Ship route planning and control method and system for towing underwater operation equipment

Abstract

The application relates to the technical field of ship navigation and marine search, and particularly discloses a ship route planning and control method and system for towing underwater operation equipment, which comprises the following steps: generating a detection path according to ship performance parameters, towing working condition parameters and operation environment conditions, wherein the detection path comprises parallel straight line segments and arc turning segments, and adjacent parallel straight line segments are connected through arc turning segments; wherein the turning arc radius of the arc turning segment is determined through multi-constraint coupling analysis, and the multi-constraint coupling analysis comprehensively considers the anti-bottom contact constraint of the towed object, the ship turning radius constraint, the speed matching constraint and the route geometric constraint; and the ship is controlled to sail based on the detection path by using a line-of-sight guidance law, so that path tracking is realized. The application effectively avoids accidents such as the bottom contact of the towed object and the winding of the propeller, improves the detection area coverage rate and the operation efficiency, and is suitable for marine detection operations of various ship-towed sonars and similar towed equipment.

Description

Technical Field

[0001] This invention relates to the field of ship navigation and ocean search technology, and in particular to a method and system for planning and controlling the route of a ship towing underwater work equipment. Background Technology

[0002] In fields such as marine resource exploration, underwater target detection, and marine environmental monitoring, ships often conduct detection operations using towed sonar and other underwater equipment. These operations require ships to tow long-distance cables and related equipment while navigating within a designated area, utilizing the sonar's lateral detection capabilities to cover the detection zone. Currently, to ensure comprehensive coverage of the detection area, towed sonar operations typically employ a parallel, reciprocating detection pattern, with the spacing between the parallel routes strictly controlled within the sonar's lateral detection range to avoid detection blind spots.

[0003] To improve detection efficiency, adjacent parallel detection straight sections need to be connected by U-turn sections to achieve continuous back-and-forth navigation. However, due to the close spacing between parallel routes (limited by sonar detection range), using conventional small-radius U-turns can easily lead to the towing cables and sonar equipment becoming entangled in the ship's propeller, or the towed object hitting the bottom due to an excessively steep U-turn trajectory. At the same time, small-radius U-turns may also cause uneven stress on the towing cables due to sudden changes in the ship's attitude, leading to safety accidents such as cable breakage and equipment damage.

[0004] In existing technologies, route planning for towed sonar detection primarily focuses on optimizing detection coverage, with insufficient consideration given to the safety design of the turning section. There is a lack of scientific methods for determining the turning radius, making it difficult to comprehensively address the combined needs of vessel performance, towing conditions, and the operating environment. Furthermore, guidance and control for straight sections and turning arc sections often employ segmented, independent strategies, resulting in inconsistent guidance logic, low tracking accuracy, and poor smoothness during mode transitions, further impacting the safety and efficiency of detection operations. Therefore, there is an urgent need for a route planning and guidance control method for towed underwater equipment that can achieve safe turning, accurate tracking, and efficient coverage. Summary of the Invention

[0005] This invention aims to solve the problems of entanglement of towed objects, bottom contact, and low detection efficiency that easily occur when vessels tow underwater equipment and turn around between parallel routes. To address these issues, this invention provides a method and system for planning and controlling the course of a vessel towing underwater equipment. This effectively avoids accidents such as bottom contact and propeller entanglement, improves detection area coverage and operational efficiency, and is applicable to marine detection operations involving various types of vessels towing sonar and similar towed equipment.

[0006] This invention provides a method for planning and controlling the course of a vessel towing underwater work equipment, the technical solution of which is as follows:

[0007] S1: Generate a detection path based on ship performance parameters, towing condition parameters and operating environment conditions. The detection path includes parallel straight line segments and curved turning segments, with adjacent parallel straight line segments connected by curved turning segments.

[0008] The turning radius of the arc segment is determined by multi-constraint coupling analysis, which comprehensively considers the towed object's bottoming constraint, the ship's turning radius constraint, the speed matching constraint, and the route geometry constraint.

[0009] The multi-constraint coupling analysis includes:

[0010] Calculate the towed object bottoming constraint radius, the ship's own turning constraint radius, the speed matching constraint radius, and the route geometry constraint radius respectively;

[0011] The maximum value of each constraint radius is taken to determine the radius of the turning arc.

[0012] The anti-bottoming constraint radius of the towed object is determined based on the water depth of the operating area, the length of the cable, the length of the underwater operating equipment, and the safety distance;

[0013] The vessel's own turning constraint radius is determined based on the vessel's minimum turning radius without towing and the towing influence coefficient. The towing influence coefficient is calculated based on the total equivalent mass of the underwater operating equipment and cables in the water, the vessel's displacement, the vessel's length between perpendiculars, and the cable length.

[0014] The speed matching constraint radius is determined based on the preset speed for the detection operation and the maximum turning angular velocity of the vessel;

[0015] The geometric constraint radius of the flight path is determined based on the segment spacing of parallel straight line segments;

[0016] S2: Based on the detection path, the ship's navigation is controlled by a line-of-sight guidance law to achieve path tracking.

[0017] Furthermore, step S1 includes:

[0018] The spacing between parallel straight segments is determined based on the towing operating parameters; the number and arrangement of parallel straight segments are determined based on the spacing between the parallel straight segments and the operating environment conditions.

[0019] Combining ship performance parameters, towing condition parameters, operating environment conditions, and the segment spacing of parallel straight segments, the turning radius is determined through multi-constraint coupling analysis. Then, based on the turning radius, an arc turning segment is generated that connects to the endpoints of two adjacent parallel straight segments.

[0020] Connect all parallel straight line segments with the curved turning segments in sequence to form a continuous detection path.

[0021] Furthermore, in step S2, the line-of-sight guidance law generates a heading command by superimposing the basic heading and the deviation correction heading;

[0022] Generate the basic heading based on the detection path;

[0023] When a navigation deviation occurs, the lateral deviation between the ship's current position and the detection path is used to calculate the deviation and correct the heading.

[0024] Furthermore, the calculation process for the deviation correction heading is as follows:

[0025] S2.11: Dynamically adjust the LOS forward sight distance based on the preset speed and cable length for the exploration operation. The calculation formula is:

[0026]

[0027] in, For the length between the ship's perpendiculars, For adaptive speed coefficient, This is the cable length coefficient.

[0028] , This is the baseline coefficient at the minimum operating speed. Preset the speed for the exploration operation. For minimum operating speed, For maximum operating speed, This refers to the maximum parameter corresponding to the highest operating speed.

[0029] , This is the baseline coefficient when there is no tow. This is the cable laying influence coefficient. This refers to the length of the cable.

[0030] S2.12: The lateral deviation is calculated based on the ship's current position and the detection path. ;

[0031] S2.13: Calculate the deviation correction heading based on the LOS forward sight distance and lateral deviation. The calculation formula is as follows:

[0032]

[0033] in, To correct the heading for deviation, For guidance gain.

[0034] Furthermore, after calculating the heading command, the maximum rate of change of the ship's heading is used to limit the rate of the heading command, so as to avoid the ship turning sharply due to sudden changes in the heading command.

[0035] Furthermore, when the ship switches between a parallel straight section and an arc turning section, the calculation logic for the basic heading and lateral deviation is automatically switched, and the guidance gain is adjusted to ensure smooth tracking during the change of operating conditions.

[0036] Furthermore, the calculation logic for the basic heading is as follows: the basic heading of the parallel straight line segment is the direction of the current oriented straight line segment, and the basic heading of the curved turning segment is the tangent direction of the curved segment corresponding to the current position of the ship.

[0037] The calculation logic for lateral deviation is as follows: the lateral deviation of the parallel straight line segment is the vertical distance between the ship's current position and the parallel straight line segment, and the lateral deviation of the curved turning segment is the difference between the radial distance from the ship's current position to the center of the arc and the radius of the turning arc.

[0038] This invention also provides a vessel route planning and control system for towing underwater work equipment, the technical solution of which includes:

[0039] The detection path planning module is used to generate a detection path based on ship performance parameters, towing condition parameters and operating environment conditions. The detection path includes parallel straight segments and curved turning segments, and adjacent parallel straight segments are connected by curved turning segments.

[0040] The turning radius of the arc segment is determined by multi-constraint coupling analysis, which comprehensively considers the towed object's bottoming constraint, the ship's turning radius constraint, the speed matching constraint, and the route geometry constraint.

[0041] The line-of-sight guidance module is used to control the ship's navigation based on the detection path using a line-of-sight guidance law, thereby achieving path tracking.

[0042] The above-described one or more technical solutions in the embodiments of the present invention have at least one of the following technical effects:

[0043] 1. This invention determines the turning radius by designing a multi-constraint coupling analysis, thereby fundamentally avoiding safety accidents such as towed objects hitting the bottom, propeller entanglement, and cable breakage, significantly improving safety. At the same time, through the quantitative design of the towing influence coefficient and safety distance, this solution can be adapted to different towing conditions and operating marine environments, significantly enhancing its versatility and robustness.

[0044] 2. This invention avoids the frequent deceleration and turning operations required for small-radius turns by using large-radius arc turning segments to connect parallel straight segments, thus improving navigation smoothness; by reasonably controlling the spacing between parallel routes, it ensures that the detection area has no blind spots and is fully covered; compared with the traditional reciprocating detection + manual turning operation, the operation coverage and operation efficiency are greatly improved.

[0045] 3. This invention innovatively designs a unified line-of-sight guidance framework with basic heading and corrected heading, eliminating the need for segmented switching guidance logic and simplifying the control algorithm. At the same time, through the dual adaptive LOS forward sight distance design for speed and towing conditions, as well as the deviation weighted correction strategy, it improves the tracking accuracy of the entire path, and the transition between turning and straight-line conditions is smooth and shock-free, significantly improving the handling quality of towing operations.

[0046] 4. The steps of this invention are clear, the parameter calculation logic is well-defined, and the parameters can be flexibly adjusted according to different ship types, towing equipment and operational requirements. It is applicable to marine exploration operations of various towed sonar and similar towed underwater equipment, and has broad engineering application value.

[0047] 5. All key coefficients of this invention can be calibrated through ship model tests or full-scale ship tests without relying on complex hardware upgrades. It can be quickly implemented in marine exploration operations of existing towed sonar and similar towed equipment, and has broad engineering application value and promotion prospects.

[0048] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0050] Figure 1 This is a flowchart of the method provided by the present invention.

[0051] Figure 2 This is a diagram showing the generated effect of the curved turning segment provided by the present invention.

[0052] Figure 3 This invention provides the detection path and closed-loop tracking control effect.

[0053] Figure 4 This is a ship position time-history map provided by the present invention.

[0054] Figure 5 This is a ship heading time-history diagram provided by the present invention. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention. The following embodiments are used to illustrate this invention but should not be used to limit the scope of this invention.

[0056] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0057] The following is combined with Figures 1 to 5 The present invention will be further described in detail below, including a method and system for planning and controlling the course of a vessel towing underwater work equipment:

[0058] In this embodiment, as Figure 1 As shown, a method for planning and controlling the course of a vessel towing underwater work equipment is provided, comprising the following steps:

[0059] S1: Generate a detection path based on ship performance parameters, towing condition parameters, and operating environment conditions. The detection path includes parallel straight segments and curved turning segments, with adjacent parallel straight segments connected by curved turning segments.

[0060] Ship performance parameters include the ship's minimum turning radius without towing, ship displacement, ship length between perpendiculars, preset speed for detection operations, and ship's maximum bow turning angular velocity.

[0061] The parameters for towing operations include the maximum lateral detection distance of the underwater equipment, the cable length, the length of the underwater equipment, and the mass of the underwater equipment.

[0062] Operating environment conditions include the underwater operating range, water depth of the operating area, and safety distance.

[0063] S1.1: Generate parallel straight line segments: Determine the segment spacing of parallel straight line segments based on the maximum horizontal single-sided detection distance of the underwater operation equipment.

[0064] In this embodiment, the underwater operation equipment uses sonar. ,in, The interval between parallel line segments. This represents the maximum detection range of a sonar on one side in the lateral direction.

[0065] Based on the spacing between parallel straight segments and the underwater operation range, determine the number and arrangement of parallel straight segments so that the detection range of the underwater operation equipment can cover the underwater operation range.

[0066] A direction is applied to the parallel line segments, which serves as the ship's navigation direction. Adjacent parallel line segments have opposite directions. This results in multiple directed parallel line segments arranged discretely and in parallel.

[0067] The underwater equipment will be towed by the ship and will probe along a parallel straight line, with its detection range covering the entire underwater operation area (the area to be probed).

[0068] S1.2: Generate the curved turning segment. Combining ship performance parameters, towing condition parameters, operating environment conditions, and the segment spacing of parallel straight segments, the turning arc radius is determined through multi-constraint coupling analysis to ensure that the radius meets safety and operational requirements. Then, based on the turning arc radius, a curved turning segment is generated that connects to the endpoints of two adjacent parallel straight segments.

[0069] The multi-constraint coupling analysis comprehensively considers the towing object bottoming-out constraint, the ship's turning radius constraint, the speed matching constraint, and the route geometry constraint, and determines the turning arc radius based on the maximum value of each constraint radius.

[0070] The turning radius calculated through multi-constraint coupling analysis is larger than that of conventional small-radius turning methods (not greater than half the segment spacing of parallel straight lines). This method's large-radius turning design reduces frequent acceleration, deceleration, and turning of the ship, effectively reducing fuel consumption and equipment wear.

[0071] The process of determining the radius of the U-turn arc through multi-constraint coupling analysis is as follows:

[0072] S1.21: Towing object bottom protection restraint: based on the water depth of the operating area. Cable length Length of underwater operation equipment and safe distance Calculate the towed object's bottom-touching constraint radius to ensure the safety of the towed object (underwater work equipment) during the turning process. The calculation formula is:

[0073] .

[0074] , , and This can be determined by the user using known information such as sensors or nautical charts. It is a safety distance reserved based on the current seabed topography; if the current sea area is relatively flat, a smaller value is set; if the current sea area is relatively steep and the seabed height changes drastically, a larger value is set.

[0075] S1.22: Ship turning radius constraint: based on the minimum turning radius of the ship without towing. Considering the impact of towed objects on the ship's maneuverability, calculate the turning radius of the arc that satisfies the ship's own turning constraints:

[0076]

[0077] in, The radius of the ship's own turning constraint. This represents the drag effect coefficient.

[0078]

[0079] in, The total equivalent mass of the underwater equipment and cables in the water. For ship displacement, For the length between the ship's perpendiculars, This is the quality influence coefficient. This is the influence coefficient of cable length. and The calibration is obtained during ship model tests or full-scale ship tests. Generally, , The greater the mass of the towed object and the longer the cable, The larger the value, The corresponding increase.

[0080] S1.23: Speed ​​matching constraint: Preset speed according to the detection operation. Maximum bow turning angular velocity of the ship Calculate the speed matching constraint radius to ensure stable ship attitude and no sharp turns during the turning process. The calculation formula is:

[0081] .

[0082] S1.24: Flight path geometric constraints: based on the segment spacing of parallel straight line segments The geometric constraints that ensure the connection between the U-turn arc and the parallel straight line segment are:

[0083]

[0084] in, The radius represents the geometric constraint radius of the flight path.

[0085] S1.25: Comprehensive Optimization to Determine the Radius: The radius value under the above multiple constraints is maximized, i.e. ,in, The radius of the turning arc. To obtain the maximum value.

[0086] After determining the turning radius of the arc turning segment corresponding to two adjacent parallel straight line segments, an arc turning segment connecting to the endpoints of the two adjacent parallel straight line segments is generated based on the turning radius.

[0087] With the adjacent first parallel line segment Parallel line segment 3 For example, the coordinates of the arc center are determined by an algorithm for calculating the arc center; a second arc turning segment, either clockwise or counterclockwise, is generated based on the tracking direction. ,make sure The starting point and The endpoint is at point Smooth transitions The end point and The starting point Smooth transition.

[0088] The specific method for calculating the center of the circle is as follows: Based on... The direction of the endpoint and The starting direction determines the clockwise / counterclockwise direction of the arc, combined with , The center position of the circle is calculated based on the perpendicular relationship of the vectors to ensure that the arc is smoothly connected to the two straight line segments and avoid abrupt changes in the trajectory.

[0089] S1.3: Integrating the complete path: Connect all parallel straight line segments and curved turning segments sequentially to form a continuous composite detection path. The path equation is expressed as:

[0090] .

[0091] in, To detect the path, This is the first parallel line segment. This is the second arc turning segment. As the first endpoint, The second endpoint, The third endpoint, This is the (n-2)th arc turning segment. For the (n-1)th parallel line segment, For the (n-2)th endpoint, For the (n-1)th endpoint, It is the nth endpoint.

[0092] S2: When a ship tows underwater operating equipment, it uses a line-of-sight guidance law to control the ship's navigation based on the detection path, corrects navigation deviations, and achieves precise path tracking.

[0093] This embodiment designs a unified framework for LOS guidance law: adopting the line-of-sight (LOS) guidance law principle, a unified guidance law applicable to straight and curved segments is designed, and a heading command is generated by superimposing the basic heading and the deviation correction heading, so as to achieve precise guidance throughout the entire path.

[0094] S2.1: Calculate heading commands based on the unified guidance law framework.

[0095] Unified framework for guidance laws: The formula for calculating bow commands is as follows: ,in, Based on the heading command, To correct the heading for deviation, This is the heading command. The framework can adapt to both parallel straight sections and curved U-turn sections; only the basic heading command needs adjustment. The calculation logic achieves unified guidance logic across the entire path. A basic heading is generated based on the detection path. When a navigation deviation occurs, the deviation is calculated and the heading is corrected using the lateral deviation between the ship's current position and the detection path.

[0096] Basic heading instructions Calculation: The basic heading of the parallel straight line segment is the direction of the current oriented straight line segment, and the basic heading of the curved turning segment is the tangent direction of the curved segment corresponding to the current position of the ship. Used to ensure that ships sail along the tangent of a straight line or arc, avoiding deviation from the preset trajectory.

[0097] Deviation correction heading Calculation: A forward-looking distance adaptive + deviation weighted correction strategy is adopted. Using the lateral deviation between the ship's current position and the detection path, the deviation correction heading is calculated to achieve high-precision tracking while avoiding over-correction that could cause ship attitude oscillations. Specifically, the following steps are included:

[0098] S2.11: LOS forward sight distance Calculation: The LOS forward sight distance is dynamically adjusted based on the preset speed and cable length for the exploration operation. The calculation formula is:

[0099]

[0100] in, The speed adaptive coefficient is an adaptive coefficient that is positively correlated with the preset speed for the detection operation. The higher the speed, the greater the forward sight distance. , For minimum operating speed, For maximum operating speed, This serves as a baseline coefficient for the minimum operating speed, with a value ranging from 2 to 5. This is the maximum parameter corresponding to the highest operating speed, with a value range of 6 to 8. This is the cable length coefficient. , This is the baseline coefficient when there is no tow, and its value ranges from 1 to 3. The influence coefficient for cable laying is determined by ship model tests or actual ship tests, and its value ranges from 0.5 to 1.5.

[0101] This embodiment determines the preset speed and cable length during the detection operation. and Then through and The dual dynamic adjustment ensures that the towing vessel can predict and correct deviations in advance, and is particularly suitable for the attitude adjustment requirements during the turning process.

[0102] S2.12: Lateral deviation The calculation involves determining the lateral deviation based on the ship's current position and the detection path. Specifically, the lateral deviation for the parallel straight line segment is the perpendicular distance between the ship's current position and the parallel straight line segment, while the lateral deviation for the curved turning segment is the radial distance from the ship's current position to the center of the curve and the radius of the turning arc. The difference. It is the radius of the circle corresponding to the turning point of the arc.

[0103] S2.13: Calculation of Deviation Correction Heading: The deviation correction heading is calculated based on the LOS forward sight distance and lateral deviation. The calculation formula is as follows:

[0104]

[0105] in, The guidance gain is determined by the user through tuning. This design uses the arctangent function to nonlinearly constrain the deviation, ensuring smooth heading correction, and combines forward look-ahead distance to achieve early correction, improving tracking stability during turns and straight-line navigation.

[0106] S2.2: Preprocessing of heading instructions: After calculating the heading instructions, the maximum rate of change of the ship's heading is considered. Constraints, Utilization right Rate limiting is applied, and the calculation formula is as follows:

[0107]

[0108] in, This is the ship's current actual heading. To control the cycle. This step prevents sudden changes in heading commands from causing the vessel to turn violently, thus protecting the towing system.

[0109] S2.3: Bowing Closed-Loop Control: The restricted bowing command is input into the ship's propulsion system and steering gear control system. The rudder angle is adjusted through the LQ control algorithm so that the ship's actual bowing follows the commanded bowing. The LQ controller parameters can be tuned by the user according to the ship's dynamic characteristics.

[0110] This method provides real-time position and deviation feedback: The ship's current position and attitude information is collected in real-time through the ship's positioning system and inertial navigation system, and fed back to the LOS guidance law to calculate the lateral deviation. ,renew and This forms a closed loop of "guidance-control-feedback" to continuously optimize the tracking accuracy during U-turns and straight sections.

[0111] The adaptive adjustment for changing operating conditions in this method automatically switches the basic heading when the ship switches between a parallel straight section and a curved turning section. Deviation correction heading The computational logic, while micro-modulating the guided gain This ensures smooth tracking during operating condition transitions.

[0112] The following experiment illustrates the implementation process and effect of this method:

[0113] Based on the lateral detection range of the towed object, the planned detection track consists of several parallel straight segments with a length of 5000m and a spacing of 300m between segments. For example... Figure 2 As shown, considering various factors (towing object bottoming constraint radius, ship's own turning constraint radius, speed matching constraint radius, and route geometry constraint radius), the turning radius is set to 300m. The starting and ending points of the arc-shaped turning segment are used to connect the endpoints of adjacent parallel straight line segments. For example... Figure 3 As shown, Figure 3 The blue line segments represent the exploration trajectory (parallel straight lines in the exploration path), and the red dashed lines represent the ship's already-moving trajectory. Adjacent parallel straight lines are connected by curved turning segments.

[0114] In this embodiment, only the detection and tracking process of two parallel straight line segments and their turn-connection is used as an example to draw the ship position time history diagram and the ship heading time history diagram, such as... Figure 4 and Figure 5 As shown, the vessel replaced the original manual turning method during the towing detection operation, realizing automatic and efficient turning connections between straight sections and improving the efficiency of the detection operation.

[0115] In this embodiment, a vessel route planning and control system for towing underwater operating equipment is also provided, and the technical solution adopted is as follows: including:

[0116] The detection path planning module is used to generate a detection path based on ship performance parameters, towing condition parameters and operating environment conditions. The detection path includes parallel straight segments and curved turning segments, and adjacent parallel straight segments are connected by curved turning segments.

[0117] The turning radius of the arc segment is determined by multi-constraint coupling analysis, which comprehensively considers the towed object's bottoming-out constraint, the ship's turning radius constraint, speed matching constraint, and route geometry constraint.

[0118] The line-of-sight guidance module is used to control the ship's navigation based on the detection path using a line-of-sight guidance law to achieve path tracking;

[0119] The line-of-sight guidance law generates a heading command by superimposing a basic heading and a deviation correction heading; the basic heading is generated based on the detection path; when a navigation deviation occurs, the lateral deviation between the ship's current position and the detection path is used to calculate the deviation correction heading.

[0120] After calculating the heading command, the ship's maximum heading change rate is used to limit the rate of the heading command to avoid sudden changes in the heading command that could cause the ship to turn sharply.

[0121] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for planning and controlling the course of a vessel towing underwater operating equipment, characterized in that, include: S1: Generate a detection path based on ship performance parameters, towing condition parameters and operating environment conditions. The detection path includes parallel straight line segments and curved turning segments, with adjacent parallel straight line segments connected by curved turning segments. The turning radius of the arc segment is determined by multi-constraint coupling analysis, which comprehensively considers the towed object's bottoming constraint, the ship's turning radius constraint, the speed matching constraint, and the route geometry constraint. The multi-constraint coupling analysis includes: Calculate the towed object bottoming constraint radius, the ship's own turning constraint radius, the speed matching constraint radius, and the route geometry constraint radius respectively; The maximum value of each constraint radius is taken to determine the radius of the turning arc. The anti-bottoming constraint radius of the towed object is determined based on the water depth of the operating area, the length of the cable, the length of the underwater operating equipment, and the safety distance; The vessel's own turning constraint radius is determined based on the vessel's minimum turning radius without towing and the towing influence coefficient. The towing influence coefficient is calculated based on the total equivalent mass of the underwater operating equipment and cables in the water, the vessel's displacement, the vessel's length between perpendiculars, and the cable length. The speed matching constraint radius is determined based on the preset speed for the detection operation and the maximum turning angular velocity of the vessel; The geometric constraint radius of the flight path is determined based on the segment spacing of parallel straight line segments; S2: Based on the detection path, the ship's navigation is controlled by a line-of-sight guidance law to achieve path tracking.

2. The method for planning and controlling the course of a vessel towing underwater operating equipment as described in claim 1, characterized in that, Step S1 includes: The spacing between parallel straight segments is determined based on the towing operating parameters; the number and arrangement of parallel straight segments are determined based on the spacing between the parallel straight segments and the operating environment conditions. Combining ship performance parameters, towing condition parameters, operating environment conditions, and the segment spacing of parallel straight segments, the turning radius is determined through multi-constraint coupling analysis. Then, based on the turning radius, an arc turning segment is generated that connects to the endpoints of two adjacent parallel straight segments. Connect all parallel straight line segments with the curved turning segments in sequence to form a continuous detection path.

3. The method for planning and controlling the course of a vessel towing underwater operating equipment as described in claim 1, characterized in that, In step S2, the line-of-sight guidance law generates a heading command by superimposing the basic heading and the deviation correction heading; Generate the basic heading based on the detection path; When a navigation deviation occurs, the lateral deviation between the ship's current position and the detection path is used to calculate the deviation and correct the heading.

4. The method for planning and controlling the course of a vessel towing underwater operating equipment as described in claim 3, characterized in that, The calculation process for deviation correction heading is as follows: S2.11: Dynamically adjust the LOS forward sight distance based on the preset speed and cable length for the exploration operation. The calculation formula is: in, For the length between the ship's perpendiculars, For adaptive speed coefficient, This is the cable length coefficient. , This is the baseline coefficient at the minimum operating speed. Preset the speed for the exploration operation. For minimum operating speed, For maximum operating speed, This refers to the maximum parameter corresponding to the highest operating speed. , This is the baseline coefficient when there is no tow. This is the cable laying influence coefficient. This refers to the length of the cable. S2.12: The lateral deviation is calculated based on the ship's current position and the detection path. ; S2.13: Calculate the deviation correction heading based on the LOS forward sight distance and lateral deviation. The calculation formula is as follows: in, To correct the heading for deviation, For guidance gain.

5. A method for planning and controlling the course of a vessel towing underwater operating equipment as described in claim 3 or 4, characterized in that, After calculating the heading command, the ship's maximum heading change rate is used to limit the rate of the heading command to avoid sudden changes in the heading command that could cause the ship to turn sharply.

6. The method for planning and controlling the course of a vessel towing underwater operating equipment as described in claim 3, characterized in that, When the ship switches between a parallel straight section and an arc turning section, the calculation logic for the basic heading and lateral deviation is automatically switched, and the guidance gain is adjusted to ensure smooth tracking during the change of operating conditions.

7. The method for planning and controlling the course of a vessel towing underwater operating equipment as described in claim 6, characterized in that, The calculation logic for the basic heading is as follows: the basic heading of the parallel straight line segment is the direction of the current oriented straight line segment, and the basic heading of the curved turning segment is the tangent direction of the curved segment corresponding to the current position of the ship. The calculation logic for lateral deviation is as follows: the lateral deviation of the parallel straight line segment is the vertical distance between the ship's current position and the parallel straight line segment, and the lateral deviation of the curved turning segment is the difference between the radial distance from the ship's current position to the center of the arc and the radius of the turning arc.

8. A vessel route planning and control system for towing underwater operating equipment, characterized in that, A method for planning and controlling a vessel's route for towing underwater work equipment as described in any one of claims 1 to 7, comprising: The detection path planning module is used to generate a detection path based on ship performance parameters, towing condition parameters and operating environment conditions. The detection path includes parallel straight segments and curved turning segments, and adjacent parallel straight segments are connected by curved turning segments. The turning radius of the arc segment is determined by multi-constraint coupling analysis, which comprehensively considers the towed object's bottoming constraint, the ship's turning radius constraint, the speed matching constraint, and the route geometry constraint. The line-of-sight guidance module is used to control the ship's navigation based on the detection path using a line-of-sight guidance law, thereby achieving path tracking.

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