Ship navigation coupling simulation calculation method, system and equipment based on daily adjustment non-constant flow and medium

Abstract

The invention discloses a daily adjustment non-constant flow-based ship navigation coupling simulation calculation method, system, equipment and medium, and the method comprises the steps: collecting monitoring data of water flow, carrying out the preprocessing, obtaining normalized water flow data, building a daily adjustment non-constant flow boundary model based on the normalized water flow data, and carrying out the calculation of the daily adjustment non-constant flow boundary model. Obtaining time series data through a daily adjustment non-constant flow boundary model; ship dynamics modeling is conducted through the geometric parameters and the hydrodynamic parameters, and a ship motion equation is obtained; introducing the time series data into a ship motion equation, and constructing a non-constant flow coupling model equation; based on the non-constant flow coupling model equation, motion state data of the ship under the action of the time-varying water flow is solved through a numerical integration method; and generating a control instruction for correcting ship operation according to the motion state data and the time sequence data. The problem that an existing ship navigation simulation method is insufficient in boundary model construction, non-constant flow coupling, numerical solution stability and control instruction adaptability is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of ship navigation simulation, and in particular to a ship navigation coupling simulation calculation method, system, device and medium based on daily adjusted non-constant flow. BACKGROUND

[0002] With the development of the shipping industry and the improvement of the inland shipping network, simulation calculation of ship navigation has become one of the core technical supports for optimizing ship control strategy and ensuring navigation safety. However, under the influence of daily regulation of water conservancy hubs, the speed and flow of daily adjusted non-constant flow in inland waterways will fluctuate periodically with the regulation period, thereby directly changing the hydrodynamic environment of ship navigation. Therefore, higher practical requirements are put forward for the accuracy and adaptability of ship navigation simulation.

[0003] However, the existing ship navigation simulation method often ignores the daily adjustment periodic fluctuation characteristics in the water flow data when dealing with the working condition of daily adjusted non-constant flow, which leads to the fact that the constructed water flow boundary model cannot match the actual dynamic change law of the water flow. At the same time, in the process of ship dynamics modeling, the splitting and coupling processing of non-constant flow additional hydrodynamic force is not detailed enough, and the dynamic influence of water flow fluctuation on ship stress cannot be accurately reflected. In addition, when solving the ship motion state by numerical integration, the basic constraint of energy conservation is not considered, which makes the calculation result of the motion state deviate from the actual situation. In addition, when generating ship operation control instructions, there is a lack of design combining the feedforward compensation of non-constant flow disturbance and the adaptive feedback correction of navigation deviation. The shortcomings in the model construction and calculation solving in the previous steps cannot be effectively compensated at the control instruction level, which further reduces the adaptability. SUMMARY

[0004] In view of the above existing problems, the present application is proposed.

[0005] Therefore, the present application provides a ship navigation coupling simulation calculation method, system, device and medium based on daily adjusted non-constant flow to solve the problems of existing ship navigation simulation methods in boundary model construction, non-constant flow coupling, numerical solution stability and control instruction adaptability.

[0006] To solve the above technical problems, the present application provides the following technical solutions: In a first aspect, the present application provides a ship navigation coupling simulation calculation method based on daily adjusted non-constant flow, comprising: collecting monitoring data of water flow and preprocessing to obtain normalized water flow data, constructing a daily adjusted non-constant flow boundary model based on the normalized water flow data, and obtaining time series data through the daily adjusted non-constant flow boundary model; obtaining the geometric parameters and hydrodynamic parameters of the ship, and performing ship dynamics modeling through the geometric parameters and hydrodynamic parameters to obtain a ship motion equation; introducing the time series data into the ship motion equation to construct a non-constant flow coupling model equation; based on the non-constant flow coupling model equation, solving the motion state data of the ship under the action of time-varying water flow by numerical integration method; generating a control instruction for correcting the ship operation according to the motion state data and the time series data; based on the motion state data and the control instruction, comprehensively evaluating the simulation navigation of the ship.

[0007] As a preferred scheme of the ship navigation coupling simulation calculation method based on daily adjusted non-constant flow, wherein: the step of constructing a daily adjusted non-constant flow boundary model based on the normalized water flow data and obtaining time series data through the daily adjusted non-constant flow boundary model comprises: performing harmonic expansion on the normalized water flow data, extracting periodic fluctuation characteristics under daily adjusted working conditions, and constructing a daily adjusted non-constant flow boundary model through the periodic fluctuation characteristics; outputting time series data based on the daily adjusted non-constant flow boundary model.

[0008] The beneficial effects of the preferred technical scheme are: the harmonic expansion of the normalized water flow data can extract the periodic fluctuation characteristics under the daily adjusted working conditions, and present these periodic fluctuation characteristics in a quantifiable form, and the daily adjusted non-constant flow boundary model constructed based on these periodic fluctuation characteristics can directly correspond to the fluctuation law of the water flow with the scheduling period, so that the daily adjusted non-constant flow boundary model matches the essential characteristics of the daily adjusted non-constant flow, thereby ensuring that the time series data output based on the daily adjusted non-constant flow boundary model can present the periodic change process of the water flow velocity and flow rate in the time dimension, making the dynamic change of the time series data consistent with the periodic fluctuation of the water flow in the actual channel, realizing accurate description of the water flow boundary, and making the output of the daily adjusted non-constant flow boundary model directly reflect the real state of the daily adjusted non-constant flow, meeting the demand for dynamic characteristics of the water flow boundary in ship navigation simulation.

[0009] As a preferred scheme of the ship navigation coupling simulation calculation method based on the diurnal adjustment non-constant flow of the present application, wherein: the step of obtaining the ship motion equation comprises: obtaining the geometric scale, mass distribution, inertia parameter and hydrodynamic coefficient of the ship; the added mass matrix is determined by the geometric scale, the rigid body mass matrix is constructed by the mass distribution and inertia parameter, and the damping matrix containing linear and nonlinear components is constructed by the hydrodynamic coefficient; and the ship motion equation is established based on the added mass matrix, the rigid body mass matrix and the damping matrix.

[0010] The beneficial effects of the preferred technical scheme are: obtaining the geometric scale, mass distribution, inertia parameter and hydrodynamic coefficient of the ship, so that these core physical quantities related to ship motion are clearly quantified; the added mass matrix is determined by the geometric scale, which can correspond to the added inertia effect of the ship when moving in the water flow; the rigid body mass matrix constructed by the mass distribution and inertia parameter can reflect the mass and inertia characteristics of the ship itself; the damping matrix containing linear and nonlinear components constructed by the hydrodynamic coefficient can present the resistance characteristics of the water flow to the ship motion; the ship motion equation established by combining the added mass matrix, the rigid body mass matrix and the damping matrix can simultaneously include the stress factors of the ship itself and under the action of the water flow, so that the ship motion equation directly corresponds to the actual motion mechanics state of the ship, the construction process of the ship motion equation is consistent with the physical nature of the ship and water flow interaction, and the corresponding relationship between the stress and motion of the ship under the diurnal adjustment non-constant flow condition is presented, so that the ship motion equation can directly reflect various mechanical influence factors in the ship motion process.

[0011] As a preferred scheme of the ship navigation coupling simulation calculation method based on the diurnal adjustment non-constant flow of the present application, wherein: the step of introducing the time series data into the ship motion equation to construct the non-constant flow coupling model equation comprises: calculating the non-constant flow added inertia force based on the flow velocity boundary and the corresponding time variation rate in the time series data; calculating the non-constant flow added damping force based on the relative speed of the ship speed state variable in the ship motion equation and the flow velocity boundary, and combining the non-constant flow added damping force and the non-constant flow added inertia force to form the non-constant flow added hydrodynamic term; and introducing the non-constant flow added hydrodynamic term as an external disturbance force into the right end term of the ship motion equation to construct the non-constant flow coupling model equation.

[0012] The beneficial effects of the preferred technical solution are: based on the flow rate boundary in the time series data and the corresponding time change rate, the non-constant flow additional inertia force is calculated, which can make the non-constant flow additional inertia force directly correspond to the dynamic change characteristics of the water flow, and the non-constant flow additional damping force calculated based on the relative speed between the ship speed state variable in the ship motion equation and the flow rate boundary can reflect the resistance influence generated by the relative motion of the ship and the water flow. The non-constant flow additional water dynamic force formed by combining the non-constant flow additional damping force and the non-constant flow additional inertia force can completely cover the disturbance action force exerted by the non-constant flow on the ship. The non-constant flow additional water dynamic force is introduced as an external disturbance force into the right end term of the ship motion equation, so that the constructed non-constant flow coupling model equation simultaneously includes the motion characteristics of the ship itself and the additional action of the non-constant flow, directly corresponds to the coupling relationship between the ship and the water flow in the daily adjustment non-constant flow working condition, presents the real force state of the ship in the dynamic change of the water flow, and makes the non-constant flow coupling model equation accurately reflect the mutual influence between the non-constant flow and the ship motion, which meets the description needs of the coupling simulation of the action relationship between the ship and the water flow.

[0013] As a preferred scheme of the ship navigation coupling simulation calculation method based on the daily adjustment non-constant flow of the application, wherein: based on the non-constant flow coupling model equation, the step of solving the motion state data of the ship under the action of the time-varying water flow by the numerical integral method includes: according to the time sequence of the time series data, the time domain of the ship navigation is divided into discrete time steps; in each time step, the ship acceleration is calculated according to the non-constant flow coupling model equation, and the energy conservation constraint is introduced to establish the energy balance constraint condition satisfying the energy balance; the ship speed and angular velocity vector are solved respectively by iteration correction method until the ship speed and angular velocity vector satisfy the non-constant flow coupling model equation and the energy balance constraint condition at the same time; based on the ship speed and angular velocity vector after iteration correction, the motion state of the ship in each time step is updated, and the motion state data of the ship in each time step under the action of the time-varying water flow is output.

[0014] The beneficial effects of this preferred technical solution are as follows: The time domain of ship navigation is divided into discrete time steps based on the time series data, enabling numerical integration to adapt to the dynamic changes of time-varying water flow. At each time step, ship acceleration is calculated according to the unsteady flow coupling model equations, and energy conservation constraints are introduced to establish energy balance constraints. This ensures that acceleration calculations simultaneously follow the mechanical relationships of the unsteady flow coupling model equations and the physical laws of energy balance. Ship velocity and angular velocity vectors are solved using an iterative correction method until both simultaneously satisfy the unsteady flow coupling model equations and energy balance constraints. This ensures that the velocity and angular velocity vector solutions both conform to the coupling relationship between the ship and the water flow and do not deviate from the basic principle of energy conservation. Based on the iteratively corrected velocity and angular velocity vectors, the ship's motion state at each time step is updated. The output motion state data can present the ship's actual motion process under the action of time-varying water flow in a time-dimensional manner. This allows the numerical integration solution process to fully integrate time discretization, constraint introduction, iterative correction, and state updating, directly reflecting the dynamic coupling results of time-varying water flow and ship motion.

[0015] As a preferred embodiment of the ship navigation coupled simulation calculation method based on diurnal regulated unsteady flow described in this invention, the step of generating control commands to correct ship operation includes: calculating a feedforward compensation control quantity based on the flow velocity boundary in the time series data; wherein the calculation method of the feedforward compensation control quantity is as follows: ; ; In the formula, This is the feedforward compensation control variable. For unsteady flow, additional hydrodynamic term, For conversion parameters, A mass coefficient matrix is ​​added to the flow field to characterize the inertial effect caused by the acceleration of the water flow. The time rate of change of the velocity boundary. A damping coefficient matrix is ​​added to the flow field to characterize the damping effect caused by relative velocity. For the ship's speed state variable, For flow velocity boundaries in time series data; Feedback control quantity is generated based on the deviation between the motion state data and the preset reference value, and the feedforward compensation control quantity and the feedback control quantity are combined to generate a control command; wherein, the feedback control quantity is calculated through a feedback control law, and the feedback control law is expressed as: ; ; ; In the formula, a feedback control quantity, a speed deviation, a heading deviation, a yaw rate, , , and are adaptive gain parameters, a reference speed, a reference heading, an actual heading; wherein the adaptive gain parameters are adjusted according to the following update law: ; In the formula, is an adaptive rate parameter for controlling the gain adjustment speed, is a change rate of the speed deviation.

[0016] The beneficial effects of the preferred technical solution are: based on the flow velocity boundary in the time series data, a feedforward compensation control quantity is calculated for offsetting the disturbance of the unsteady flow, and then the feedforward compensation control quantity is combined with the flow field additional mass coefficient matrix, the flow field additional damping coefficient matrix, the time variation rate of the flow velocity boundary, and the ship speed state variable, so that the feedforward compensation control quantity can directly match the additional hydrodynamic term of the unsteady flow, and correspond to the disturbance of the unsteady flow on the ship, a feedback control quantity is generated based on the deviation of the motion state data and the preset reference value, and the feedback control law is calculated by combining the speed deviation, the heading deviation, and the yaw rate, and the adaptive gain parameters are adjusted according to the change rate of the speed deviation, so that the feedback control quantity can correspond to the deviation between the actual operation of the ship and the reference value, the feedforward compensation control quantity and the feedback control quantity are combined to generate a control instruction, so that the control instruction can not only cover the offsetting requirement of the unsteady flow disturbance, but also adapt to the deviation correction between the ship operation and the reference value, directly correspond to the operation state of the ship in the day-to-day adjustment unsteady flow condition, make the control instruction meet the operation requirement of the ship in the time-varying water flow, and realize the correction of the ship operation, so that the action of the control instruction directly matches the actual operation scene of the ship in the unsteady flow.

[0017] As a preferred scheme of the ship navigation coupling simulation calculation method based on day-to-day adjustment unsteady flow according to the application, wherein the step of comprehensively evaluating the simulated navigation of the ship includes: based on the motion state data, calculating a navigation accuracy index and a navigation stability index, and the calculation method of the navigation accuracy index and the navigation stability index is: ; ; In the formula, is a navigation accuracy index, is an actual position vector of the ship in the motion state data, is a reference track position vector, is a total navigation time, is a Euclidean norm of a deviation between a ship actual position vector and the reference track position vector, is a navigation stability index, , , respectively are a roll angle, a pitch angle and a yaw angle in the motion state data; based on the control instruction, a navigation energy consumption index is calculated, and a calculation manner of the navigation energy consumption index is: ; in the formula, is a navigation energy consumption index, is a propulsion instantaneous power, which is calculated by a propulsion power correction amount in the control instruction; based on time information of a navigation process, a navigation efficiency index is calculated, and a calculation manner of the navigation efficiency index is: ; in the formula, is a navigation efficiency index, is an expected navigation time, is an actual navigation time; based on the navigation precision index, the navigation stability index, the navigation energy consumption index and the navigation efficiency index, a comprehensive performance evaluation result is fused and generated, and the comprehensive performance evaluation result is calculated by a weighted formula: ; in the formula, is a comprehensive performance evaluation result, respectively are weight coefficients of the navigation precision index, the navigation stability index, the navigation energy consumption index and the navigation efficiency index.

[0018] The beneficial effects of the preferred technical solutions are: based on the motion state data, the sailing precision index is calculated, the integral average of the Euclidean norm of the deviation of the actual position vector of the ship and the reference track position vector in the total sailing time is used to make the sailing precision index correspond to the fitting degree of the actual track and the reference track of the ship, the sailing stability index is calculated, the integral average of the sum of the squares of the roll angle, pitch angle and yaw angle in the total sailing time is used to correspond to the attitude change during the sailing of the ship, the sailing energy consumption index is calculated based on the control instruction, the integral average of the instantaneous power of the propulsion in the total sailing time is used to correspond to the energy consumption state of the ship under the action of the control instruction, the sailing efficiency index is calculated based on the time information of the sailing process, the ratio of the expected sailing time and the actual sailing time is used to correspond to the time utilization of the ship sailing, and the comprehensive performance evaluation result is generated by fusing these indexes through the weighting formula. The weight coefficient corresponds to the proportion of different indexes, so that the comprehensive performance evaluation result simultaneously covers the information of track fitting, attitude change, energy consumption and time utilization, directly corresponds to the multiple aspects of the ship simulation sailing, and makes the comprehensive evaluation can completely present the actual performance of the simulation sailing, and meets the multi-dimensional evaluation demand of the simulation effect of the ship sailing.

[0019] In a second aspect, the present application provides a ship sailing coupling simulation calculation system based on diurnal regulated unsteady flow, comprising: A data acquisition and boundary modeling module is configured to acquire monitoring data of water flow and pre-process the data to obtain normalized water flow data, construct a diurnal regulated unsteady flow boundary model based on the normalized water flow data, and obtain time series data through the diurnal regulated unsteady flow boundary model. A ship dynamics modeling module is configured to obtain geometric parameters and hydrodynamic parameters of a ship, and perform ship dynamics modeling through the geometric parameters and hydrodynamic parameters to obtain a ship motion equation. An unsteady flow coupling module is configured to introduce the time series data into the ship motion equation to construct an unsteady flow coupling model equation. A motion response and control module is configured to solve motion state data of a ship under the action of time-varying water flow based on the unsteady flow coupling model equation, and generate a control instruction for correcting the operation of the ship according to the motion state data and the time series data. A sailing performance evaluation module is configured to comprehensively evaluate the simulation sailing of a ship based on the motion state data and the control instruction.

[0020] In a third aspect, the present application provides an electronic device, comprising: a memory and a processor; The memory is used to store computer executable instructions, and the processor is used to execute the computer executable instructions, which realize the steps of the ship navigation coupling simulation calculation method based on daily adjusted non-constant flow when executed by the processor.

[0021] In a fourth aspect, the present application provides a computer readable storage medium storing computer executable instructions, which realize the steps of the ship navigation coupling simulation calculation method based on daily adjusted non-constant flow when executed by the processor.

[0022] Compared with the prior art, the beneficial effects of the present application are as follows: for the daily adjusted non-constant flow condition, the periodic fluctuation characteristics of the normalized water flow data are extracted to construct a daily adjusted non-constant flow boundary model, which directly fits the actual water flow dynamic change law; the motion equation containing the added mass, rigid body mass and damping matrix is constructed based on the geometric scale, mass distribution and other parameters of the ship; the non-constant flow added hydrodynamic term is calculated based on the flow velocity information in the time series data and introduced into the ship motion equation to form the non-constant flow coupling model equation, which completely covers the relationship between the ship characteristics and the non-constant flow, and makes up for the deficiency of the existing method in the coupling processing of the non-constant flow added hydrodynamic splitting; when the ship motion state is solved by numerical integration, the time domain is divided into discrete time steps and the energy conservation constraint is introduced, the velocity and angular velocity vectors are simultaneously satisfied with the coupling model equation and the energy balance condition through iterative correction, so that the motion state calculation result is more consistent with the actual situation, and the problem of deviation caused by not considering energy conservation in the existing numerical solution is solved; the feedforward compensation control amount is calculated based on the flow velocity boundary, the feedback control amount is generated combined with the navigation deviation, and the control instruction is combined, which covers the needs of non-constant flow disturbance offset and navigation deviation correction, and improves the problem of insufficient adaptability of the existing control instruction; finally, the comprehensive evaluation result is generated by multi-index weighted fusion, and the simulation navigation state is completely presented. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0024] Figure 1 The whole flow chart of the ship navigation coupling simulation calculation method based on daily adjusted non-constant flow of an embodiment of the present application.

[0025] Figure 2 The deviation comparison chart without adaptive control.

[0026] Figure 3 The deviation deviation comparison chart of the adaptive control of the ship navigation coupling simulation calculation method based on the day adjustment non-constant flow for an embodiment of the application.

[0027] Figure 4 The track RMS deviation comparison chart.

[0028] Figure 5 The energy consumption comparison chart. DETAILED DESCRIPTION

[0029] In order to make the above objectives, characteristics and advantages of the present application more obvious and easy to understand, the specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should belong to the protection scope of the present application.

[0030] Embodiment 1, refer to Figure 1 For an embodiment of the present application, a ship navigation coupling simulation calculation method based on day adjustment non-constant flow is provided, comprising S100~S600: S100, collecting monitoring data of water flow and pre-processing to obtain normalized water flow data, constructing a day adjustment non-constant flow boundary model based on the normalized water flow data, and obtaining time series data through the day adjustment non-constant flow boundary model; S200, obtaining the geometric parameters and hydrodynamic parameters of the ship, and performing ship dynamics modeling through the geometric parameters and hydrodynamic parameters to obtain the ship motion equation; S300, introducing the time series data into the ship motion equation to construct a non-constant flow coupling model equation; S400, based on the non-constant flow coupling model equation, solving the motion state data of the ship under the action of time-varying water flow by numerical integration method; S500, generating control instructions for correcting ship operation according to the motion state data and the time series data; S600, based on the motion state data and the control instructions, comprehensively evaluating the simulation navigation of the ship.

[0031] It should be noted that the water flow of the daily regulated water area is significantly non-constant flow characteristics affected by the regulation strategy, and the water flow speed and direction dynamically change over time. The traditional ship navigation simulation is mostly based on the constant flow assumption, which deviates greatly from the actual working condition, and is easy to lead to the distortion of the simulation result of the motion state. At the same time, the coupling modeling of the geometric parameters and hydrodynamic parameters of the ship and the non-constant flow is difficult, and if the dynamic interaction of the time sequence water flow is ignored, the simulation accuracy will be further reduced, and the simulation process lacks corresponding navigation control instruction modification and comprehensive evaluation link, so that the simulation result is difficult to directly guide the actual navigation operation, and affects the navigation safety and traffic efficiency of the ship in the daily regulated water area, so it is very important to build the coupling simulation calculation system of the daily regulated non-constant flow and the ship navigation.

[0032] Therefore, in order to solve the problems of large deviation of constant flow assumption, insufficient coupling modeling accuracy and lack of simulation practicability, through the steps of S100-S600, the daily regulated non-constant flow boundary model is constructed by collecting and preprocessing the water flow data, the kinetic model is established combined with the ship parameters, the coupling equation is constructed, the control instruction is generated after solving the motion state data, and the comprehensive evaluation is carried out, which solves the problem that the traditional simulation does not conform to the actual working condition; the coupling simulation of the non-constant flow and the ship navigation is realized, the accuracy of the motion state simulation is improved, and the practicability of the simulation result is enhanced through the control instruction and the comprehensive evaluation, which provides reliable simulation and decision basis for the safe and efficient navigation of the ship in the daily regulated non-constant flow water area.

[0033] Embodiment 2, refer to Figures 1-5 For an embodiment of the present application, based on the above embodiment, a ship navigation coupling simulation calculation method based on daily regulated non-constant flow is provided.

[0034] In the embodiment of the present application, the step of obtaining time sequence data through the daily regulated non-constant flow boundary model in step S100 based on the normalized water flow data includes A1-A2: A1, the normalized water flow data is harmonically expanded, the periodic fluctuation characteristics under the daily regulated working condition are extracted, and the daily regulated non-constant flow boundary model is constructed through the periodic fluctuation characteristics; Firstly, the harmonic expansion parameters are determined according to the characteristics of the daily regulated non-constant flow, in the embodiment, the expansion order N and the daily regulated period T are set The expansion order N is usually 1 to 3 orders, wherein the first order harmonic corresponds to the daily regulated dominant frequency, the second order harmonic and the third order harmonic depict the sub-harmonic component, and the daily regulated period T is usually 24 hours, that is ​; then the normalized water flow data is harmonically decomposed, at which time the normalized water level data, normalized flow rate data and normalized flow data in the normalized water flow data are respectively Fourier harmonic expanded, taking the normalized water level data as an example, a water level boundary function is constructed: ; In the formula, is the water level dynamic boundary under the daily regulation condition, is the average water level, and are the nth order cosine harmonic coefficient and the sine harmonic coefficient of the water level respectively, is the water level residual term, representing high-frequency fluctuations or non-periodic components; wherein the cosine harmonic coefficient and the sine harmonic coefficient are calculated by least square fitting: ; ; In the formula, M is the total number of sampling points, is the i-th sampling time, is the normalized water level value at the i-th sampling time; similarly, the flow rate boundary function and the flow boundary function are constructed: ; ; In the formula, and are the average flow rate and the average flow respectively, and are the nth order cosine harmonic coefficient and the sine harmonic coefficient of the flow rate respectively, is the flow rate residual term, and are the nth order cosine harmonic coefficient and the sine harmonic coefficient of the flow respectively, is the flow residual term; finally, the harmonic expansion results of the normalized water level data, the normalized flow rate data and the normalized flow data are integrated to form a complete daily regulation unsteady flow boundary model.

[0035] A2, based on the daily regulation unsteady flow boundary model, output time series data; First, according to the continuity equation a physical consistency constraint is established, in which is the cross-sectional area function, which is obtained by regression of the cross-section measurement data of the reach, usually in the form of a quadratic polynomial, is the flow correction term. In this embodiment, the water level boundary function and the flow velocity boundary function obtained in step A1 are substituted into the continuity equation to calculate the corrected flow boundary function. The corrected flow boundary function is compared with the flow boundary function in step A1. If the root mean square deviation is less than 5% of the average flow value, it is considered that the daily regulated unsteady flow boundary model meets the physical consistency. Then, the time step and the total simulation duration are generated according to the simulation requirements , and the daily regulated unsteady flow boundary model in step A1 is used to calculate the water level value, flow velocity value and flow value at each time point. The time derivative of the flow velocity boundary function is calculated to obtain the time change rate of the flow velocity. Finally, the time series data is output.

[0036] For example, first, the cross-section area function is obtained by regression according to the cross-section measurement data of the navigation section. Then, the water level boundary function and the flow velocity boundary function are substituted into the continuity equation for physical consistency verification. The root mean square deviation of the flow is , which is of the average flow value , meeting the consistency requirement. Then, the time step is set, and the simulation duration is 28800s. The time series data is calculated and generated at 28801 time points, including the water level value, flow velocity value, flow value and flow velocity time change rate at each time point. The water level value ranges from 6.80m to 7.60m, and the flow velocity value ranges from 0.25m / s to 1.45m / s. Finally, the time series data containing 28801 groups of data and the cross-section area function are output.

[0037] In an alternative embodiment, the step S100 of constructing the daily adjusted unsteady flow boundary model based on the normalized flow data, the time series data obtained through the daily adjusted unsteady flow boundary model can also use a cubic spline interpolation method. First, the normalized flow data is periodically segmented. The data is divided into several complete period segments according to the daily adjustment period, and each period segment contains the time series of water level, flow rate and flow. Then, a cubic spline interpolation function is established for the normalized water level data, the normalized flow rate data and the normalized flow data in each period segment. The interpolation nodes are selected as the sampling time points, and the boundary conditions are periodically constrained, that is, the function values and their first derivatives at the beginning and end of each period segment are required to be continuous. Then, the average values of the spline functions of each period segment are calculated to obtain the average values of the water level, the flow rate and the flow. The deviations of the spline functions of each period segment and the corresponding average values are superimposed and averaged to obtain the spline deviation function representing the daily adjustment periodic fluctuation. Finally, the daily adjusted unsteady flow boundary model is constructed in the form of the sum of the average value and the spline deviation function. On the standardized time grid, the water level value, the flow rate value and the flow value are calculated using the spline interpolation function. The flow rate time change rate is obtained by deriving the flow rate spline function. The continuity equation constraint is applied through the cross-section area function to verify the physical consistency and output the time series data.

[0038] In the embodiments of the present application, the step of obtaining the ship motion equation in step S200 includes B1-B3: B1, obtaining the geometric scale, mass distribution, inertia parameter and hydrodynamic coefficient of the ship; First, the geometric scale, mass distribution, inertia parameter and hydrodynamic coefficient of the ship are obtained. In this embodiment, the geometric scale is obtained through ship design drawings or actual ship measurement, including main scale information such as ship length, ship width, draft and type depth, and ship body shape characteristic parameters. The mass distribution reflects the mass characteristics and rotation characteristics of the ship, including the total mass of the ship, the coordinates of the center of gravity, the inertia parameters including the moments of inertia and inertia products around the three coordinate axes, and the mass distribution and inertia parameters are obtained through ship load state calculation or inclination test measurement. The hydrodynamic coefficient represents the effect of water on the ship when the ship moves in water, which is obtained through model test, numerical simulation or empirical formula calculation, including added mass coefficient, damping coefficient and restoring force coefficient, wherein the added mass coefficient reflects the inertia effect of water moving with the ship, and the damping coefficient reflects the resistance effect of water on the ship motion. Finally, the ship parameter set is output.

[0039] For example, for a 1200-ton inland river bulk cargo ship, the obtained geometric scale is 65 meters in length, 11.2 meters in width and 2.5 meters in draft, the mass distribution is 1200 tons in total mass and 0.5 meters in longitudinal position of the center of gravity, the inertia parameters are the roll moment of inertia, the pitch moment of inertia and the bow roll moment of inertia, and the hydrodynamic coefficient is obtained through ship model test and numerical calculation.

[0040] B2, determining the added mass matrix by geometric scales, constructing the rigid body mass matrix by mass distribution and inertia parameters, and constructing the damping matrix containing linear and nonlinear components by hydrodynamic coefficients; First, the added mass matrix is determined by geometric scales, which represents the inertial effect of the surrounding water moving with the ship when the ship moves in water. In this embodiment, the elements of the added mass matrix are calculated by using the ship length, ship width, draft and other geometric scales obtained in step B1, and combining with the added mass coefficient. The added mass matrix is a six-order symmetric matrix, the diagonal elements represent the added mass or added moment of inertia of each degree of freedom, and the non-diagonal elements represent the coupling effect. Then, the rigid body mass matrix is constructed by mass distribution and inertia parameters, which represents the mass characteristics and rotational characteristics of the ship as a rigid body. The rigid body mass matrix is constructed by using the total mass of the ship, the center of gravity position and the moment of inertia obtained in step B1 according to the rigid body dynamics theory. The rigid body mass matrix is also a six-order symmetric matrix, the first three diagonal elements are the total mass of the ship, the last three diagonal elements are the moments of inertia around the three coordinate axes, and the non-diagonal elements are generated by the center of gravity position and mass coupling. Then, the damping matrix is constructed by hydrodynamic coefficients, which represents the resistance of the water to the ship during the ship's movement, containing linear and nonlinear damping components. The linear damping matrix is constructed by using the damping coefficients obtained in step B1. For the nonlinear damping component, the nonlinear damping term is established according to the square relationship of the ship's movement speed.

[0041] B3, based on the added mass matrix, the rigid body mass matrix and the damping matrix, the ship motion equation is established; Firstly, the added mass matrix and the rigid body mass matrix are combined to form a ship mass and added mass matrix, in the process, the added mass matrix obtained in step B2 and the rigid body mass matrix are added according to corresponding elements to obtain a total mass matrix containing the ship rigid body mass and the water added mass, the total mass matrix reflects the inertia characteristics of the ship and the surrounding water as a whole system; then, the control force and torque terms are defined, the control force and torque terms include the thrust generated by the propeller, the side force and torque generated by the rudder, in the embodiment, the thrust depends on the speed and the propeller speed, the rudder side force depends on the rudder angle and the propeller speed, the rudder torque depends on the rudder angle and the propeller speed, all of which are expressed in a parameterized form; subsequently, the external environmental force is defined, the external environmental force includes the force caused by the wind load, the force caused by the wave and the non-constant flow additional hydrodynamic force; finally, the ship motion equation is established, the ship motion equation adopts a six-degree-of-freedom form, containing the motion of six degrees of freedom of surge, sway, heave, roll, pitch and yaw, the left side of the ship motion equation contains the coupling effect of the ship mass and added mass matrix, the ship motion velocity and angular velocity and the joint action of the damping matrix, and the right side is the sum of the control force and torque vector and the external environmental force and torque vector.

[0042] In an alternative embodiment, the ship motion equation obtained in step S200 can also be modeled based on the Lagrange equation of energy method, first, the generalized coordinates of the ship are defined according to the geometric dimensions, mass distribution and inertia parameters of the ship, including position coordinates and attitude angle coordinates. Then the kinetic energy of the ship system is calculated, including the translational kinetic energy of the ship rigid body, the rotational kinetic energy and the water kinetic energy corresponding to the added mass, wherein the water kinetic energy is calculated by the added mass coefficient and the ship motion velocity; then the potential energy of the ship system is calculated, including mainly the gravitational potential energy and the restoring force potential energy, the restoring force potential energy is determined by the buoyancy restoring characteristics of the ship in still water; subsequently, the dissipation function of the ship system is defined, which represents the energy dissipation effect of the hydrodynamic damping on the ship motion, which is constructed by the damping coefficient and the ship motion velocity; finally, according to the Lagrange equation, the variation operation is performed on the kinetic energy, potential energy and dissipation function, and the control force and torque terms and the external environmental force and torque terms are introduced to obtain the ship motion equation.

[0043] In the embodiments of the present application, the step of introducing the time series data into the ship motion equation in step S300 to construct the non-constant flow coupling model equation includes C1-C3: C1, based on the flow velocity boundary in the time series data and the corresponding time variation rate, the non-constant flow additional inertia force is calculated; Firstly, the flow velocity boundary and the flow velocity time rate of change are extracted from the time series data output from step A2, the flow velocity boundary represents the instantaneous flow velocity under the condition of diurnal adjustment unsteady flow, and the flow velocity time rate of change represents the speed of change of flow velocity with time, reflecting the acceleration or deceleration characteristics of the water flow; then the additional mass coefficient matrix of the flow field is constructed by using the additional mass coefficient obtained in step B1, the additional mass coefficient matrix of the flow field is used to characterize the additional inertia effect of the water flow acceleration change on the ship, the additional mass coefficient matrix of the flow field is based on the additional mass coefficient in the hydrodynamic coefficient obtained in step B1, and is modified in combination with the geometric scale of the ship, forming the additional mass coefficient matrix of the flow field suitable for the condition of unsteady flow, and the additional mass coefficient matrix of the flow field is a six-order matrix, corresponding to the motion of six degrees of freedom of the ship; finally, the unsteady flow additional inertia force is calculated, the flow velocity time rate of change is multiplied by the additional mass coefficient matrix of the flow field, and the unsteady flow additional inertia force on each degree of freedom is obtained, the unsteady flow additional inertia force represents the instantaneous inertia effect of the water flow acceleration change on the ship, that is, when the water flow accelerates, the ship is pushed, and when the water flow decelerates, the ship is blocked.

[0044] C2, based on the relative velocity between the ship speed state variable in the ship motion equation and the flow velocity boundary, the unsteady flow additional damping force is calculated, and the unsteady flow additional damping force and the unsteady flow additional inertia force are combined to form the unsteady flow additional hydrodynamic force term; Firstly, the ship speed state variable is extracted from the ship motion equation in step B3, the ship speed state variable represents the motion speed at the mass center of the ship, and the flow velocity boundary at the current time is extracted from the time series data in step A2, the ship speed state variable is subtracted from the flow velocity boundary to obtain the relative velocity of the ship and the water flow, the relative velocity reflects the actual motion speed of the ship relative to the flowing water body; then the additional damping coefficient matrix of the flow field is constructed by using the damping coefficient obtained in step B1, the additional damping coefficient matrix of the flow field is used to characterize the damping effect generated when the water flow and the ship move relative to each other, the additional damping coefficient matrix of the flow field is based on the damping coefficient in the hydrodynamic coefficient obtained in step B1, and is modified in combination with the relative motion characteristics of the ship and the water flow, forming the additional damping coefficient matrix of the flow field suitable for the condition of unsteady flow, the additional damping coefficient matrix of the flow field is a six-order matrix, corresponding to the motion of six degrees of freedom of the ship; then the relative velocity is multiplied by the additional damping coefficient matrix of the flow field to obtain the unsteady flow additional damping force on each degree of freedom, the unsteady flow additional damping force represents the blocking effect generated by the relative motion of the ship and the water flow, and the size is proportional to the relative velocity; finally, the unsteady flow additional inertia force obtained in step C1 and the unsteady flow additional damping force are added according to the corresponding degrees of freedom to form the complete unsteady flow additional hydrodynamic force term, the unsteady flow additional hydrodynamic force term comprehensively reflects the inertia effect and damping effect of the time-varying characteristics of the water flow on the ship.

[0045] C3, the non-constant flow additional hydrodynamic term is introduced into the right side of the ship motion equation as an external disturbance force to construct a non-constant flow coupling model equation; The non-constant flow additional hydrodynamic term obtained in step C2 is substituted into the external environmental force and torque vector on the right side of the ship motion equation to fill the reserved non-constant flow additional hydrodynamic interface. The non-constant flow additional hydrodynamic term acts as an external disturbance force, which, together with the control force and torque, the wind load, and the wave force, acts on the right side of the ship motion equation. After introducing the non-constant flow additional hydrodynamic term, the ship motion equation evolves into a non-constant flow coupling model equation, which fully describes the dynamic characteristics of the ship under the condition of diurnal adjustment non-constant flow. The left side maintains the structure of the ship mass and added mass matrix, the motion coupling term, and the damping matrix, and the right side contains the control force and torque and the complete external environmental force and torque.

[0046] In an optional embodiment, the time series data is introduced into the ship motion equation in step S300 to construct a non-constant flow coupling model equation, which can also use a direct coupling method based on harmonic components. First, the harmonic coefficients in the diurnal adjustment non-constant flow boundary model are used to directly calculate the additional hydrodynamic contribution of each order harmonic component, including the cosine and sine harmonic coefficients of the flow velocity boundary function. For each order harmonic, the inertia force component and the damping force component caused by the harmonic are calculated according to the frequency and amplitude, and combined with the obtained added mass coefficient and damping coefficient. Then, the additional hydrodynamic components of each order harmonic are superimposed to obtain the total non-constant flow additional hydrodynamic term. Finally, the superimposed non-constant flow additional hydrodynamic term is introduced as an external disturbance force into the right side of the ship motion equation to form a non-constant flow coupling model equation based on harmonic components.

[0047] In the embodiments of the present application, the step of solving the motion state data of the ship under the action of time-varying flow based on the non-constant flow coupling model equation in step S400 includes D1-D4: D1, according to the time sequence of the time series data, the time domain of the ship navigation is divided into discrete time steps; First, the time information is extracted from the time series data of step A2, including the starting time, the ending time, and the time step. Then, the time step of numerical integration is determined according to the numerical stability and the accuracy requirement, which can be consistent with the time step of step A2. Next, the entire navigation time domain is uniformly divided according to the determined time step to form a discrete time step sequence. Finally, the discrete time step set is output, which contains all time nodes and corresponding numbers, as the time grid for subsequent numerical calculation.

[0048] For example, the time step of the time series data in step A2 is 1 second, the simulation time is 28800 seconds, the numerical integration time step is determined to be 1 second, the time domain is divided into 28800 time steps, and a set of discrete time steps is output.

[0049] D2, at each time step, the ship acceleration is calculated according to the unsteady flow coupling model equation, and an energy conservation constraint is introduced to establish an energy balance constraint condition that satisfies energy balance; At the current time step, first, the flow velocity boundary and the flow velocity time variation rate are extracted from the time series data of step A2, and the known ship speed and angular velocity vectors are combined to solve the ship acceleration vector according to the unsteady flow coupling model equation; then the total energy of the ship system is defined, including kinetic energy and potential energy, in this embodiment, the kinetic energy is calculated by the speed, angular velocity and ship mass and added mass matrix, and the potential energy is calculated by the ship position and attitude; finally, the energy balance constraint condition is established, which requires that the total energy change in the time step is equal to the work done by the external force and torque, to ensure energy conservation.

[0050] D3, the ship speed and angular velocity vectors are solved by an iterative correction method until the ship speed and angular velocity vectors simultaneously satisfy the unsteady flow coupling model equation and the energy balance constraint condition; First, the initial values of the ship speed and angular velocity vectors are set, which can be the speed and angular velocity vectors of the previous time step; then the iterative correction equation is established, in this embodiment, the iterative correction equation includes the unsteady flow coupling model equation constraint and the energy balance constraint condition, wherein the unsteady flow coupling model equation constraint requires that the time derivative of the ship speed and angular velocity vectors satisfies the unsteady flow coupling model equation, and the energy balance constraint condition requires that the total energy change in the time step satisfies the energy conservation principle, and then the unsteady flow coupling model equation constraint and the energy balance constraint condition are combined to form a nonlinear equation set about the ship speed and angular velocity vectors; then the nonlinear equation set is solved by an iterative correction method, in the process of each iteration, the residual of the unsteady flow coupling model equation and the residual of the energy balance constraint condition are calculated according to the current iteration value, the correction amount of the speed and angular velocity vectors is obtained by solving the correction equation, and the iteration value is updated; the iteration process is repeated until the residual is less than the preset convergence threshold, at this time the ship speed and angular velocity vectors simultaneously satisfy the unsteady flow coupling model equation and the energy balance constraint condition, and finally the ship speed and angular velocity vectors that satisfy the constraints are output.

[0051] D4, based on the ship speed and angular velocity vectors corrected by iteration, the motion state of the ship at each time step is updated, and the motion state data of the ship under the action of the time-varying flow at each time step is output; First, the ship speed and angular velocity vector output in step D3 are taken as the ship speed and angular velocity of the current time step, and the changes in the ship position and attitude are calculated through numerical integration, respectively, and are added to the ship position and attitude of the previous time step to obtain the ship position and attitude of the current time step; finally, the complete motion state data are formed, including the ship position, attitude, ship speed and angular velocity, and the updating process is repeated for all time steps in turn to output the motion state data sequence of each time step.

[0052] In the embodiments of the present application, the step of generating the control instruction for correcting the ship operation in step S500 includes E1-E2: E1, calculating a feedforward compensation control amount based on the flow velocity boundary in the time series data; wherein the calculation method of the feedforward compensation control amount is: ; ; In the formula, is the feedforward compensation control amount, is a non-constant flow additional hydrodynamic term, is a conversion parameter, is a flow field additional mass coefficient matrix for representing the inertial effect caused by the water flow acceleration, is the time rate of change of the flow velocity boundary, is a flow field additional damping coefficient matrix for representing the damping effect caused by the relative velocity, is a ship speed state variable, is the flow velocity boundary in the time series data; First, the unsteady flow additional hydrodynamic term output in step C2 is obtained, which has comprehensively included the influence of the inertial effect and damping effect of the flow field on each degree of freedom of the ship; then a control distribution matrix is defined, which is used to describe how the propulsion power correction and rudder angle correction are converted into the generalized control force and moment acting on each degree of freedom of the ship, in this embodiment, the number of rows of the control distribution matrix corresponds to the six degrees of freedom of the ship, the number of columns corresponds to the two control input channels of the propulsion and the rudder, and the matrix elements are determined by the arrangement position, action direction and mechanical properties of the propeller and the rudder; then the generalized inverse operation is performed on the control distribution matrix to obtain the mapping relationship from the generalized force space to the control input space, the generalized inverse operation is realized by using the least square method or the pseudo-inverse method, so that the optimal solution can be obtained when the control input exists redundancy or constraint; then the unsteady flow additional hydrodynamic term is multiplied by the generalized inverse of the control distribution matrix after being taken the negative sign, to obtain the propulsion power correction and the rudder angle correction for offsetting the flow field disturbance, the negative sign is taken to make the feedforward control quantity produce the opposite effect to the disturbance force, and finally the feedforward compensation control quantity is output, which can apply compensation in advance before the flow field disturbance causes the deviation of the ship state.

[0053] E2、based on the deviation of the motion state data and the preset reference value, a feedback control quantity is generated, and the feedforward compensation control quantity and the feedback control quantity are combined to generate a control instruction; Wherein, the feedback control quantity is calculated by a feedback control law, and the feedback control law is expressed as: ; ; ; In the formula, is the feedback control quantity, is the speed deviation, is the heading deviation, is the yaw angle velocity, , , and are adaptive gain parameters, is the reference speed, is the reference heading, is the actual heading; Wherein, the adaptive gain parameters are adjusted according to the following update law: ; In the formula, is an adaptive rate parameter, which is used to control the gain adjustment speed, is the change rate of the speed deviation; Firstly, preset reference values including reference speed and reference heading are set, which are determined according to the requirements of the navigation task and the channel conditions; then the actual speed and the actual heading of the ship are extracted from the motion state data output in step D4 to calculate the speed deviation and the heading deviation, wherein the heading deviation needs to be processed by an angle folding operator to eliminate the discontinuity caused by the periodicity of the angle; subsequently, a feedback control law is constructed, the feedback control law is designed for the speed channel with proportional and integral control structure, and for the heading channel with proportional and derivative control structure and the introduction of the yaw angle velocity feedback, and then the adaptive gain parameters are initialized, including the proportional gain and the integral gain of the speed channel, the proportional gain and the derivative gain of the heading channel, and the initial values of the adaptive gain parameters are set in advance according to the characteristics of the ship and the control bandwidth requirements; then an online updating mechanism of the adaptive gain parameters is designed, the proportional gain and the integral gain of the speed channel are adjusted according to the speed deviation and its time derivative according to the gradient descent rule, and the proportional gain and the derivative gain of the heading channel are adjusted according to the heading deviation and its rate of change according to the similar rule, the adaptive rate parameters are introduced in the updating mechanism to balance the convergence speed and the stability, and the upper and lower bound constraints are applied to each adaptive gain parameter to realize the projection operator, so as to prevent the gain from diverging or exceeding the physical capability range of the actuator; subsequently, the proportional term, the integral term and the derivative term in the feedback control law which are adjusted adaptively are summed according to the channel to form the feedback control quantity; finally, the feedforward compensation control quantity obtained in step E1 is added to the feedback control quantity in the corresponding channel to output the final control instruction, which contains the active compensation for the known disturbance and the closed-loop correction for the state deviation.

[0054] In the embodiments of the present application, the step of comprehensively evaluating the simulated navigation of the ship in step S600 includes F1-F4: F1, based on the motion state data, calculating the navigation accuracy index and the navigation stability index, the calculation method of the navigation accuracy index and the navigation stability index is: ; ; In the formula, is the navigation accuracy index, is the actual position vector of the ship in the motion state data, is the reference track position vector, is the total navigation time, is the Euclidean norm of the deviation of the actual position vector of the ship from the reference track position vector, is the navigation stability index, , , are the roll angle, the pitch angle and the yaw angle in the motion state data, respectively; Firstly, the ship position sequence and the attitude sequence are extracted from the motion state data output from step D4, the ship position sequence includes the time history data of longitudinal position, transverse position and vertical position, and the attitude sequence includes the time history data of roll angle, pitch angle and yaw angle; then the reference trajectory is defined, the reference trajectory is the standard path of the ship's expected navigation, in this embodiment, the reference trajectory is usually the center line of the channel or the preset route, which is determined by the navigation plan, and the reference trajectory is represented in the form of position coordinates at discrete time points, which is consistent with the time grid of the actual position sequence; then the track tracking error is calculated, the actual position sequence of the ship is compared with the reference trajectory at each time point, the Euclidean norm of the position deviation is calculated, and the instantaneous track error at each time point is obtained, the track tracking error reflects the degree of deviation of the ship from the predetermined route, and finally the track tracking error in the whole navigation time domain is integrated and averaged to obtain the navigation accuracy index; Meanwhile, the time sequences of roll angle, pitch angle and yaw angle are extracted from the motion state data output from step D4, the three angles reflect the attitude change of the ship during navigation, the squares of the roll angle, the pitch angle and the yaw angle are integrated in the time domain, and the average normalization processing is performed, and the navigation stability index is obtained, the smaller the navigation stability index, the smaller the attitude change of the ship during navigation, and the better the navigation stability.

[0055] For example, for a simulation process with a total navigation time of 28800 seconds, 28800 time steps of position and attitude data are extracted from the motion state data, the reference trajectory is set as the center line of the channel, the transverse deviation is limited within 2 meters, and the track tracking index , the attitude stability index are calculated by numerical integration, the results show that the ship can track the reference trajectory well and keep the attitude stable under the condition of daily regulation of non-constant flow.

[0056] F2, based on the control instruction, the navigation energy consumption index is calculated, and the calculation method of the navigation energy consumption index is: ; In the formula, is the navigation energy consumption index, is the instantaneous power of the propeller, which is calculated from the propeller power correction amount in the control instruction; Firstly, the control force and torque command data in the control instruction are read, and the ship motion state data output in step D4 are imported synchronously, including time step, ship speed, angular velocity, ship position and attitude. Then, a navigation energy consumption analysis model is established, which takes the propulsion system and steering system as the main energy consumption sources. The propulsion system calculates the instantaneous propulsion power according to the propeller thrust command and ship speed, while considering the propeller efficiency and hydrodynamic loss factors. The steering system calculates the steering gear power according to the rudder angle command and steering gear angular velocity, and the power consumption of the control system and auxiliary equipment is added if necessary. After the power is processed by a unified time step, the instantaneous power curve varying with time is formed. Then, the instantaneous power curve is integrated step by step according to the numerical integration method, and the total energy consumption in the whole navigation process is obtained. Finally, the average power is calculated by the total navigation time and defined as the navigation energy consumption index.

[0057] F3, based on the time information of the navigation process, the navigation efficiency index is calculated, and the calculation method of the navigation efficiency index is: ; In the formula, is the navigation efficiency index, is the expected navigation time; Firstly, the expected navigation time is determined according to the preset navigation plan, and the motion state data output in step D4 are read to determine the actual completion time of the ship task. If the navigation plan takes reaching a specified position or completing a specific track as the termination condition, the actual completion time is determined according to the time node that first meets the condition. Then, the navigation efficiency index is calculated. In this embodiment, the navigation efficiency reflects the progress of the navigation by the ratio of the expected navigation time to the actual completion time.

[0058] F4, based on the navigation accuracy index, the navigation stability index, the navigation energy consumption index and the navigation efficiency index, the comprehensive performance evaluation result is fused and generated, and the comprehensive performance evaluation result is calculated by a weighted formula: ; In the formula, is the comprehensive performance evaluation result, are the weight coefficients of the navigation accuracy index, the navigation stability index, the navigation energy consumption index and the navigation efficiency index, respectively; Firstly, the navigation accuracy index and the navigation stability index obtained in step F1, the navigation energy consumption index obtained in step F2 and the navigation efficiency index of step F3 are summarized to form an index set in a unified format. Then, the indices are normalized according to the baseline control scheme result to make the indices of different dimensions comparable. Then, the weight coefficients are determined according to the task target and the priority of the control strategy. Finally, the comprehensive performance evaluation result is calculated by weighted summation, which comprehensively reflects the overall performance of the control strategy in terms of accuracy, stability, energy consumption and efficiency.

[0059] In summary, for the daily regulation non-constant flow condition, the periodic fluctuation characteristics of the normalized water flow data are extracted to construct a daily regulation non-constant flow boundary model, so that the daily regulation non-constant flow boundary model directly fits the actual water flow dynamic change law. Meanwhile, the motion equation containing the added mass, rigid body mass and damping matrix is constructed based on the geometric scale and mass distribution of the ship. In addition, the non-constant flow added hydrodynamic term is calculated based on the flow velocity information in the time series data, and is introduced into the ship motion equation to form the non-constant flow coupling model equation. This process completely covers the relationship between the ship characteristics and the non-constant flow, and makes up for the deficiency of the existing method in the decoupling and coupling processing of the non-constant flow added hydrodynamic force. When the ship motion state is solved by numerical integration, the time domain is divided into discrete time steps, and the energy conservation constraint is introduced. Through iterative correction, the velocity and angular velocity vectors satisfy the coupling model equation and the energy balance condition at the same time, so that the calculation result of the motion state is more consistent with the actual situation, and the problem of deviation caused by not considering the energy conservation in the existing numerical solution is solved. At the same time, the feedforward compensation control quantity is calculated based on the flow velocity boundary, the feedback control quantity is generated combined with the navigation deviation, and the control instruction is combined to cover the needs of non-constant flow disturbance offset and navigation deviation correction, and to improve the problem of insufficient adaptability of the existing control instruction. Finally, the comprehensive evaluation result is generated by multi-index weighted fusion, and the simulation navigation state is completely presented.

[0060] In the embodiment 3, the above is a schematic scheme of a ship navigation coupling simulation calculation method based on daily regulation non-constant flow. It should be noted that the technical scheme of the ship navigation coupling simulation calculation system based on daily regulation non-constant flow belongs to the same concept as the technical scheme of the ship navigation coupling simulation calculation method based on daily regulation non-constant flow described above. The technical scheme of the ship navigation coupling simulation calculation system based on daily regulation non-constant flow in this embodiment is not described in detail, and can be seen from the description of the technical scheme of the ship navigation coupling simulation calculation method based on daily regulation non-constant flow described above.

[0061] The embodiment also provides a ship navigation coupling simulation calculation system based on daily regulation non-constant flow, which comprises: The data acquisition and boundary modeling module is used for acquiring and preprocessing the monitoring data of the water flow to obtain normalized water flow data, and constructing a daily regulation non-constant flow boundary model based on the normalized water flow data, so as to obtain time series data through the daily regulation non-constant flow boundary model. The ship dynamics modeling module is used for obtaining geometric parameters and hydrodynamic parameters of the ship, and performing ship dynamics modeling through the geometric parameters and the hydrodynamic parameters to obtain a ship motion equation. The non-constant flow coupling module is used for introducing the time series data into the ship motion equation to construct a non-constant flow coupling model equation. The motion response and control module is configured to solve the motion state data of the ship under the action of the time-varying water flow based on the non-constant flow coupling model equation, and generate a control instruction for correcting the ship operation according to the motion state data and the time sequence data. The navigation performance evaluation module is configured to comprehensively evaluate the simulation navigation of the ship based on the motion state data and the control instruction.

[0062] The embodiment also provides an electronic device suitable for the simulation calculation of the ship navigation coupling based on the day-adjusted non-constant flow, which comprises a memory and a processor; the memory is configured to store computer executable instructions, and the processor is configured to execute the computer executable instructions to realize the simulation calculation method of the ship navigation coupling based on the day-adjusted non-constant flow proposed in the above embodiment.

[0063] The embodiment also provides a storage medium having a computer program stored thereon, and the program is executed by a processor to realize the simulation calculation method of the ship navigation coupling based on the day-adjusted non-constant flow proposed in the above embodiment.

[0064] The storage medium proposed in the embodiment and the simulation calculation method of the ship navigation coupling based on the day-adjusted non-constant flow proposed in the above embodiment belong to the same inventive concept, and the technical details not described in the embodiment can be referred to the above embodiment, and the embodiment has the same beneficial effects as the above embodiment.

[0065] From the above description of the embodiments, those skilled in the art can clearly understand that the present application can be realized by means of software and necessary general hardware, and of course can also be realized by hardware. Based on such understanding, the technical solutions of the present application or the part that contributes to the prior art can be embodied in the form of a software product. The computer software product can be stored in a computer readable storage medium, such as a floppy disk, a read-only memory (ROM), a random access memory (RAM), a FLASH, a hard disk or an optical disk, and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server or a network device, etc.) to execute the method of each embodiment of the present application.

[0066] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present application and are not limiting. Although the present application has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present application can be modified or replaced by equivalents without departing from the spirit and scope of the present application, and all of them should be covered in the scope of the claims of the present application.

Claims

1. A coupled simulation calculation method for ship navigation based on diurnal regulated unsteady current, characterized in that, include: Water flow monitoring data is collected and preprocessed to obtain normalized water flow data. A daily-regulated unsteady flow boundary model is constructed based on the normalized water flow data, and time-series data is obtained through the daily-regulated unsteady flow boundary model. The geometric and hydrodynamic parameters of the ship are obtained, and the ship's dynamics are modeled using the geometric and hydrodynamic parameters to obtain the ship's equations of motion. The time-series data is incorporated into the ship motion equations to construct an unsteady flow coupled model equation. Based on the aforementioned unsteady flow coupled model equations, the motion state data of the ship under time-varying water flow is solved by numerical integration method. Based on the motion state data and the timing data, control commands to correct the ship's operation are generated; Based on the motion state data and the control commands, a comprehensive evaluation of the ship's simulated navigation is conducted.

2. The coupled simulation calculation method for ship navigation based on diurnal regulated unsteady current as described in claim 1, characterized in that, The steps for constructing a daily-regulated unsteady flow boundary model based on the normalized flow data and obtaining time-series data through the daily-regulated unsteady flow boundary model include: Harmonic expansion is performed on the normalized flow data to extract periodic fluctuation characteristics under daily regulation conditions, and a daily regulation unsteady flow boundary model is constructed based on the periodic fluctuation characteristics. Based on the aforementioned diurnal regulating unsteady flow boundary model, time series data is output.

3. The coupled simulation calculation method for ship navigation based on diurnal regulated unsteady current as described in claim 2, characterized in that, The steps to obtain the equations of motion for a ship include: To obtain the ship's geometric dimensions, mass distribution, inertial parameters, and hydrodynamic coefficients; The additional mass matrix is ​​determined by the geometric scale, the rigid body mass matrix is ​​constructed by the mass distribution and inertial parameters, and the damping matrix containing linear and nonlinear components is constructed by the hydrodynamic coefficients. Based on the aforementioned added mass matrix, rigid body mass matrix, and damping matrix, the ship's motion equations are established.

4. The coupled simulation calculation method for ship navigation based on diurnal regulated unsteady current as described in claim 3, characterized in that, The steps of incorporating the time-series data into the ship motion equations to construct the unsteady flow coupled model equations include: Based on the velocity boundaries and corresponding time change rates in the time series data, the additional inertial force of the unsteady flow is calculated. Based on the relative velocity between the ship speed state variable in the ship motion equation and the flow velocity boundary, the additional damping force of the unsteady flow is calculated, and the additional damping force of the unsteady flow is combined with the additional inertial force of the unsteady flow to form the additional hydrodynamic term of the unsteady flow. The unsteady flow additional hydrodynamic term is introduced as an external disturbance force into the right-hand side of the ship's motion equations to construct the unsteady flow coupled model equations.

5. The coupled simulation calculation method for ship navigation based on diurnal regulated unsteady current as described in claim 4, characterized in that, Based on the aforementioned unsteady flow coupled model equations, the steps for solving the motion state data of a ship under time-varying water flow using numerical integration methods include: Based on the time series of the time-series data, the time domain of ship navigation is divided into discrete time steps; At each of the aforementioned time steps, the ship acceleration is calculated based on the unsteady flow coupling model equations, and energy conservation constraints are introduced to establish energy balance constraint conditions that satisfy energy balance. The ship velocity and angular velocity vectors are solved by an iterative correction method until the ship velocity and angular velocity vectors simultaneously satisfy the unsteady flow coupling model equations and the energy balance constraints. Based on the iteratively corrected ship velocity and angular velocity vectors, the ship's motion state at each time step is updated, and the motion state data of the ship at each time step under the action of time-varying water flow is output.

6. The coupled simulation calculation method for ship navigation based on diurnal regulated unsteady current as described in claim 5, characterized in that, The steps for generating control commands to correct ship operations include: Based on the flow velocity boundary in the time series data, calculate the feedforward compensation control quantity; The calculation method for the feedforward compensation control quantity is as follows: ； ； In the formula, This is the feedforward compensation control variable. For unsteady flow, additional hydrodynamic term, For conversion parameters, A mass coefficient matrix is ​​added to the flow field to characterize the inertial effect caused by the acceleration of the water flow. The time rate of change of the velocity boundary. A damping coefficient matrix is ​​added to the flow field to characterize the damping effect caused by relative velocity. For the ship's speed state variable, For flow velocity boundaries in time series data; Based on the deviation between the motion state data and the preset reference value, a feedback control quantity is generated, and the feedforward compensation control quantity and the feedback control quantity are combined to generate a control command; The feedback control quantity is calculated using a feedback control law, which is expressed as follows: ； ； ； In the formula, For feedback control, For speed deviation, For heading deviation, The bow roll rate is angular velocity. , , as well as All are adaptive gain parameters. For reference speed, For reference heading, This is the actual course; The adaptive gain parameter is adjusted according to the following update law: ； In the formula, This is the adaptive rate parameter, used to control the gain adjustment speed. This represents the rate of change of speed deviation.

7. The coupled simulation calculation method for ship navigation based on diurnal regulated unsteady current as described in claim 6, characterized in that, The steps for a comprehensive evaluation of a ship's simulated navigation include: Based on the aforementioned motion state data, navigation accuracy and navigation stability indices are calculated. The calculation methods for these indices are as follows: ； ； In the formula, For navigation accuracy indicators, The actual position vector of the ship in the motion state data. For reference track position vector, Total sailing time Let be the Euclidean norm of the deviation between the ship's actual position vector and the reference track position vector. As an indicator of navigation stability, , , These refer to the roll angle, pitch angle, and bow angle in the motion state data, respectively. Based on the control commands, the navigation energy consumption index is calculated, and the calculation method for the navigation energy consumption index is as follows: ； In the formula, For navigation energy consumption indicators, The instantaneous propulsion power is calculated from the propulsion power correction amount in the control command; Based on the time information during the voyage, a voyage efficiency index is calculated. The voyage efficiency index is calculated as follows: ； In the formula, As an indicator of navigation efficiency, The expected sailing time; Based on the aforementioned navigation accuracy, navigation stability, navigation energy consumption, and navigation efficiency indicators, a comprehensive performance evaluation result is generated. This comprehensive performance evaluation result is calculated using a weighted formula: ； In the formula, For the comprehensive performance evaluation results, These are the weighting coefficients for navigation accuracy, navigation stability, navigation energy consumption, and navigation efficiency indicators, respectively.

8. A coupled simulation calculation system for ship navigation based on diurnal regulation unsteady current, employing the method described in any one of claims 1-7, characterized in that, include: Data acquisition and boundary modeling module: used to collect monitoring data of water flow and preprocess it to obtain normalized water flow data, construct a daily regulated unsteady flow boundary model based on the normalized water flow data, and obtain time series data through the daily regulated unsteady flow boundary model; Ship dynamics modeling module: used to acquire the ship's geometric and hydrodynamic parameters, and to perform ship dynamics modeling using the geometric and hydrodynamic parameters to obtain the ship's motion equations; Unsteady flow coupling module: used to introduce the time series data into the ship motion equations to construct unsteady flow coupling model equations; Motion response and control module: used to solve the motion state data of the ship under time-varying water flow based on the unsteady flow coupling model equation, and generate control commands to correct the ship's operation based on the motion state data and the time series data; Navigation performance evaluation module: used to comprehensively evaluate the simulated navigation of the ship based on the motion state data and the control commands.

9. An electronic device, comprising: Memory and processor; The memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, they implement the steps of the ship navigation coupling simulation calculation method based on diurnal regulation unsteady current as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing computer-executable instructions that, when executed by a processor, implement the steps of the ship navigation coupled simulation calculation method based on diurnal regulation unsteady current as described in any one of claims 1 to 7.

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