuator mapping module of the pressure plate actuator 21. The connection can be a communication connection or an electrical connection. The attitude sensing unit 31 is configured to acquire the hull attitude and motion state information of the vessel 20. The roll reduction controller 32 is configured to generate a target torque based on the hull attitude and motion state information. The target torque generation module 321 is configured to generate a target torque based on the hull attitude and motion state information. The parallel drive distribution module 322 is configured to generate an execution command corresponding to each actuator based on the target torque. The actuator mapping module is configured to drive the connected pressure plate assembly 210 to perform pressure water movement in response to the execution command. It can be seen that in system 30, the target torque generation module 321 and the parallel drive distribution module 322 of the anti-roll controller 32 are used to execute the core algorithm, which includes calculating the target torque according to the abstract formula of the roll control dimension. Parallel allocation is then performed; for specific calculation steps and details, please refer to the previous explanation.

[0091] For example, the attitude sensing unit 31 is configured to include at least one inertial measurement unit (IMU) and optionally an additional Global Navigation Satellite System (GNSS), wherein the IMU is used to acquire information about the ship's hull attitude and motion state, and the GNSS is used to acquire speed information, heading information, and / or accelerometer output information. For example, speed information and... Equivalent damping is related to the heading information obtained through the heading gauge, which is used to calculate information such as yaw angle. This information helps improve the accuracy of the attitude sensing unit output and can assist in improving the accuracy of the core algorithm in the roll reduction controller. As mentioned above, referring to the embodiment of method 10, there are multiple ballast plate assemblies 210 and actuators. Multiple ballast plate assemblies 210 are symmetrically arranged on the bottom and / or sides of the hull, and each ballast plate assembly 210 is connected to at least one actuator.

[0092] More preferably, the system 30 can be expanded to include a status feedback and safety monitoring unit, which is connected to the actuators of the anti-roll controller 32, the attitude sensing unit 31 and the pressure plate actuator 21. The status feedback and safety monitoring unit is configured to monitor in real time whether there are abnormal events. The anti-roll controller 32 is also configured to perform fault handling when an abnormal event is detected, such as causing the actuator to enter a degradation strategy. For details, please refer to the previous description, which will not be repeated here.

[0093] More preferably, system 30 can be further expanded to include an environment and operating condition estimation unit connected to the roll reduction controller 32. The environment and operating condition estimation unit is configured to acquire the ship's current operating condition and determine the control mode and / or model parameter set corresponding to the current operating condition. After employing the environment and operating condition estimation unit, its output operating condition is used to assist in adjusting the roll reduction control strategy. For strategy adjustments under different control modes, please refer to the preceding description. The environment and operating condition estimation unit may include one or a combination of functions such as speed estimation, propulsion status identification, and wave or current velocity characteristic estimation.

[0094] At the control logic level, the aforementioned method 10 and system 30, and their improved variants, treat the ship as the controlled object and abstract multiple ballast plate assemblies and their connected parallel actuators into a unified execution output, achieving coordinated control through a roll reduction controller. The following is a unified and complete description of the control flow of a preferred embodiment of this application using all the improved variants based on method 10 and system 30. The first step is attitude and state acquisition: the roll reduction controller receives hull attitude information from the attitude sensing unit, including roll angle, roll angular velocity, and roll angular acceleration, and acquires speed and other relevant operating condition information. The second step is operating condition discrimination: based on the hull attitude information and operating condition parameters such as speed and propulsion status, the current operating condition of the ship is determined, and the corresponding control mode and / or control parameter set is selected. The third step is control target generation: based on the current hull attitude state and the selected control mode, the target roll reduction control quantity (i.e., target torque) for suppressing hull roll is calculated to characterize the attitude correction requirements within the current calculation cycle. The fourth step is parallel coordination and control quantity allocation. Under the condition of multiple pressure plate actuators coexisting, the above-mentioned target roll reduction control quantities are coordinated and allocated to determine the target output of each pressure plate actuator, so that each actuator module works together to achieve the overall roll reduction target. The fifth step is actuator command calculation: Based on the target output of each pressure plate actuator, combined with its geometric installation parameters and execution characteristics, the control commands of each parallel drive actuator are calculated and generated, including displacement commands and / or speed commands. The sixth step is drive execution and pressure water action: Under the action of the above control commands, each parallel drive actuator drives the pressure plate actuator to generate water entry or return motion, forming a hydrodynamic reaction force to correct the hull attitude. The seventh step is status feedback and safety monitoring: The roll reduction controller monitors the system operating status, including actuator status, sensor status, and hull response; when an abnormal status is detected, safety restrictions, degraded control, or exiting the active roll reduction mode are executed. The eighth step is closed-loop update: Changes in hull attitude are fed back to the roll reduction controller through the attitude sensing unit, entering the next control cycle, forming a continuous closed-loop control process.

[0095] Compared with the prior art, the basic embodiments and preferred variant embodiments of this application have at least the following advantages: 1. Algorithm-level innovation: The ship roll reduction system is uniformly modeled as a parallel drive system, breaking through the traditional design concept of "single actuator - local control"; 2. Strong control consistency: The actuators corresponding to multiple ballast plate components coordinate their actions through a unified algorithm, avoiding mutual interference and improving the overall roll reduction efficiency; 3. Strong adaptability: The control algorithm can be adaptively adjusted according to different ship type parameters, reducing the dependence on precise structural parameters; 4. Good scalability: When the number and arrangement of actuators change, only the algorithm parameters need to be adjusted, without redesigning the system architecture; 5. Applicable to multiple working conditions: Effective roll reduction can be achieved in static, low-speed, and sailing states.

[0096] An embodiment of this application also proposes a method such as Figure 5 The ship adaptive active roll reduction system 40 shown (hereinafter referred to as system 40) is applicable to ships, which include a ballast plate actuator, the ballast plate actuator including a ballast plate assembly and an actuator connected to the ballast plate assembly. According to Figure 5 The system 40 may include an internal communication bus 41, a processor 42, a read-only memory (ROM) 43, a random access memory (RAM) 44, and a communication port 45. When used in a personal computer, the system 40 may also include a hard disk 46.

[0097] The internal communication bus 41 enables data communication between components of system 40. The processor 42 can perform judgments and issue prompts. In some embodiments, the processor 42 may consist of one or more processors. The communication port 45 enables data communication between system 40 and external systems. In some embodiments, system 40 can send and receive information and data from a network through the communication port 45.

[0098] System 40 may also include different forms of program storage units and data storage units, such as hard disk 46, read-only memory (ROM) 43, and random access memory (RAM) 44, capable of storing various data files used for computer processing and / or communication, as well as possible program instructions executed by processor 42. The processor executes these instructions to implement the main part of the method. The results of processor processing are transmitted to the user equipment via a communication port and displayed on the user interface.

[0099] In addition, similar to system 40, this application also proposes a computer-readable medium storing computer program code, which, when executed by a processor, implements the ship adaptive active roll reduction method proposed in any embodiment of this application to obtain execution instructions for driving the ballast plate assembly to the actuator.

[0100] The basic concepts have been described above. Obviously, for those skilled in the art, the above disclosure is merely illustrative and does not constitute a limitation of this application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements, and corrections to this application. Such modifications, improvements, and corrections are suggested in this application, and therefore remain within the spirit and scope of the exemplary embodiments of this application.

[0101] Furthermore, this application uses specific terms to describe embodiments of the application. For example, "an embodiment," "one embodiment," and / or "some embodiments" refer to a particular feature, structure, or characteristic related to at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment," "one embodiment," or "an alternative embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0102] Some aspects of this application can be executed entirely by hardware, entirely by software (including firmware, resident software, microcode, etc.), or by a combination of hardware and software. The aforementioned hardware or software may be referred to as a "data block," "module," "engine," "unit," "component," or "system." The processor may be one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DAPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, or combinations thereof. Furthermore, aspects of this application may manifest as computer products residing in one or more computer-readable media, including computer-readable program code. For example, computer-readable media may include, but are not limited to, magnetic storage devices (e.g., hard disks, floppy disks, magnetic tapes, etc.), optical discs (e.g., compressed CDs, digital multifunction DVDs, etc.), smart cards, and flash memory devices (e.g., cards, sticks, key drives, etc.).

[0103] A computer-readable medium may contain a propagated data signal containing computer program code, for example, on baseband or as part of a carrier wave. This propagated signal may take various forms, including electromagnetic, optical, and so on, or suitable combinations thereof. A computer-readable medium can be any computer-readable medium other than a computer-readable storage medium, which can be connected to an instruction execution system, apparatus, or device to enable communication, propagation, or transmission of a program for use. The program code located on the computer-readable medium can be propagated through any suitable medium, including radio, cable, fiber optic cable, radio frequency signals, or similar media, or any combination of the above media.

[0104] Similarly, it should be noted that, in order to simplify the description of the present application and thus aid in the understanding of one or more embodiments, the foregoing description of the embodiments of the present application sometimes combines multiple features into a single embodiment, drawing, or description thereof. However, this disclosure method does not imply that the subject matter of the present application requires more features than those mentioned in the claims. In fact, the embodiments contain fewer features than all the features of the single embodiments disclosed above.

[0105] In some embodiments, numbers describing the quantity of components and attributes are used. It should be understood that such numbers used in the description of embodiments are modified in some examples with the terms "approximately," "approximately," or "generally." Unless otherwise stated, "approximately," "approximately," or "generally" indicates that the numbers are allowed to vary by ±20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximate values, which may be changed depending on the characteristics required by individual embodiments. In some embodiments, numerical parameters should take into account specified significant digits and employ a general method of digit reservation. Although the numerical ranges and parameters used to confirm their breadth of scope in some embodiments of this application are approximate values, in specific embodiments, such values ​​are set as precisely as feasible.

[0106] Although this application has been described with reference to specific embodiments, those skilled in the art should recognize that the above embodiments are only used to illustrate this application, and various equivalent changes or substitutions can be made without departing from the spirit of this application. Therefore, any changes or modifications to the above embodiments within the essential spirit of this application will fall within the scope of the claims of this application.

Claims

1. A ship adaptive active roll reduction method, characterized in that, Applicable to ships configured to have multiple sluice gate actuators, each of the sluice gate actuators including a sluice gate assembly and an actuator connected to the sluice gate assembly, the method comprising the following steps: Obtain the ship's hull attitude information; Calculate the target torque based on the hull attitude information; Generate execution instructions corresponding to each actuator based on the target torque; as well as The actuator responds to the execution command to drive the connected pressure plate assembly to perform pressure water movement. The ship attitude information includes the ship's roll angle. angular velocity of rocking and angular acceleration of rocking The method further includes calculating the target torque based on an abstract formula for the rocking control dimension. The abstract formula for the shaking control dimension is as follows: ， in, For rolling inertia, For equivalent damping, The equivalent restoring moment coefficient, Let t be the wave disturbance moment, and t be the calculation time. The method further includes abstracting the unknown variables of the rocking control dimension formula using recursive least squares (RLS), extended Kalman Array (EKF), or sliding window least squares. Discrete equivalent parameters Online estimation updates can be performed using the following methods: ， in, is the set of model parameters, and k is the calculation period.

2. The method as described in claim 1, characterized in that, It also includes solving the target torque in the following manner , = , The solution value in the kth calculation cycle: ， Where m is the number of the pressure plate assemblies. The effective lever arm of each of the ballast plate assemblies relative to the roll axis of the vessel. The equivalent vertical hydrodynamic force generated by the j-th pressure plate assembly.

3. The method as described in claim 2, characterized in that, The step of generating an execution command corresponding to each of the actuators based on the target torque further includes distributing the target torque to the actuators corresponding to each of the pressure plate assemblies according to the following objective: ， in, As the weight of the equivalent vertical hydrodynamic force, As the weight of the equivalent vertical hydrodynamic rate of change, st ， The target hydrodynamic force for each of the pressure plate assemblies can then be obtained. .

4. The method as described in claim 3, characterized in that, Also includes: Establish an equivalent hydrodynamic model for the pressure plate module: ， in, Equivalent downward displacement, The downward pressure speed, For the board surface posture, For speed, These are the hydrodynamic parameters in the model parameter set; The following can be obtained by inverse analysis using the actuator: ,in, This represents the calculated value of the downward displacement. The calculated value for the downward pressure velocity; and Mapped to the stroke of the parallel actuator within the pressure plate assembly : ， Where IK is the inverse solution of the parallel mechanism obtained from geometric constraints and installation point coordinates. These are reference parameters for the attitude of the plate surface. The set of geometric parameters of the actuator, wherein the execution instructions include the inverse solution IK of the parallel mechanism.

5. The method as described in claim 1, characterized in that, This also includes constructing a Disturbance Observer (DOB) or an Extended State Observer (ESO) to estimate the wave disturbance torque. equivalent disturbance , 。 6. The method as described in claim 1, characterized in that, The calculation of the target torque based on the abstract formula of the rocking control dimension further includes solving the target torque using Model Predictive Control (MPC). The target torque is solved using Model Predictive Control (MPC). The steps further include: Define discrete states and prediction models, and define the constraints of the prediction models; Determine the minimum cost function within the prediction domain N; and Output the target torque .

7. The method as described in claim 6, characterized in that, The steps of defining discrete states and prediction models further include: Define the discretized state matrix And define the discretized correction torque ,in, k is the calculation period. The prediction model is as follows: ， in, For state items, For control items, Here is the perturbation matrix. This is the set of model parameters for the kth computation cycle.

8. The method as described in claim 7, characterized in that, The constraints of the prediction model are: ， The output of the prediction model after solving the constraints. for: , This is the solution value in the kth calculation cycle.

9. The method as described in claim 7, characterized in that, The minimized cost function within the prediction domain N for: ， in, For position coefficients, For speed coefficient, To control the weights, is the rate of change weight, and i is the index of the prediction step number within the prediction domain N.

10. The method as described in claim 9, characterized in that, It also includes acquiring the current operating condition of the vessel and determining the control mode corresponding to the current operating condition, wherein the control mode includes mode S, mode C and mode E, which are defined as follows: The mode S is a parking or low-speed navigation mode, and the method further includes adjusting the control weight and / or the rate of change weight in real time when the control mode is the mode S; Mode C is the normal navigation mode, and the method further includes limiting the downward displacement and downward speed of the pressure plate assembly when the control mode is mode C; The mode E is an emergency rock suppression mode, and the method further includes increasing the control weight and / or the rate of change weight when the control mode is mode E.

11. The method as described in claim 1, characterized in that, It also includes real-time monitoring for abnormal events; if an abnormal event is detected, fault handling is performed. The abnormal events include: the sensor used to output the hull attitude and motion state information has an output abnormality or data jump, any of the actuators is saturated or has a communication abnormality and / or a power supply abnormality. The fault handling includes putting the actuator into a degradation strategy, which includes: freezing the output of the execution command or switching to a conservative mode implemented by a proportional-derivative controller. The conservative mode includes freezing the actuator associated with the malfunctioning pressure plate assembly, retrieving the malfunctioning pressure plate assembly to a preset safe position, and / or outputting a fault alarm and recording it.

12. A ship adaptive active roll reduction system, characterized in that, The system, applicable to the ship adaptive active roll reduction method as described in any one of claims 1 to 11, comprises: The attitude sensing unit is configured to acquire information about the ship's hull attitude and motion state. A roll reduction controller, connected to the attitude sensing unit, includes a target torque generation module and a parallel drive allocation module. The target torque generation module is configured to generate a target torque based on the hull attitude and motion state information. The parallel drive allocation module is configured to generate execution commands corresponding to each actuator based on the target torque. A pressure plate actuator includes a pressure plate assembly and an actuator connected to the pressure plate assembly. The actuator includes an actuator mapping module connected to the anti-shake controller. The actuator mapping module is configured to drive the connected pressure plate assembly to perform pressure motion in response to the execution command.

13. The system as described in claim 12, characterized in that, The attitude sensing unit is configured to include at least one inertial measurement unit (IMU), wherein the IMU is used to acquire information about the ship's hull attitude and motion state.

14. The system as described in claim 13, characterized in that, The attitude sensing unit is configured to also include a Global Navigation Satellite System (GNSS), wherein the GNSS is used to acquire airspeed information, heading information and / or accelerometer output information.

15. The system as described in claim 12, characterized in that, The number of the pressure plate assemblies and the actuators is multiple, and the multiple pressure plate assemblies are symmetrically arranged on the bottom and / or sides of the hull, and each pressure plate assembly is connected to at least one actuator.

16. The system as claimed in claim 12, characterized in that, It also includes a status feedback and safety monitoring unit, which is connected to the actuator of the anti-sway controller, the attitude sensing unit and the pressure plate actuator. The status feedback and safety monitoring unit is configured to monitor for abnormal events in real time. The anti-sway controller is also configured to perform fault handling when an abnormal event is detected.

17. The system as claimed in claim 12, characterized in that, It also includes an environment and operating condition estimation unit connected to the roll reduction controller. The environment and operating condition estimation unit is configured to obtain the current operating condition of the ship and determine the control mode and / or model parameter set corresponding to the current operating condition.

18. A ship adaptive active roll reduction system, applicable to a ship, the ship including a ballast plate actuator, the ballast plate actuator including a ballast plate assembly and an actuator connected to the ballast plate assembly, the system comprising: Memory is used to store instructions that can be executed by the processor; And a processor for executing the instructions to implement the method as described in any one of claims 1 to 11, to obtain execution instructions for driving the pressure plate assembly to the actuator.

19. A computer-readable medium storing computer program code, which, when executed by a processor, implements the method of any one of claims 1 to 11 to obtain execution instructions for driving the pressure plate assembly to the actuator.

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