A method for wind and wave resistance stability and heading coordination control of a variable-body sail unmanned ship

Abstract

This invention discloses a method for coordinated control of wind and wave stability and heading of a variable-sail unmanned surface vessel (USV), comprising the following steps: S1: Real-time acquisition of multi-source environmental parameters through an onboard sensor system, and calculation of the relative wind speed vector based on the current sea state level; S2: Determination of the USV's operating mode identifier based on the sea state level, relative wind speed vector, and preset rules, and outputting the corresponding initial sail configuration; S3: Construction of a multi-parameter dynamic model based on the multi-source environmental parameters and the initial sail configuration; S4: Generation of control commands satisfying multi-objective optimization based on the multi-parameter dynamic model; S5: Distribution of control commands to the sail actuator and propulsion and rudder control systems, wherein the sail actuator is used to adjust the sail's windward area A and angle of attack. This invention, by constructing a multi-parameter dynamic model, facilitates adaptive and multi-objective coordinated control of the sail configuration based on real-time wind, wave, and current environments and the vessel's state.

Description

Technical Field

[0001] This invention relates to the field of unmanned vessel control technology, specifically to a method for coordinated control of wind and wave stability and heading of a variable-sail unmanned vessel. Background Technology

[0002] A wind-powered unmanned surface vessel (USV) is an autonomous vessel that combines traditional wind energy utilization with modern intelligent control technology. By carrying adjustable sails as an auxiliary propulsion device, it reduces energy consumption and carbon emissions. At the same time, it uses an advanced sensing system to acquire environmental data such as wind, waves, and currents, as well as information on the vessel's motion status in real time. Based on intelligent algorithms, it coordinates and optimizes the sail angle, deployment area, and propulsion power to adapt to the complex and ever-changing marine environment.

[0003] However, in complex sea conditions, the sails of unmanned surface vessels (USVs) are easily damaged, leading to significant roll and pitch, which threatens safety. At low wind speeds or in unfavorable wind directions, the sails become inefficient or even create drag. Most existing methods for coordinated course control of USVs rely on fixed rules (such as wind speed thresholds for sail retraction) or human experience, failing to adapt to real-time wind, wave, and current conditions and the vessel's status for adaptive, multi-objective coordinated control of the sail configuration. This results in a difficulty in balancing safety, navigation mission capability, and overall energy efficiency. Summary of the Invention

[0004] To address this issue, the present invention provides a method for coordinated control of wind and wave stability and heading of a variable sail unmanned surface vessel, in order to solve the problem in the prior art that it is impossible to adaptively and coordinately control the sail shape according to the real-time wind, wave, and current environment and the vessel's status.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A method for coordinated control of wind and wave stability and heading of a variable-mass sail unmanned surface vessel includes the following steps:

[0007] S1: Collect multi-source environmental parameters in real time through the shipborne sensor system, determine the current sea state level based on the effective wave height, and calculate the relative wind speed vector by combining the ship's current speed and heading;

[0008] S2: Based on sea state level, relative wind speed vector and preset rules, determine whether the unmanned vessel is in submerged mode or sail-assisted navigation mode, and output the corresponding initial sail shape;

[0009] S3: Construct a multi-parameter dynamic model based on multi-source environmental parameters and initial sail shape;

[0010] The specific steps of S3 are as follows:

[0011] S3.1: Construct a dynamic sub-model under the sail-assisted navigation mode;

[0012] S3.2: Determine wave intensity based on significant wave height and sea state level, construct a wave disturbance module sub-model, and calculate the wave disturbance torque on the hull;

[0013] S3.3: Utilizing ocean current speed Construct a sub-model of ocean current disturbance;

[0014] S3.4: The dynamic sub-models, wave disturbance sub-models, and ocean current disturbance sub-models constructed in S3.1 to S3.3 are dynamically coupled and superimposed in the ship's center of gravity coordinate system and integrated into a multi-parameter dynamic model;

[0015] S3.5: In the submerged mode, the multi-parameter dynamic model sets the dynamic sub-model of S3.1 to zero, and the input of the model is the significant wave height. With ocean current speed The corresponding values ​​are calculated using wave disturbance sub-model and ocean current disturbance sub-model;

[0016] S4: Based on the prediction of a multi-parameter dynamic model, optimization is performed in each control cycle to generate control commands that meet multi-objective optimization.

[0017] S5: Distributes control commands to the sail actuators and the propulsion and rudder control system. The sail actuators are used to adjust the sail's windward area A and the sail's angle of attack. .

[0018] Furthermore, the shipborne sensor system includes an ultrasonic three-dimensional anemometer installed on an unobstructed area at the top of the mast and a miniature inertial measurement unit installed inside the hull.

[0019] The ultrasonic three-dimensional anemometer is used to sample frequency and output the environmental wind speed vector in real time. The miniature inertial measurement unit is used to measure the ship's three-axis acceleration and angular velocity, and runs a spectral analysis algorithm through an embedded processor to deduce the effective wave height of the current sea area. Then, based on the measured effective wave height... According to the Douglas sea state classification system, it is mapped to discrete sea state levels. .

[0020] Furthermore, the specific content of S2 is as follows:

[0021] First, through relative wind speed vectors Calculate relative wind speed amplitude This is used to assess wind energy intensity and decide whether to activate the sails. The calculation formula is as follows:

[0022]

[0023] in, The velocity of the unmanned vessel relative to the wind field in the horizontal direction. The velocity of the unmanned vessel relative to the wind field in the vertical direction;

[0024] Then, based on the sea state level and preset rules, determine whether the unmanned vessel is in submerged mode or sail-assisted navigation mode; if both conditions are met... ≥3 and If the speed is less than 3 m / s, it indicates that the unmanned vessel is in submerged mode; otherwise, it indicates that the unmanned vessel is in sail-assisted navigation mode.

[0025] Furthermore, when integrating the multi-parameter dynamic model in S3.4, the lateral force obtained from the aerodynamic decomposition of the sail calculated in S3.1 is first... and tilting moment The wave disturbance moment calculated in S3.2 and the disturbance moment triggered by sea state level, as well as the ocean current resistance calculated based on relative current velocity in S3.3, are all uniformly mapped to the ship's center of gravity coordinate system through coordinate transformation matrix.

[0026] Dynamic weighted superposition is performed based on the working mode identifiers output by S2;

[0027] If the mode is sail-assisted navigation, the three types of force vectors of wind, waves and current are directly added together to construct a complete multi-parameter dynamic model that includes the coupling effect of aerodynamic drive and wave interference.

[0028] If in submerged mode, the lateral forces related to the sails will be forcibly reduced. and tilting moment Set to zero, retaining only the wave disturbance moment on the hull driven by the significant wave height. and ocean current drag derived from ocean current velocity This leads to the formation of a multi-parameter dynamic model.

[0029] Furthermore, the specific content of S3.1 is as follows:

[0030] 1) Using relative wind angle With sail angle of attack To control variables, the corresponding aerodynamic lift coefficients are extracted from historical data in a pre-set aerodynamic characteristic database. and the drag coefficient of sails Calculate the lift generated by the sail The resistance D is calculated using the following formula:

[0031]

[0032]

[0033] in, air density, The area of ​​the sail facing the wind. This is the relative wind speed vector;

[0034] 2) Decompose the aerodynamic force of the sail into the coordinate system of the ship's center of gravity to obtain the lateral force of the sail on the unmanned vessel. Then calculate the tilting moment. The calculation formula is as follows:

[0035]

[0036]

[0037] in, The vertical distance from the center of pressure of the sail to the center of gravity of the ship. This is the relative wind direction angle.

[0038] Furthermore, the specific content of S3.2 is as follows:

[0039] Calculate the wave disturbance moment on the hull based on the significant wave height and mean wave period. The calculation formula is as follows:

[0040]

[0041] in, Based on significant wave height Sea state rating Calculated linear wave excitation torque, For indicator functions, when The value is 1 if the condition is met, and 0 otherwise. It is a nonlinear impact torque.

[0042] Furthermore, in the calculation of S3.3, firstly, the relative velocity of the ship in the real water flow field is calculated by using the ocean current velocity Vc and the ship's velocity relative to the water measured by the Doppler log. Then calculate ocean current resistance. This is used to correct for the resistance experienced by the hull, and the calculation formula is as follows:

[0043]

[0044]

[0045] in, This represents the wetted surface area of ​​the ship's hull. The density of seawater, The drag coefficient of the hull. To obtain the three-dimensional velocity of an unmanned vessel relative to the water body using a Doppler log, This refers to the ocean current speed.

[0046] Furthermore, the optimization process takes the multi-source environmental parameters provided by S1 as input, and solves for the control command that minimizes the comprehensive performance index through an objective function. as follows:

[0047]

[0048] in, For reference heading, The roll angle is measured by a miniature inertial measurement unit. , and The preset weighting coefficients are based on sea state levels. Dynamic adjustment This is the azimuth angle of the unmanned vessel's bow relative to geographical north.

[0049] This invention has the following advantages: This invention uses real-time determination of sea state level Sh and relative wind speed amplitude... In rough seas ( When wind speeds are low (≥3 and wind energy is weak), the system automatically switches to submerged mode, retracting the sails to avoid risks. Under suitable conditions, it activates sail-assisted navigation mode and queries the optimal initial sail configuration based on the relative wind direction angle to fully utilize wind energy. This environmentally-aware modal adaptive mechanism fundamentally improves the survivability and mission execution capabilities of unmanned vessels in complex marine environments.

[0050] Meanwhile, a high-fidelity multi-parameter dynamic model was constructed as the basis for control. The model not only integrates the aerodynamic forces determined by the relative wind angle and sail angle of attack, but also quantifies the wave disturbance torque driven by the significant wave height and the hydrodynamic forces caused by the ocean current velocity, thus reflecting the ship dynamics under the coupling effect of wind, waves and current, and providing reliable predictions for high-performance control.

[0051] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. Attached Figure Description

[0052] To more intuitively illustrate the prior art and this application, exemplary drawings are provided below. It should be understood that the specific shapes and structures shown in the drawings should not generally be regarded as limiting conditions for implementing this application; for example, based on the technical concept disclosed in this application and the exemplary drawings, those skilled in the art are able to easily make conventional adjustments or further optimizations to the addition / reduction / classification, specific shapes, positional relationships, connection methods, size ratios, etc. of certain units (components).

[0053] Figure 1 This is a flowchart illustrating the implementation of a method for coordinated control of wind and wave stability and heading of a variable-sail unmanned surface vessel according to the present invention. Detailed Implementation

[0054] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. It should be understood that these embodiments are merely for further explanation of the present invention and should not be construed as limiting the scope of protection of the present invention. Technical engineers in the field can make some non-essential improvements and adjustments to the present invention based on the above-described content. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0055] Please see Figure 1 A method for coordinated control of wind and wave stability and heading of a variable-mast unmanned surface vessel includes the following steps:

[0056] S1: The shipborne sensor system collects multi-source environmental parameters in real time and determines the current sea state level based on the significant wave height using the internationally recognized Douglas sea state classification standard. Combined with the ship's current speed and heading, the relative wind speed vector is calculated. This provides accurate and real-time environmental state input for subsequent sail modal decision-making, dynamic modeling, and control optimization.

[0057] The shipboard sensor system includes an ultrasonic 3D anemometer mounted on an unobstructed area at the top of the mast and a miniature inertial measurement unit (MEMS IMU) installed inside the hull. The ultrasonic 3D anemometer is used to sample frequencies and output the ambient wind speed vector in real time. The miniature inertial measurement unit (MEMS IMU) is used to measure the ship's three-axis acceleration and angular velocity. The data is processed by an embedded processor to run a spectral analysis algorithm and invert the effective wave height of the current sea area.

[0058] A miniature inertial measurement unit (MEMS IMU) synchronously acquires the linear acceleration of the ship in the three directions of pitch, sway, and heave, as well as the angular velocities around the three axes, at a sampling frequency of no less than 100 Hz. The system subtracts the gravity component from the acceleration signal in the heave direction (achieving zero mean through high-pass filtering or sliding window averaging) to obtain a dynamic heave acceleration sequence caused only by wave excitation. This sequence is then subjected to short-time Fourier transform (STFT) to generate a time spectrum, which is then parametrically fitted with a standard wave spectrum (such as the Pierson-Moskowitz or JONSWAP spectrum) to inversely derive the spectral energy distribution, thereby obtaining the zero-order moment of the spectrum. And obtain the effective wave height based on the relationship. , ;

[0059] The miniature inertial measurement unit (MEMS IMU) can also detect the azimuth angle of the unmanned vessel's bow relative to geographic north based on its internally integrated triaxial magnetometer. .

[0060] The shipboard sensor system also includes a Doppler log (DVL), a Global Navigation Satellite System (GNSS), and an angle position sensor. The Doppler log (DVL) uses the Doppler effect to obtain the three-dimensional velocity of the unmanned vessel relative to the water body by emitting sound pulses into the seabed or water layer and receiving the reflected signals. Meanwhile, the Global Navigation Satellite System (GNSS) provides the unmanned vessel with its absolute position and speed. After unifying both to the same reference frame through coordinate transformation, the ocean current velocity was calculated. , The direction of the current is determined by the azimuth of the velocity in the geographic coordinate system, ultimately achieving high-precision real-time monitoring of ocean current dynamics, and then calculating the relative wind speed vector. The calculation formula is as follows:

[0061]

[0062] Then, based on the measured effective wave height According to the Douglas sea state classification system, it is mapped to discrete sea state levels. :

[0063] For example, when At 0.1 meters, =Level 1 (Calm); when Rice time, =Level 2 (light waves); when 0.5 At 1.25 meters, =Level 3 (Medium wave); when 1.25 At 2.5 meters, =Level 4 (large waves).

[0064] An angle position sensor is installed at the sail shaft to measure the sail's angle of attack. .

[0065] S2: Based on sea state level, relative wind speed vector, and preset rules, determine whether the unmanned vessel is in submerged mode or sail-assisted navigation mode, and output the corresponding working mode identifier and initial sail configuration. The working mode identifier includes sail-assisted navigation mode and submerged mode.

[0066] First, through relative wind speed vectors Calculate relative wind speed amplitude This is used to assess wind energy intensity and decide whether to activate the sails. The calculation formula is as follows:

[0067]

[0068] in, The velocity of the unmanned vessel relative to the wind field in the horizontal direction. The velocity of the unmanned vessel relative to the wind field in the vertical direction.

[0069] Then, based on the sea state level and preset rules, determine whether the unmanned vessel is in submerged mode or sail-assisted navigation mode; if both conditions are met... ≥3 (medium wave and above) and If the wind speed is less than 3 m / s (weak wind energy), the unmanned vessel is in submerged mode. In submerged mode, the system prioritizes navigation safety. A command is sent to the sail actuator to fully retract and lie flat in the deck trough. At this time, the sail angle of attack is set to 0 degrees, and its effective windward projection area is adjusted to the minimum allowed by the mechanical structure, forming the initial sail configuration. This state aims to completely eliminate the aerodynamic loads and wave impact risks to the sail under severe sea conditions, making the vessel equivalent to a sailless vessel.

[0070] If the above conditions are not met, it indicates that the unmanned vessel is in sail-assisted navigation mode. In this mode, energy efficiency optimization is the primary objective. First, the sail's angle relative to the wind direction is calculated. Then query the pre-stored sail experience data table and output the relative wind direction angle. The corresponding initial angle of attack and area of ​​the sail represent the initial shape of the sail. For example, when the relative wind angle... When in the crosswind range (approximately 70°-110°), the initial angle of attack can be set to 45° to achieve high lift; when in the tailwind range, the angle of attack should be reduced to decrease drag.

[0071] The calculation formula is as follows:

[0072]

[0073] in, This is the azimuth angle of the unmanned vessel's bow relative to geographical north.

[0074] S3: Construct a multi-parameter dynamic model based on multi-source environmental parameters and the initial sail configuration. This facilitates the dynamic integration of the interactions between wind, waves, and current—three types of environmental forces—and the hull, sail, and rudder / propeller system, based on real-time determined operating mode identifiers. This provides a mathematical model foundation that accurately reflects the coupling relationship between the current navigation state and the environment for subsequent model prediction and multi-objective optimization control.

[0075] The specific steps for S3 are as follows:

[0076] S3.1: Construct a dynamic sub-model under the sail-assisted navigation mode. The specific details are as follows:

[0077] 1) Using relative wind angle With sail angle of attack To control variables, the corresponding aerodynamic lift coefficients are extracted from historical data in a pre-set aerodynamic characteristic database. and the drag coefficient of sails Calculate the lift generated by the sail The resistance D is calculated using the following formula:

[0078]

[0079]

[0080] in, air density, The area of ​​the sail facing the wind.

[0081] 2) Decompose the aerodynamic force of the sail into the coordinate system of the ship's center of gravity to obtain the lateral force of the sail on the unmanned vessel. Then calculate the tilting moment. The driving and disturbance effects of wind energy on the ship's hull through variable-mast sails are quantified. The calculation formula is as follows:

[0082]

[0083]

[0084] in, It is the vertical distance from the center of pressure of the sail to the center of gravity of the ship.

[0085] S3.2: Determine wave intensity based on significant wave height and sea state level, construct a wave disturbance module sub-model, and calculate the wave disturbance moment on the ship hull. When the sea state level reaches or exceeds level 4 (i.e., ≥4, corresponding to ≥1.25m), an external nonlinear slamming load term is introduced to simulate the instantaneous impact force generated when the ship's bottom or side suddenly strikes the water surface in large waves. This is used to quantify the disturbance torque generated by the interaction between waves and ocean currents and the ship's hydrodynamics. Details are as follows:

[0086] Based on the significant wave height and average wave period (obtained through wave spectrum analysis in a micro inertial measurement unit (MEMS IMU), the wave disturbance torque on the hull is calculated. The calculation formula is as follows:

[0087]

[0088] in, Based on significant wave height Sea state rating Calculated linear wave excitation torque, For indicator functions, when The value is 1 if the condition is met, and 0 otherwise. It is a nonlinear slamming moment, the magnitude of which is related to the hull's entry speed into the water, the local structural stiffness, and the wave surface steepness, and is obtained through empirical formulas. The calculation formula is as follows:

[0089] in, This is the preset wave torque gain coefficient.

[0090] S3.3: Utilizing ocean current speed We constructed a sub-model of ocean current disturbance.

[0091] First, by the speed of ocean currents The relative velocity of the ship's hull in the real water flow field is calculated using the velocity of the hull relative to the water measured by the Doppler log. Then calculate ocean current resistance. This relative flow velocity is used to correct for the resistance experienced by the hull, making the hydrodynamic calculations more closely resemble actual navigation conditions. The calculation formula is as follows:

[0092]

[0093]

[0094] in, This represents the wetted surface area of ​​the ship's hull. The density of seawater, This represents the drag coefficient of the ship's hull.

[0095] S3.4: The dynamic sub-models, wave disturbance sub-models, and ocean current disturbance sub-models constructed in S3.1 to S3.3 are dynamically coupled and superimposed in a unified ship center of gravity coordinate system to integrate them into a complete multi-parameter dynamic model.

[0096] First, the lateral force of the sail aerodynamic decomposition obtained from S3.1 is... and tilting moment The wave disturbance moment calculated in S3.2 and the disturbance moment triggered by sea state level, as well as the ocean current resistance calculated based on relative current velocity in S3.3, are all uniformly mapped to the ship's center of gravity coordinate system through coordinate transformation matrix.

[0097] Subsequently, dynamic weighted superposition is performed based on the working mode identifier output by S2: if in the sail-assisted navigation mode, the three types of force vectors of wind, waves, and current are directly added to construct a complete multi-parameter dynamic model that includes the coupling effect of aerodynamic drive and wave interference; if in the submerged navigation mode, the lateral forces related to the sail are forcibly added. and tilting moment Set to zero, retaining only the wave disturbance moment on the hull driven by the significant wave height. and ocean current drag derived from ocean current velocity This results in a multi-parameter dynamic model that only reflects the disturbance characteristics of underwater navigation, providing accurate state equation inputs for subsequent model predictive control.

[0098] S3.5: In the submersible mode, the multi-parameter dynamic model completely zeroes out the dynamic sub-model of S3.1, i.e., it ignores the aerodynamic loads of the sail (setting lift L and drag D to zero). The model input is the significant wave height. With ocean current speed Calculation by Driven wave disturbance sub-model and by The driving ocean current disturbance sub-model affects the underwater hull, making it convenient to accurately predict and output the forces acting on the hull in the submerged state.

[0099] S4: Based on the prediction of a multi-parameter dynamic model, optimization is performed in each control cycle to generate control commands that satisfy multi-objective optimization.

[0100] When the unmanned vessel is in sail-assisted navigation mode, the control objective is to minimize propulsion energy consumption and improve path tracking accuracy while ensuring that the roll angle does not exceed the safety limit.

[0101] When in submerged mode, the control objective is primarily to suppress roll and pitch caused by wave disturbances, and the aerodynamic term of the sail is set to zero.

[0102] The optimization variables include sail angle of attack, effective windward area A (only activated in sail-assisted navigation mode), thruster thrust, and rudder angle. The optimization process uses multi-source environmental parameters provided by S1 as input, and solves for the control command that minimizes the overall performance index through an objective function. as follows:

[0103]

[0104] in, For reference heading, The roll angle is measured by a miniature inertial measurement unit (MEMSIMU). , and The preset weighting coefficients, + According to sea state classification Dynamic adjustment, for example, when When ≥3, increase Prioritize ensuring stability against wind and waves.

[0105] S5: Distributes control commands to the sail actuators and the propulsion and rudder control system. The sail actuators are used to adjust the sail's windward area A and the sail's angle of attack. .

[0106] This invention uses real-time determination of sea state level Sh and relative wind speed amplitude. In rough seas ( When wind speeds are low (≥3 and wind energy is weak), the system automatically switches to submerged mode, retracting the sails to avoid risks. Under suitable conditions, it activates sail-assisted navigation mode and queries the optimal initial sail configuration based on the relative wind direction angle to fully utilize wind energy. This environmentally-aware modal adaptive mechanism fundamentally improves the survivability and mission execution capabilities of unmanned vessels in complex marine environments.

[0107] Simultaneously, a high-fidelity multi-parameter dynamic model was constructed as the control foundation. This model not only integrates the aerodynamic forces determined by the relative wind angle and sail angle of attack, but also quantifies the wave disturbance torque driven by the significant wave height and the hydrodynamic forces caused by ocean current velocity. This reflects the ship's dynamics under the coupled effects of wind, waves, and currents, providing reliable predictions for high-performance control. Finally, by dynamically balancing heading tracking accuracy, wind and wave stability, and propulsion efficiency through an objective function, and adaptively adjusting the weights according to sea state levels, the system can allocate control commands to the sails, propellers, and rudder while ensuring roll safety, ultimately achieving safe and energy-efficient coordinated navigation.

[0108] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for coordinated control of wind and wave stability and heading of a variable-mass sail unmanned surface vessel, characterized in that, Includes the following steps: S1: Collect multi-source environmental parameters in real time through the shipborne sensor system, determine the current sea state level based on the effective wave height, and calculate the relative wind speed vector by combining the ship's current speed and heading; S2: Based on sea state level, relative wind speed vector, and preset rules, determine whether the unmanned vessel is in submerged mode or sail-assisted navigation mode, and output the corresponding initial sail configuration; the initial sail configuration includes submerged mode and sail-assisted navigation mode; S3: Construct a multi-parameter dynamic model based on multi-source environmental parameters and initial sail shape; The specific steps of S3 are as follows: S3.1: Construct a dynamic sub-model under the sail-assisted navigation mode; S3.2: Determine wave intensity based on significant wave height and sea state level, construct a wave disturbance module sub-model, and calculate the wave disturbance torque on the hull; S3.3: Utilizing ocean current speed Construct a sub-model of ocean current disturbance; S3.4: The dynamic sub-models, wave disturbance sub-models, and ocean current disturbance sub-models constructed in S3.1 to S3.3 are dynamically coupled and superimposed in the ship's center of gravity coordinate system and integrated into a multi-parameter dynamic model; S3.5: In the submerged mode, the multi-parameter dynamic model sets the dynamic sub-model of S3.1 to zero, and the input of the model is the significant wave height. With ocean current speed The corresponding values ​​are calculated using wave disturbance sub-model and ocean current disturbance sub-model; S4: Based on the prediction of a multi-parameter dynamic model, optimization is performed in each control cycle to generate control commands that meet multi-objective optimization. S5: Distributes control commands to the sail actuators and the propulsion and rudder control system. The sail actuators are used to adjust the sail's windward area A and the sail's angle of attack. .

2. The method for coordinated control of wind and wave stability and heading of a variable-mast unmanned surface vessel according to claim 1, characterized in that, The shipborne sensor system includes an ultrasonic three-dimensional anemometer installed on the unobstructed area at the top of the mast and a miniature inertial measurement unit installed inside the hull. The ultrasonic three-dimensional anemometer is used to sample frequency and output the environmental wind speed vector in real time. The miniature inertial measurement unit is used to measure the ship's three-axis acceleration and angular velocity, and runs a spectral analysis algorithm through an embedded processor to deduce the effective wave height of the current sea area. Then, based on the measured effective wave height... According to the Douglas sea state classification system, it is mapped to discrete sea state levels. .

3. The method for coordinated control of wind and wave stability and heading of a variable-mast unmanned surface vessel according to claim 1, characterized in that, The specific content of S2 is as follows: First, through relative wind speed vectors Calculate relative wind speed amplitude This is used to assess wind energy intensity and decide whether to activate the sails. The calculation formula is as follows: in, The velocity of the unmanned vessel relative to the wind field in the horizontal direction. The velocity of the unmanned vessel relative to the wind field in the vertical direction; Then, based on the sea state level and preset rules, determine whether the unmanned vessel is in submerged mode or sail-assisted navigation mode; if both conditions are met... ≥3 and If the speed is less than 3 m / s, it indicates that the unmanned vessel is in submerged mode; otherwise, it indicates that the unmanned vessel is in sail-assisted navigation mode.

4. The method for coordinated control of wind and wave stability and heading of a variable-mast unmanned surface vessel according to claim 1, characterized in that, When integrating the multi-parameter dynamic model in S3.4, the lateral forces obtained from the aerodynamic decomposition of the sail calculated in S3.1 are first... and tilting moment The wave disturbance moment calculated in S3.2 and the disturbance moment triggered by sea state level, as well as the ocean current resistance calculated based on relative current velocity in S3.3, are all uniformly mapped to the ship's center of gravity coordinate system through coordinate transformation matrix. Dynamic weighted superposition is performed based on the working mode identifiers output by S2; If the mode is sail-assisted navigation, the three types of force vectors of wind, waves and current are directly added together to construct a complete multi-parameter dynamic model that includes the coupling effect of aerodynamic drive and wave interference. If in submerged mode, the lateral forces related to the sails will be forcibly reduced. and tilting moment Set to zero, retaining only the wave disturbance moment on the hull driven by the significant wave height. and ocean current drag derived from ocean current velocity This leads to the formation of a multi-parameter dynamic model.

5. The method for coordinated control of wind and wave stability and heading of a variable-mass sail unmanned surface vessel according to claim 1, characterized in that, The specific content of S3.1 is as follows: 1) Using relative wind angle With sail angle of attack To control variables, the corresponding aerodynamic lift coefficients are extracted from historical data in a pre-set aerodynamic characteristic database. and the drag coefficient of sails Calculate the lift generated by the sail The resistance D is calculated using the following formula: in, air density, The area of ​​the sail facing the wind. This is the relative wind speed vector; 2) Decompose the aerodynamic force of the sail into the coordinate system of the ship's center of gravity to obtain the lateral force of the sail on the unmanned vessel. Then calculate the tilting moment. The calculation formula is as follows: in, The vertical distance from the center of pressure of the sail to the center of gravity of the ship. This is the relative wind direction angle.

6. The method for coordinated control of wind and wave stability and heading of a variable-mast unmanned surface vessel according to claim 4, characterized in that, The specific content of S3.2 is as follows: Calculate the wave disturbance moment on the hull based on the significant wave height and mean wave period. The calculation formula is as follows: in, Based on significant wave height Sea state rating Calculated linear wave excitation torque, For indicator functions, when The value is 1 if it is true, and 0 otherwise. It is a nonlinear impact torque.

7. The method for coordinated control of wind and wave stability and heading of a variable-mast unmanned surface vessel according to claim 4, characterized in that, In the calculation of S3.3, firstly, the relative velocity of the ship in the real water flow field is calculated by using the ocean current velocity Vc and the velocity of the ship relative to the water measured by the Doppler log. Then calculate ocean current resistance. This is used to correct for the resistance experienced by the hull, and the calculation formula is as follows: in, This represents the wetted surface area of ​​the ship's hull. The density of seawater, The drag coefficient of the hull. To obtain the three-dimensional velocity of an unmanned vessel relative to the water body using a Doppler log, This refers to the speed of the ocean current.

8. The method for coordinated control of wind and wave stability and heading of a variable-mast unmanned surface vessel according to claim 1, characterized in that, The optimization process takes the multi-source environmental parameters provided by S1 as input, and solves for the control command that minimizes the comprehensive performance index through an objective function. as follows: in, For reference heading, The roll angle is measured by a miniature inertial measurement unit. , and The preset weighting coefficients are based on sea state levels. Dynamic adjustment This refers to the azimuth of the unmanned vessel's bow relative to geographic north. The Doppler log is used to obtain the three-dimensional velocity of the unmanned vessel relative to the water body using the Doppler effect.

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