Control method and device for rudder angle execution device of ship and ship

Abstract

The invention discloses a control method and device for rudder angle execution devices of a ship and the ship, and belongs to the technical field of ship propulsion systems.The control method comprises the steps that motion of all the rudder angle execution devices is controlled according to a control instruction, and running state data of all the rudder angle execution devices are obtained in real time; according to the operation state data, a preset displacement tracking error boundary value and a preset speed tracking error boundary value, the acceleration tracking error of a hydraulic cylinder of each rudder angle execution device is determined; determining a control voltage of each rudder angle execution device according to the acceleration tracking error; and iteratively updating the control instruction according to the control voltage so as to realize cooperative control of each rudder angle execution device. The operation state data is limited through the displacement tracking error boundary value and the preset speed tracking error boundary value, the displacement errors and the speed errors of all the rudder angle execution devices are restrained within the unified threshold range, it is guaranteed that the steering of the multiple rudder blades is kept synchronous, and the safety of ship navigation is further guaranteed.

Description

Technical Field

[0001] This application relates to the field of ship propulsion system technology, specifically to a control method, device, and ship for a ship's rudder angle actuator. Background Technology

[0002] Rudder angle actuators are used to control the angle of the rudder blades to change the course of a ship. When a ship is equipped with multiple rudder angle actuators, with the accumulation of usage frequency and operating time, the response characteristics of different rudder angle actuators will change due to factors such as mechanical wear and component aging, resulting in deviations in the response of the rudder angle actuators.

[0003] In related technologies, due to the response deviation of each rudder angle actuator, the control commands for each rudder angle actuator do not limit the response deviation, causing the steering of multiple rudder blades to be asynchronous, which affects the ship's trajectory. Summary of the Invention

[0004] This application provides a control method, device, and ship for a rudder angle actuator, aiming to solve the technical problem that the control commands for each rudder angle actuator do not limit the response deviation, resulting in the response deviation being prone to divergence.

[0005] In a first aspect, a method for controlling a ship's rudder angle actuator is provided, the control method comprising the following steps:

[0006] Control the movement of each rudder angle actuator according to control commands and acquire the operating status data of each rudder angle actuator in real time; The acceleration tracking error of the hydraulic cylinder of each rudder angle actuator is determined based on the operating status data, the preset displacement tracking error boundary value, and the preset speed tracking error boundary value. The control voltage of each rudder angle actuator is determined based on the acceleration tracking error. The control commands are iteratively updated based on the control voltage to achieve coordinated control of each rudder angle actuator.

[0007] In some embodiments, after controlling the movement of each rudder angle actuator according to control commands and acquiring the operating status data of each rudder angle actuator in real time, the control method further includes: The interference estimate of the rudder angle actuator is determined based on the operating status data.

[0008] In some embodiments, the operating status data includes the displacement, velocity, and acceleration of the hydraulic cylinders of each rudder angle actuator; The steps for determining the acceleration tracking error of the hydraulic cylinders of each rudder angle actuator based on operating status data, preset displacement tracking error boundary values, and preset speed tracking error boundary values ​​include: The displacement tracking error is obtained based on the displacement of the hydraulic cylinder and the target displacement; The first virtual input parameter is determined based on the displacement tracking error and the displacement tracking error boundary value; The speed tracking error is determined based on the speed of the hydraulic cylinder and the first virtual input parameter. The second virtual input parameter is determined based on the interference estimate, the first virtual input parameter, the velocity tracking error, and the velocity tracking error boundary value. The acceleration tracking error is determined based on the acceleration of the hydraulic cylinder and the second virtual input parameter.

[0009] In some embodiments, the step of determining the first virtual input parameter based on the displacement tracking error and the displacement tracking error boundary value includes: The displacement correction parameters are determined based on the first gain parameter, the displacement tracking error, and the displacement tracking error boundary value. The first virtual input parameter is determined based on the displacement correction parameter and the target displacement.

[0010] In some embodiments, the step of determining the second virtual input parameter based on the velocity tracking error and the velocity tracking error boundary value includes: The velocity correction parameter is determined based on the second gain parameter, the velocity tracking error, and the velocity tracking error boundary value; the first cross correction parameter is determined based on the displacement tracking error, the displacement tracking error boundary value, the velocity tracking error, and the velocity tracking error boundary value. The second virtual input parameter is determined based on the interference estimate, the speed of the hydraulic cylinder, the first virtual input parameter, the cross correction parameter, and the speed correction parameter.

[0011] In some embodiments, after determining the first virtual input parameter based on the displacement tracking error and the displacement tracking error boundary value, the method further includes: The first virtual input parameter is input into the first filter to obtain the first virtual input equivalent parameter, wherein the first virtual input equivalent parameter has the same initial value as the first virtual input parameter; Replace the first virtual input equivalent parameter with the first virtual input parameter.

[0012] In some embodiments, after the step of determining the second virtual input parameter based on the interference estimate, the first virtual input parameter, the velocity tracking error, and the velocity tracking error boundary value, the method further includes: The second virtual input parameter is input into the second filter to obtain the second virtual input equivalent parameter, wherein the second virtual input equivalent parameter has the same initial value as the second virtual input parameter; Replace the second virtual input equivalent parameter with the second virtual input parameter.

[0013] In some embodiments, the step of determining the control voltage of each rudder angle actuator based on the acceleration tracking error includes: The acceleration correction parameter is determined based on the third gain parameter and the acceleration tracking error, and the second cross correction parameter is determined based on the velocity tracking error and the velocity tracking error boundary value. The control voltage is determined based on the speed of the hydraulic cylinder, the second virtual input parameter, the second cross correction parameter, and the acceleration correction parameter.

[0014] In some embodiments, the control method further includes: The total error energy value is determined based on displacement tracking error, velocity tracking error, and acceleration tracking error to verify the stability of the rudder angle actuator.

[0015] In some embodiments, the step of determining the total error energy value based on displacement tracking error, velocity tracking error, and acceleration tracking error includes: The energy value of displacement tracking error is determined based on displacement tracking error and displacement tracking error boundary value; the energy value of velocity tracking error is determined based on velocity tracking error and velocity tracking error boundary value; and the energy value of acceleration tracking error is determined based on acceleration tracking error. The total error energy value is determined based on the displacement tracking error energy value, velocity tracking error energy value, acceleration tracking error energy value, and disturbance estimate value to verify the stability of the rudder angle actuator.

[0016] Secondly, embodiments of this application also provide a control device for a ship's rudder angle actuator, the control device comprising: The data acquisition module is used to control the movement of each rudder angle actuator according to the control command and to acquire the operating status data of each rudder angle actuator in real time; The robust backstepping controller is used to determine the acceleration tracking error of the hydraulic cylinder of each rudder angle actuator based on the operating status data and preset displacement tracking error boundary values ​​and velocity tracking error boundary values; determine the control voltage of each rudder angle actuator based on the acceleration tracking error; and iteratively update the control command based on the control voltage to achieve coordinated control of each rudder angle actuator.

[0017] Thirdly, embodiments of this application also provide a ship, including: Multiple rudder angle actuators; The control device in the second aspect is used to control the rudder angle actuators to achieve coordinated control of each rudder angle actuator.

[0018] This application limits the operating status data by setting displacement tracking error boundary values ​​and preset speed tracking error boundary values, thereby constraining the displacement and speed errors of all rudder angle actuators within a unified threshold range. This helps to ensure that the steering of multiple rudder blades remains synchronized, further ensuring the safety of ship navigation. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic flowchart illustrating a control method for a ship's rudder angle actuator according to an exemplary embodiment of this disclosure; Figure 2 This is another schematic flowchart illustrating a control method for a ship's rudder angle actuator provided in an exemplary embodiment of this disclosure; Figure 3 This is a flowchart illustrating step S203 of a control method for a ship's rudder angle actuator provided in an exemplary embodiment of this disclosure; Figure 4 This is a system response of Comparative Example 1 to a control method for a ship's rudder angle actuator provided in an exemplary embodiment of this disclosure; Figure 5 This is a comparison example 1 of the synchronization relative error and absolute error of a control method for a ship's rudder angle actuator provided in an exemplary embodiment of this disclosure; Figure 6 This is the system response of Embodiment 1 of a control method for a ship's rudder angle actuator provided in an exemplary embodiment of this disclosure; Figure 7 The relative and absolute errors of synchronization are those of Embodiment 1 of a control method for a ship's rudder angle actuator provided by an exemplary embodiment of this disclosure; Figure 8 This is a schematic diagram of the structure of a control device for a ship's rudder angle actuator provided in an exemplary embodiment of this disclosure; Figure 9 This is a schematic diagram of the structure of a ship provided by an exemplary embodiment of this disclosure.

[0021] Explanation of icon numbers: 100. Control device; 101. Data acquisition module; 102. Robust backstep controller; 103. Interference observer; 200. Rudder angle actuator; 201. Hydraulic cylinder; 300. Rudder blade. Detailed Implementation

[0022] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this application and simplifying the description, and 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 of this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0024] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0025] The use of "applies to" or "configured to" in this application implies open and inclusive language, which does not exclude the applicability to or configuration to devices performing additional tasks or steps. Additionally, the use of "based on" implies openness and inclusivity, because processes, steps, calculations, or other actions "based on" one or more of the stated conditions or values ​​may in practice be based on additional conditions or values ​​beyond those stated.

[0026] In this application, the term "exemplary" is used to mean "used as an example, illustration, or description." Any embodiment described as "exemplary" in this application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use this application. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that this application can be made without using these specific details. In other instances, well-known structures and processes are not described in detail to avoid obscuring the description of this application with unnecessary detail. Therefore, this application is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed in this application.

[0027] In a first aspect, embodiments of this application provide a control method for a ship's rudder angle actuator, such as... Figure 1 As shown, the control method includes the following steps: S101. Control the movement of each rudder angle actuator according to the control command and acquire the operating status data of each rudder angle actuator in real time.

[0028] Control commands are used to control the rotation angle of the rudder blades driven by the rudder angle actuators. Operating status data represents the operational status of the rudder angle actuators, such as the displacement, velocity, acceleration, and rudder blade angle of each actuator's hydraulic cylinder. This operating status data provides support for subsequent error analysis and control optimization.

[0029] S102. Determine the acceleration tracking error of the hydraulic cylinder of each rudder angle actuator based on the operating status data, the preset displacement tracking error boundary value, and the preset speed tracking error boundary value.

[0030] The displacement tracking error boundary value is the maximum permissible deviation between the actual displacement and the target displacement of the preset rudder angle, used to constrain the synchronization of the displacement of the hydraulic cylinders of each rudder angle actuator. The speed tracking error boundary value is the maximum permissible deviation between the actual speed and the target speed of the preset rudder angle, used to constrain the synchronization of the speed of each hydraulic cylinder.

[0031] In related technologies, multiple rudder angle actuators exhibit response deviations. When the rudder angle actuators push the rudder blades to rotate, there are errors, and these errors are not constrained, affecting the synchronization of multiple rudder angle actuators.

[0032] In this embodiment, displacement and velocity are constrained by displacement tracking error boundary values ​​and velocity tracking error boundary values, thereby further constraining acceleration tracking error, avoiding error accumulation, and enabling multiple rudder angle actuators to move synchronously.

[0033] S103. Determine the control voltage of each rudder angle actuator based on the acceleration tracking error.

[0034] Error compensation is performed based on acceleration tracking error to generate control voltage for the rudder angle actuator, thereby improving the control accuracy of the rudder angle actuator.

[0035] S104. The control command is iteratively updated according to the control voltage to achieve coordinated control of each rudder angle actuator.

[0036] The initial control commands control each rudder angle actuator under ideal operating conditions. However, since the load or disturbances in actual operation will change dynamically, the control commands can be iteratively updated to correct the commands in real time, adapt to changes in operating conditions, and gradually reduce the deviation, so that each rudder angle actuator moves synchronously.

[0037] This application also provides another method for controlling a ship's rudder angle actuator, such as... Figure 2 As shown, the control method includes the following steps: S201. Control the movement of each rudder angle actuator according to the control command and acquire the operating status data of each rudder angle actuator in real time.

[0038] The control commands are used to control the rotation angle of the rudder blades driven by the rudder angle actuators. The operating status data is the operating status of the rudder angle actuators, including the displacement, velocity, and acceleration of the hydraulic cylinders of each rudder angle actuator. The hydraulic cylinders drive the rudder blades to rotate, thereby controlling the rudder angle. The operating status data is acquired in real time by sensors.

[0039] Real-time acquisition of operating status data for each rudder angle actuator provides a data foundation for subsequent steps, enables error compensation based on differences in rudder angle actuators, and ensures synchronous movement of multiple rudder angle actuators.

[0040] In one embodiment, the mathematical model of the rudder angle actuator is shown below: ; ; ; in, , , ; , , ; , ; ; , , These are the rudder angle, the rate of change of the rudder angle, and the acceleration due to the change of the rudder angle. , These are the system interference quantities, , and These are the model parameter matrices for the hydraulic cylinder, and their values ​​can be obtained by calculating the state matrix from the transfer function of the hydraulic cylinder system. The input matrix is ​​used for the system.

[0041] S202. Determine the interference estimate of the rudder angle actuator based on the operating status data.

[0042] The interference estimate is a quantified value of the interference experienced by the rudder angle actuator during operation. It is obtained by measuring the interference observer, for example, by using a coupled interference observer to determine the coupling force interference between multiple rudder angle actuators or by using a nonlinear interference observer to determine the load force interference of the hydraulic cylinder of the rudder angle actuator.

[0043] The interference estimated value is used to quantify the interference experienced by the rudder angle actuator during operation, providing a data basis for subsequent steps and facilitating the compensation and cancellation of interference effects to reduce rudder angle deviation caused by interference.

[0044] S203. Determine the acceleration tracking error of the hydraulic cylinder of each rudder angle actuator based on the operating status data, the preset displacement tracking error boundary value, and the preset speed tracking error boundary value.

[0045] like Figure 3 As shown, S203 includes S2031-S2037.

[0046] S2031. The displacement tracking error is obtained based on the displacement of the hydraulic cylinder of each rudder angle actuator and the target displacement.

[0047] The displacement tracking error is obtained by the difference between the displacement of the hydraulic cylinder of the rudder angle actuator and the target displacement. The displacement tracking error is used to represent the difference between the actual displacement of the hydraulic cylinder and the target displacement to be achieved.

[0048] In one embodiment, displacement tracking error for: ; in For displacement tracking error, For the displacement of the hydraulic cylinders of each rudder angle actuator, The target displacement.

[0049] S2032. Determine the first virtual input parameter based on the displacement tracking error and the displacement tracking error boundary value.

[0050] The displacement tracking error boundary value is the maximum permissible deviation between the actual displacement and the target displacement of the preset rudder angle, used to constrain the synchronization of the displacement of the hydraulic cylinders of each rudder angle actuator. The displacement tracking error boundary value is greater than or equal to the absolute value of the displacement tracking error.

[0051] The displacement correction parameter is determined based on the first gain parameter, the displacement tracking error, and the displacement tracking error boundary value; the first virtual input parameter is determined based on the displacement correction parameter and the target displacement.

[0052] The first gain parameter is used to adjust the strength of displacement tracking error correction. Its value can be set according to actual working conditions. The larger the first gain parameter, the higher the sensitivity of displacement error correction. The first gain parameter of different rudder angle actuators can be set independently to reduce the synchronization deviation of multiple rudder angle actuators. The displacement correction parameter is used to dynamically adjust the correction intensity of the hydraulic cylinder displacement based on the first gain parameter and the displacement tracking error boundary value, ensuring that the corrected displacement approaches the target displacement. The first virtual input parameter is a virtual quantity used as a transition parameter connecting displacement control and speed control.

[0053] In one embodiment, the displacement tracking error boundary value is And there are .

[0054] Further displacement can be expressed as .

[0055] Differentiating the displacement tracking error yields: ; According to the first gain parameter Displacement tracking error and displacement tracking error boundary value Determine the displacement correction parameters as follows In displacement tracking error Approaching the displacement tracking error boundary value In the case of displacement correction parameters Increase the value to strengthen the suppression of errors, especially in displacement tracking errors. Far from and less than the displacement tracking error boundary value In the case of displacement correction parameters Reduce the size to avoid over-correction.

[0056] Then speed First virtual input parameter for: , ; in This is the first virtual input parameter. This is the first gain parameter. For displacement tracking error, This represents the boundary value for displacement tracking error. The derivative of the target displacement is the target velocity.

[0057] S2033. Input the first virtual input parameter into the first filter to obtain the first virtual input equivalent parameter, and replace the first virtual input equivalent parameter with the first virtual input parameter.

[0058] To avoid higher-order differentiation issues during computation, a first virtual input equivalent parameter obtained through a first filter is used to replace the first virtual input parameter, thereby improving computational efficiency. The first virtual input equivalent parameter and the first virtual input parameter have the same initial value.

[0059] In one embodiment, the first filter has a time constant of A first-order filter.

[0060] First virtual input equivalent parameter and the first virtual input parameter The formula is: , ; in It is a time constant. The first virtual input is equivalent to the parameter. This is the first virtual input parameter.

[0061] S2034. Determine the speed tracking error based on the speed of the hydraulic cylinder of each rudder angle actuator and the first virtual input parameter.

[0062] The speed tracking error is determined based on the difference between the speed of the hydraulic cylinder of each rudder angle actuator and the first virtual input parameter.

[0063] In one embodiment, velocity tracking error for: ; in For speed tracking error, The speed of the hydraulic cylinders of each rudder angle actuator, This is the first virtual input parameter.

[0064] S2035. Determine the second virtual input parameter based on the interference estimate, the first virtual input parameter, the velocity tracking error, and the velocity tracking error boundary value.

[0065] The speed tracking error boundary value is the maximum permissible deviation between the actual speed and the target speed of the preset rudder angle, used to constrain the synchronization of the speeds of the hydraulic cylinders of each rudder angle actuator. The speed tracking error boundary value is greater than or equal to the absolute value of the speed tracking error.

[0066] The speed correction parameter is determined based on the second gain parameter, the speed tracking error, and the speed tracking error boundary value; the first cross correction parameter is determined based on the displacement tracking error, the displacement tracking error boundary value, the speed tracking error, and the speed tracking error boundary value; and the second virtual input parameter is determined based on the interference estimate, the speed of the hydraulic cylinder, the first virtual input parameter, the cross correction parameter, and the speed correction parameter.

[0067] The second gain parameter adjusts the strength of the speed tracking error correction. Its value can be set according to actual working conditions. A larger second gain parameter results in higher sensitivity of speed error correction. The second gain parameter for different rudder angle actuators can be set independently to reduce synchronization deviations among multiple rudder angle actuators. The first cross-correction parameter combines displacement tracking error and speed tracking error to balance the cross-influence of speed and displacement, avoiding system oscillations caused by single-dimensional correction. The speed correction parameter dynamically adjusts the speed correction intensity of the hydraulic cylinder based on the second gain parameter and the speed tracking error boundary value to ensure that the corrected speed approaches the target speed. The second virtual input parameter is a virtual quantity used as a transition parameter connecting speed control and acceleration control.

[0068] In one embodiment, the derivative of the speed tracking error is obtained as follows: ; According to the second gain parameter Speed ​​tracking error and speed tracking error boundary value Determine the speed correction parameter as follows In speed tracking error Approach speed tracking error boundary value In this case, speed correction parameters Increase the value to strengthen the suppression of errors, especially in speed tracking errors. Far from and less than the velocity tracking error boundary value In the case of displacement correction parameters Reduce the size to avoid over-correction.

[0069] Based on displacement tracking error Displacement tracking error boundary value Speed ​​tracking error and speed tracking error boundary value The first cross correction parameter is determined as follows: The first cross correction parameter is used to reduce the mutual influence between displacement tracking error and velocity tracking error. When the displacement tracking error is large, the cross correction parameter suppresses the velocity adjustment intensity to avoid the displacement deviation from expanding further due to excessive speed. When the velocity tracking error is large, the linkage correction corrects the transmission effect of displacement tracking error to achieve coordinated constraint of displacement and velocity.

[0070] Second virtual input parameter for: ; in Input parameters for virtual variables, The speed of the hydraulic cylinder of the rudder angle actuator. For model parameters, The interference estimate obtained by the interference observer. The derivative of the first virtual input parameter. The first cross correction parameter, For speed correction parameters.

[0071] S2036. Input the second virtual input parameter into the second filter to obtain the second virtual input equivalent parameter, and replace the second virtual input equivalent parameter with the second virtual input parameter.

[0072] To avoid high-order differentiation issues during computation, a second filter is used to obtain an equivalent parameter for the second virtual input, which is then replaced by the second virtual input parameter to improve computational efficiency. The equivalent parameter for the second virtual input has the same initial value as the second virtual input parameter.

[0073] In one embodiment, the second filter has a time constant of A first-order filter.

[0074] Second virtual input equivalent parameter Second virtual input parameters The formula is: , ; in It is a time constant. For the second virtual input equivalent parameter, This is the second virtual input parameter.

[0075] S2037. Determine the acceleration tracking error based on the acceleration of the hydraulic cylinder of each rudder angle actuator and the second virtual input parameter.

[0076] The acceleration tracking error is determined based on the difference between the acceleration of the hydraulic cylinder of each rudder angle actuator and the second virtual input parameter.

[0077] In one embodiment, acceleration tracking error for: ; in For acceleration tracking error, The acceleration of the hydraulic cylinders of each rudder angle actuator, This is the second virtual input parameter.

[0078] S204. Determine the control voltage of each rudder angle actuator based on the acceleration tracking error.

[0079] The acceleration correction parameter is determined based on the third gain parameter and the acceleration tracking error; the second cross correction parameter is determined based on the speed tracking error and the speed tracking error boundary value; the control voltage is determined based on the speed of the hydraulic cylinder, the second virtual input parameter, the second cross correction parameter, and the acceleration correction parameter.

[0080] The third gain parameter is used to adjust the strength of the acceleration tracking error correction. Its value can be set according to actual operating conditions. The larger the third gain parameter, the higher the sensitivity of the acceleration error correction. The third gain parameter of different rudder angle actuators can be set independently to reduce the synchronization deviation of multiple rudder angle actuators. The second cross-correction parameter is used to balance the cross-influence of speed and acceleration through speed tracking error, avoiding system oscillation caused by single-dimensional correction.

[0081] In one embodiment, for speed tracking error Differentiation yields: ; According to the third gain parameter and acceleration tracking error Determine the acceleration correction parameters as follows: Based on speed tracking error and speed tracking error boundary value Determine the second cross correction parameters .

[0082] Control voltage The calculation formula is: ; in, To control the voltage, The speed of the hydraulic cylinder of the rudder angle actuator. For acceleration tracking error, , This is the model parameter matrix of the hydraulic cylinder. Input matrix to the system, This represents the maximum value of the system pressure-flow disturbance. The derivative of the second virtual input parameter. This is the second cross correction parameter. For acceleration correction parameters.

[0083] S205. The control command is iteratively updated according to the control voltage to achieve coordinated control of each rudder angle actuator.

[0084] Based on the mapping relationship between control voltage and control command, the control voltage is converted into control command that can be recognized by the rudder angle actuator, so as to control the coordinated rotation of each rudder angle actuator and keep the rudder blade rotation angle consistent.

[0085] S206. Determine the total error energy value based on the displacement tracking error, velocity tracking error, and acceleration tracking error to verify the stability of the rudder angle actuator.

[0086] The energy values ​​of displacement tracking error, velocity tracking error, and acceleration tracking error are determined based on the displacement tracking error and its boundary value, respectively. The total error energy value is then determined based on the energy values ​​of displacement tracking error, velocity tracking error, acceleration tracking error, and disturbance estimation to verify the stability of the rudder angle actuator.

[0087] In one embodiment, based on displacement tracking error and displacement tracking error boundary value The displacement tracking error energy value is determined based on the first verification function. for: ; Displacement tracking error energy value The derivative is: ; The first virtual input parameter satisfies the following: And the time derivative Displacement tracking error It can gradually converge to 0, and the system becomes asymptotically stable.

[0088] Based on speed tracking error and speed tracking error boundary value The displacement tracking error energy value is determined based on the second verification function. for: ; Speed ​​tracking error energy value The derivative is: ; The second virtual input parameter satisfies, And the time derivative Speed ​​tracking error It can gradually converge to 0, and the system becomes asymptotically stable.

[0089] Based on acceleration tracking error The acceleration tracking error energy value is determined based on the third verification function. for: ; According to the first virtual input parameter Equivalent parameters of the first virtual input Determine the first virtual error for: ; First virtual error The dynamic equation is: ; According to the second virtual input parameter Second virtual input equivalent parameters Determine the second virtual error for: ; Second virtual error The dynamic equation is: ; Total error energy value for: ; in This represents the energy value of the displacement tracking error. This represents the energy value of the speed tracking error. This represents the energy value of the acceleration tracking error. This is the first virtual error. This is the second virtual error. This represents the observation error of the interference estimate.

[0090] For the total error energy value Differentiation yields: ; The following inequalities hold: ; The following equation holds true: ; According to Yang's inequality, the following inequalities can be derived: ; Similarly, we can obtain: ; According to Young's inequality, we can obtain the following inequality: ; ; ; ; because , Total error energy value The following inequalities must be satisfied:

[0091] in,

[0092] The above equation can be rearranged into the form of a standard first-order linear nonhomogeneous differential equation: ; in, ; The total error energy value The general solution can be expressed as: ; As can be seen from the above formula, with the extension of time, It will converge to a smaller value. ,and The value depends on If you choose Then there is This means that the entire system is asymptotically stable.

[0093] Simulation verification.

[0094] Comparative Example 1 shows the control results obtained by controlling the four rudder angle actuators without using the control method, while Example 1 shows the control results obtained by controlling the four rudder angle actuators using the control method.

[0095] like Figure 4 The figure shows the system response of Comparative Example 1, as follows: Figure 5 The figure shows the synchronization relative error and absolute error of the system response in Comparative Example 1, as follows: Figure 6 The system response of Example 1 is shown below. Figure 7 The figure shows the synchronization relative error and absolute error of the system response in Example 1.

[0096] from Figures 4-6 As can be seen, the control error of the rudder angle actuator is significantly reduced after the intervention of the control method.

[0097] The rudder angle response of Comparative Example 1 is shown in Table 1 below, and the rudder angle response of Example 1 is shown in Table 2 below.

[0098] Table 1. Rudder angle response of Comparative Example 1

[0099] Table 2. Rudder angle response of Example 1

[0100] As can be seen from Tables 1 and 2, after using the control method, the maximum dynamic relative error of the rudder angle is 0.854°, the maximum steady-state relative error is 0.405°, and the maximum steady-state absolute error is 0.378°. All three values ​​are absolute. Example 1 shows a smaller error compared to Comparative Example 1.

[0101] Secondly, embodiments of this application also provide a control device for a ship's rudder angle actuator, such as... Figure 8 As shown, the control device 100 includes a data acquisition module 101, a robust backstepping controller 102, and an interference observer 103.

[0102] The data acquisition module 101 is used to control the movement of each rudder angle actuator 200 according to control commands and to acquire the real-time operating status data of each rudder angle actuator 200. The control commands control the rudder angle actuator 200 to drive the rudder blade 300 to rotate by an angle. The operating status data represents the operating status of the rudder angle actuator 200, such as the displacement, speed, acceleration of the hydraulic cylinder 201 of each rudder angle actuator 200, and the angle of the rudder blade 300. This operating status data provides data support for subsequent error analysis and control optimization.

[0103] The interference observer 103 is used to determine the interference estimate of the rudder angle actuator 200 based on the operating status data. The interference estimate quantifies the interference experienced by the rudder angle actuator 200 during operation, providing a data basis for subsequent steps and facilitating compensation and cancellation of the interference effects to reduce the rudder angle deviation caused by the interference.

[0104] The robust backstepping controller 102 is used to determine the acceleration tracking error of the hydraulic cylinder 201 of each rudder angle actuator 200 based on the operating status data and preset displacement tracking error boundary values ​​and velocity tracking error boundary values; determine the control voltage of each rudder angle actuator 200 based on the acceleration tracking error; and iteratively update the control commands based on the control voltage to achieve coordinated control of each rudder angle actuator 200. By constraining displacement and velocity through displacement tracking error boundary values ​​and velocity tracking error boundary values, the acceleration tracking error is further constrained, error accumulation is avoided, and multiple rudder angle actuators 200 move synchronously.

[0105] Thirdly, embodiments of this application also provide a ship, such as Figure 9 The above includes multiple rudder angle actuators 200 and a control device 100 in the second aspect. Each rudder angle actuator 200 includes a hydraulic cylinder 201 and is connected to a rudder blade 300. The angle of the rudder blade 300 is controlled by the hydraulic cylinder 201. The control device 100 is used to control the rudder angle actuators 200 to achieve coordinated control of each rudder angle actuator 200.

[0106] This application limits the operating status data by setting displacement tracking error boundary values ​​and preset speed tracking error boundary values, thereby constraining the displacement and speed errors of all rudder angle actuators 200 within a unified threshold range. This helps to ensure that the steering of multiple rudder blades 300 remains synchronized, further ensuring the safety of ship navigation.

[0107] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0108] The control method, device, and ship of a ship's rudder angle actuator provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A control method for a ship's rudder angle actuator, characterized in that, The control method includes the following steps: Control the movement of each rudder angle actuator according to the control command and acquire the operating status data of each rudder angle actuator in real time; The acceleration tracking error of the hydraulic cylinder of each rudder angle actuator is determined based on the operating status data, the preset displacement tracking error boundary value, and the preset speed tracking error boundary value. The control voltage of each of the rudder angle actuators is determined based on the acceleration tracking error. The control command is iteratively updated based on the control voltage to achieve coordinated control of each of the rudder angle actuators.

2. The control method according to claim 1, characterized in that, After the steps of controlling the movement of each rudder angle actuator according to the control command and acquiring the operating status data of each rudder angle actuator in real time, the control method further includes: The interference estimate of the rudder angle actuator is determined based on the operating status data.

3. The control method according to claim 2, characterized in that, The operating status data includes the displacement, velocity, and acceleration of the hydraulic cylinders of each of the rudder angle actuators; The steps for determining the acceleration tracking error of the hydraulic cylinders of each rudder angle actuator based on the operating status data, preset displacement tracking error boundary values, and preset speed tracking error boundary values ​​include: The displacement tracking error is obtained based on the displacement of the hydraulic cylinder and the target displacement; The first virtual input parameter is determined based on the displacement tracking error and the displacement tracking error boundary value; The speed tracking error is determined based on the speed of the hydraulic cylinder and the first virtual input parameter. The second virtual input parameter is determined based on the interference estimate, the first virtual input parameter, the velocity tracking error, and the velocity tracking error boundary value. The acceleration tracking error is determined based on the acceleration of the hydraulic cylinder and the second virtual input parameter.

4. The control method according to claim 3, characterized in that, The step of determining the first virtual input parameter based on the displacement tracking error and the displacement tracking error boundary value includes: The displacement correction parameter is determined based on the first gain parameter, the displacement tracking error, and the displacement tracking error boundary value; The first virtual input parameter is determined based on the displacement correction parameter and the target displacement.

5. The control method according to claim 3, characterized in that, The step of determining the second virtual input parameter based on the velocity tracking error and the velocity tracking error boundary value includes: The speed correction parameter is determined based on the second gain parameter, the speed tracking error, and the speed tracking error boundary value; the first cross correction parameter is determined based on the displacement tracking error, the displacement tracking error boundary value, the speed tracking error, and the speed tracking error boundary value. The second virtual input parameter is determined based on the interference estimate, the speed of the hydraulic cylinder, the first virtual input parameter, the cross correction parameter, and the speed correction parameter.

6. The control method according to claim 3, characterized in that, After the step of determining the first virtual input parameter based on the displacement tracking error and the displacement tracking error boundary value, the method further includes: The first virtual input parameter is input into the first filter to obtain the first virtual input equivalent parameter, wherein the first virtual input equivalent parameter has the same initial value as the first virtual input parameter; Replace the first virtual input equivalent parameter with the first virtual input parameter.

7. The control method according to claim 3, characterized in that, After the step of determining the second virtual input parameter based on the interference estimate, the first virtual input parameter, the velocity tracking error, and the velocity tracking error boundary value, the method further includes: The second virtual input parameter is input into the second filter to obtain the second virtual input equivalent parameter, wherein the second virtual input equivalent parameter has the same initial value as the second virtual input parameter; Replace the second virtual input equivalent parameter with the second virtual input parameter.

8. The control method according to claim 3, characterized in that, The step of determining the control voltage of each of the rudder angle actuators based on the acceleration tracking error includes: Acceleration correction parameters are determined based on the third gain parameter and the acceleration tracking error, and second cross correction parameters are determined based on the velocity tracking error and the velocity tracking error boundary value. The control voltage is determined based on the speed of the hydraulic cylinder, the second virtual input parameter, the second cross correction parameter, and the acceleration correction parameter.

9. The control method according to claim 3, characterized in that, The control method further includes: The total error energy value is determined based on the displacement tracking error, the velocity tracking error, and the acceleration tracking error to verify the stability of the rudder angle actuator.

10. The control method according to claim 9, characterized in that, The steps for determining the total error energy value based on the displacement tracking error, the velocity tracking error, and the acceleration tracking error include: The displacement tracking error energy value is determined based on the displacement tracking error and the displacement tracking error boundary value; the velocity tracking error energy value is determined based on the velocity tracking error and the velocity tracking error boundary value; and the acceleration tracking error energy value is determined based on the acceleration tracking error. The total error energy value is determined based on the displacement tracking error energy value, the velocity tracking error energy value, the acceleration tracking error energy value, and the disturbance estimate, in order to verify the stability of the rudder angle actuator.

11. A control device for a ship's rudder angle actuator, characterized in that, The control device includes: The data acquisition module is used to control the movement of each of the rudder angle actuators according to the control commands and to acquire the operating status data of each of the rudder angle actuators in real time. A robust backstepping controller is used to determine the acceleration tracking error of the hydraulic cylinder of each rudder angle actuator based on the operating status data and preset displacement tracking error boundary values ​​and velocity tracking error boundary values; determine the control voltage of each rudder angle actuator based on the acceleration tracking error; and iteratively update the control command based on the control voltage to achieve coordinated control of each rudder angle actuator.

12. A ship, characterized in that, include: Multiple rudder angle actuators; The control device of claim 11 is used to control the rudder angle actuators to achieve coordinated control of each of the rudder angle actuators.

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