Shallow water adaptive navigation control system for web contact trackless electric ship

Abstract

The application provides a shallow water self-adaptive navigation control system for a contactless trackless electric ship, and relates to the technical field of ship engineering, and comprises: an acquisition module, which is used for acquiring water depth information of a water area where the ship is located in real time; based on the water depth information, a preset shallow water threshold is used for judgment to obtain a shallow water state signal of whether the ship is in a shallow water navigation state; a measurement module, which is used for acquiring real-time measurement data of three depth measurement sensors arranged at a bow and two sides of the ship according to the shallow water state signal, and constructing a reference geometric structure according to the measurement data. The application realizes the dual protection of stable ship navigation posture and continuous contact power supply under shallow water conditions.

Description

Technical Field

[0001] This invention relates to the field of marine engineering technology, and in particular to a shallow-water adaptive navigation control system for trackless electric boats with contact wires. Background Technology

[0002] In shallow water scenarios such as shallow beaches and silt-filled sections, the existing system for trackless electric boats lacks a targeted adaptive control mechanism due to the significant changes in underwater topography and water depth gradient.

[0003] When a trackless electric vessel with a passenger berth on a city's inland waterway navigates in a shallow section of the navigable area, the increased underwater protrusions cause greater hull resistance compared to deeper water, resulting in reduced rudder effectiveness. Simultaneously, the large roll angle causes high fluctuations in the contact pressure between the dual-redundant pantograph and the overhead cable, frequently triggering temporary offline protection. The existing intelligent control system can only monitor conventional navigation parameters and switch power supplies, failing to dynamically adjust propulsion power distribution and rudder effectiveness compensation based on shallow water depth and terrain. This leads to unstable vessel attitude and disrupted power supply continuity, exposing the shortcomings of existing technology in adapting to complex shallow water hydrology and terrain, and the lack of scenario-based dynamic optimization of control strategies. Summary of the Invention

[0004] The technical problem to be solved by this invention is to provide a shallow water adaptive navigation control system for trackless electric boats with catenary, so as to achieve the dual guarantee of stable navigation attitude of the boat and continuous power supply of the catenary under shallow water conditions.

[0005] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows: The first aspect is the shallow-water adaptive navigation control system for the trackless electric boat with a catenary, which includes: The acquisition module is used to acquire water depth information of the water area where the ship is located in real time; based on the water depth information, it judges whether the ship is in a shallow water navigation state according to the preset shallow water threshold. The measurement module is used to acquire real-time measurement data from three depth sounding sensors deployed on the bow and sides of the ship based on shallow water condition signals, and to construct a reference geometry based on the measurement data. The calculation module is used to spatially decompose the baseline geometry to obtain multiple substructures with independent geometric properties, consisting of a central region and a circumferential region. Based on the geometric properties of each substructure, the module extracts key parameters such as the radius of the enclosing circle and the coordinates of the center of the circle for analysis and calculation to obtain a dynamic compensation parameter. The fusion module is used to obtain the corresponding navigation control strategy by fusing shallow water state signals and dynamic compensation parameters. The navigation control strategy includes propulsion power adjustment commands and rudder effect compensation commands that incorporate compensation relationships. The processing module is used to execute navigation control strategies. Based on the propulsion power adjustment command and the rudder effect compensation command, it adjusts the ship's propulsion power and rudder angle accordingly to achieve adaptive navigation control in shallow water conditions.

[0006] Furthermore, real-time water depth information of the waters where the vessel is located is acquired; based on the water depth information, a shallow water state signal is obtained to determine whether the vessel is in a shallow water navigation state, according to a preset shallow water threshold, including: Real-time acquisition of water depth information provided by shore-based hydrological data collected by the ship's water depth sensors; The water depth information is compared with a preset shallow water threshold to determine whether the vessel has entered a shallow water navigation state. The shallow water threshold is dynamically configured and updated based on the vessel's draft, hull parameters, and the characteristics of the navigation area to obtain the judgment result. Based on the judgment result, a shallow water status signal containing a shallow water status identifier and the corresponding water depth value is generated.

[0007] Furthermore, based on the shallow water condition signal, real-time measurement data from three depth sounding sensors deployed on the bow and both sides of the ship are acquired, and a reference geometry is constructed based on the measurement data, including: Receive shallow water status signal; when the shallow water status signal indicates that the ship is navigating in shallow water, trigger the depth sounding data acquisition command. According to the depth sounding data acquisition command, real-time measurement data from three depth sounding sensors deployed on the bow and both sides of the ship are obtained; Based on real-time measurement data from three depth sounding sensors, a benchmark geometry is constructed to describe the spatial relationship of the underwater topography below the ship's hull.

[0008] Furthermore, by spatially decomposing the baseline geometric structure, multiple substructures with independent geometric properties are obtained, consisting of a central region and a circumferential region. Based on the geometric properties of each substructure, key parameters such as the radius of the enclosing circle and the coordinates of the circle's center are extracted and analyzed to obtain a dynamic compensation parameter, including: By performing calculations on the set of spatial points in the reference geometry, the center coordinates and radius of the smallest enclosing circle that completely covers the reference geometry are obtained; Based on the coordinates of the center and radius of the minimum enclosing circle, the spatial point set of the reference geometry is divided into regions according to its distance from the center, resulting in a central region centered on the center and a circumferential region bounded by the circumference. Geometric feature analysis is performed on the central region and the circumferential region respectively. The point set density distribution characteristics of the central region and the point set dispersion characteristics of the circumferential region are calculated. At the same time, the radius and center coordinates of the minimum enclosing circle are recorded. Based on the point set density distribution characteristics of the central region, the point set dispersion characteristics of the circumferential region, the radius of the minimum enclosing circle, and the center coordinates, dynamic compensation parameters are obtained through a weighted calculation method.

[0009] Furthermore, based on the coordinates of the center and radius of the smallest enclosing circle, the spatial point set of the reference geometry is divided into regions according to its distance from the center, resulting in a central region centered on the center and a circumferential region bounded by the circumference, including: Based on the center coordinates and radius, a distance threshold rule for distinguishing between near and far regions is calculated and set. According to the distance threshold rule, all spatial points in the baseline geometry are traversed and distances are calculated. The distance value of each point to the center of the circle is compared with the threshold rule to obtain the comparison result. By comparing the results, point sets whose distance values ​​satisfy the near-field condition are classified and marked as the central region, and point sets whose distance values ​​satisfy the far-field condition are classified and marked as the circumferential region.

[0010] Furthermore, based on the point set density distribution characteristics of the central region, the point set dispersion characteristics of the circumferential region, the radius of the minimum enclosing circle, and the center coordinates, dynamic compensation parameters are obtained through a weighted calculation method, including: Based on the extracted center coordinates, the center region of the minimum enclosing circle is determined, and the point set density distribution characteristics of the measurement points within the region are analyzed; based on the extracted minimum enclosing circle radius, the circumferential region is determined, and the point set dispersion characteristics of the measurement points near this region are analyzed. Based on the obtained point set density distribution characteristics, point set dispersion characteristics, minimum enclosing circle radius and center coordinates, a preset weighted calculation process is performed to obtain the weighted calculation result; based on the weighted calculation result, dynamic compensation parameters are obtained.

[0011] Furthermore, by fusing shallow water state signals and dynamic compensation parameters, a corresponding navigation control strategy is obtained. This strategy includes propulsion power adjustment commands and rudder effect compensation commands that integrate compensation relationships, including: The received shallow water status signal is analyzed, and the analysis result is used to determine whether the current navigation state is in a shallow water state that requires compensation control. If the determination is yes, a strategy trigger command is generated; if the determination is no, the normal navigation control command is maintained and the process ends. In response to the strategy trigger command, the dynamic compensation parameters are invoked, and the predefined compensation relationship mapping rules are queried based on the dynamic compensation parameters to obtain the propulsion power adjustment amount and rudder effect compensation coefficient that match the current dynamic compensation parameter value. Based on the propulsion power adjustment amount and the rudder effect compensation coefficient, the propulsion power adjustment command and the rudder effect compensation command for the propeller output power are calculated respectively. The propulsion power adjustment command and the rudder effect compensation command are integrated and logically encapsulated to obtain the corresponding navigation control strategy.

[0012] Furthermore, the navigation control strategy is implemented, adjusting the ship's propulsion power and rudder angle accordingly based on propulsion power adjustment commands and rudder effect compensation commands to achieve adaptive navigation control in shallow water conditions, including: Based on the navigation control strategy, safety boundary verification and execution feasibility analysis are conducted on propulsion power adjustment commands and rudder effect compensation commands. Combining the ship's current power status, rudder physical limits, and shallow water navigation safety margin, the control commands are ensured to be within the ship's physical limitations in order to obtain a feasible set of control commands. According to the feasible control command set, the propulsion power adjustment command is transmitted to the dual-motor propulsion device in real time through the ship communication network, and the rudder effect compensation command is transmitted to the rudder actuator in real time, so as to realize the precise distribution and synchronous execution of control commands, and enable the ship to maintain a stable navigation attitude in shallow water conditions. Real-time data collection of navigation status feedback after the ship executes control commands, including actual propulsion power changes, actual rudder angle adjustments, changes in hull roll and pitch angles, and real-time deviation of the navigation trajectory, to obtain an evaluation dataset. Based on the evaluation dataset, the adaptive evaluation of the control effect is carried out, the matching degree between the command execution deviation and the expected control target is calculated, and the strategy optimization parameters are obtained by combining the river hydrological characteristics and the contact status of the ship's dual redundant pantographs. These parameters are then fed back into the navigation control strategy generation process to achieve continuous optimization of shallow water adaptive navigation control.

[0013] In a second aspect, a computing device includes: One or more processors; A storage device for storing one or more programs that, when executed by one or more processors, cause the one or more processors to execute the system.

[0014] Thirdly, a computer-readable storage medium storing a program that, when executed by a processor, performs the system.

[0015] The above-described solution of the present invention has at least the following beneficial effects: By employing multi-source water depth information real-time acquisition and dynamic threshold determination, three-dimensional terrain modeling of the bow and two sides at three measuring points, spatial decomposition of the benchmark geometry and weighted calculation of dynamic compensation parameters, fusion of shallow water state signals and compensation parameters to generate propulsion power and rudder effect compensation commands, and safety verification and closed-loop optimization execution of control commands, the technical problems of catenary trackless electric ships in shallow water areas caused by insufficient water depth and undulating underwater terrain, sudden changes in navigation resistance, rudder effect attenuation, excessive hull roll and pitch, and the resulting unstable contact between the dual redundant pantograph and overhead cable, and loss of navigation attitude, the ship's propulsion power and rudder angle are precisely and adaptively adjusted under shallow water conditions. This ensures stable hull navigation attitude, strong continuity of dual redundant pantograph contact, and high navigation safety margin, while improving the ship's navigation adaptability and operational reliability in shallow water areas. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of a shallow-water adaptive navigation control system for a trackless electric boat provided in an embodiment of the present invention.

[0017] Figure 2 The embodiment of the present invention provides a shallow water adaptive navigation control system for a trackless electric boat, which obtains a corresponding navigation control strategy by fusing shallow water state signals and dynamic compensation parameters. The navigation control strategy includes a flowchart illustrating a propulsion power adjustment command and a rudder effect compensation command that incorporates compensation relationships. Detailed Implementation

[0018] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0019] like Figure 1 As shown, an embodiment of the present invention proposes a shallow-water adaptive navigation control system for a trackless electric boat with a catenary, comprising: The acquisition module is used to acquire water depth information of the water area where the ship is located in real time; based on the water depth information, it judges whether the ship is in a shallow water navigation state according to the preset shallow water threshold. The measurement module is used to acquire real-time measurement data from three depth sounding sensors deployed on the bow and sides of the ship based on shallow water condition signals, and to construct a reference geometry based on the measurement data. The calculation module is used to spatially decompose the baseline geometry to obtain multiple substructures with independent geometric properties, consisting of a central region and a circumferential region. Based on the geometric properties of each substructure, the module extracts key parameters such as the radius of the enclosing circle and the coordinates of the center of the circle for analysis and calculation to obtain a dynamic compensation parameter. The fusion module is used to obtain the corresponding navigation control strategy by fusing shallow water state signals and dynamic compensation parameters. The navigation control strategy includes propulsion power adjustment commands and rudder effect compensation commands that incorporate compensation relationships. The processing module is used to execute navigation control strategies. Based on the propulsion power adjustment command and the rudder effect compensation command, it adjusts the ship's propulsion power and rudder angle accordingly to achieve adaptive navigation control in shallow water conditions.

[0020] In this embodiment of the invention, by employing the technical means of acquiring water depth information in real time and dynamically determining shallow water conditions, constructing a reference geometric structure of underwater topography through depth measurement data from three measuring points at the bow and both sides of the ship, performing spatial decomposition and weighted calculation of key parameters to obtain dynamic compensation parameters, integrating shallow water conditions and compensation parameters to generate propulsion power and rudder effect compensation commands, and executing control commands to adjust the ship's propulsion power and rudder angle, the technical problems of catapult-guided trackless electric ships in shallow water areas caused by insufficient water depth and undulating underwater topography, resulting in sudden changes in navigation resistance, rudder effect attenuation, and excessive hull roll and pitch, which in turn affect the stability of the contact between the dual redundant pantograph and the overhead cable and cause loss of navigation attitude, are overcome. Thus, adaptive navigation control of the ship under shallow water conditions is realized, ensuring stable hull navigation attitude and continuous and reliable pantograph contact, thereby improving the ship's navigation adaptability, operational safety, and reliability in shallow water areas.

[0021] In a preferred embodiment of the present invention, water depth information of the water area where the vessel is located is acquired in real time; based on the water depth information, a shallow water state signal indicating whether the vessel is in a shallow water navigation state is determined according to a preset shallow water threshold, including: Real-time acquisition of water depth information from shore-based hydrological data collected by the ship's water depth sensors includes the following: During navigation, the ship collects water depth data using a high-precision water depth sensor installed below the waterline at the midship level. This sensor uses a contact measurement method to directly sense changes in water depth, with a collection frequency set to five times per second to capture subtle fluctuations in water depth in real time and avoid instantaneous measurement deviations caused by wave turbulence. Simultaneously, the ship establishes a stable data transmission connection with shore-based hydrological monitoring stations deployed along the waterway through a dual-mode redundant communication link of 4G, 5G, and VHF. Based on fixed monitoring points along the waterway, the shore-based hydrological monitoring stations update comprehensive hydrological data such as the average water depth, water depth gradient changes, and sediment distribution of the monitored area every ten minutes and push this data to the navigating ship. After receiving the real-time water depth data collected by its own sensors and the hydrological data pushed by the shore-based stations, the ship's intelligent control unit initiates a data fusion processing flow. By eliminating abnormal data that exceeds the normal fluctuation range and compensating for measurement errors from single data sources, a continuous and accurate water depth information dataset is ultimately formed.

[0022] The system compares water depth information with a preset shallow water threshold to determine whether a vessel has entered shallow water navigation. This shallow water threshold is dynamically configured and updated based on the vessel's draft, hull parameters, and the characteristics of the navigation area. Specifically, the dynamic configuration and updating of the shallow water threshold is performed first, using a 120-passenger aluminum alloy streamlined catenary trackless electric vessel as an example. This vessel has a design draft of 1.2 meters. Considering its lightweight hull structure and the hydrodynamic design characteristics of its split-type bow, the base value of the shallow water threshold is determined to be 1.5 times the design draft, i.e., 1.8 meters. Then, adjustments are made based on the actual characteristics of the navigation area: if the vessel is navigating a heavily silted inland tributary, and recent monitoring shows frequent movement of shoals, a water depth gradient change of 0.5 meters per 100 meters, and the presence of localized protruding terrain, the shallow water threshold is increased by 0.2 meters. The threshold is updated to 2.0 meters. If the vessel is navigating in an artificially excavated canal, where the water depth is stable, there are no obvious shoals or siltation, and the water depth fluctuation range is controlled within 0.2 meters, the shallow water threshold is lowered by 0.3 meters and updated to 1.5 meters. In addition, after each time the vessel completes the loading of passengers or cargo, the threshold is adjusted synchronously according to the change in the actual draft. For example, when the actual draft becomes 1.4 meters under full load, the basic threshold is adjusted to 2.1 meters accordingly. The final threshold setting is then completed by combining the current water characteristics. After the threshold is determined, the real-time water depth information fused in step 1.1 is compared with the dynamic threshold every second. When the real-time water depth value is lower than the set shallow water threshold three times in a row, the vessel is determined to have entered the shallow water navigation state. When the real-time water depth value is higher than the set shallow water threshold five times in a row, the vessel is determined to have left the shallow water navigation state, thereby avoiding misjudgment caused by instantaneous waves.

[0023] Based on the judgment result, a shallow water status signal containing a shallow water status identifier and corresponding water depth value is generated. Specifically, the intelligent control unit on board the ship automatically generates a standardized shallow water status signal based on the judgment result. If the judgment result indicates that the ship has entered shallow water navigation, the generated signal contains the shallow water status identifier "shallow water navigation," and accurately records the current real-time water depth value after fusion processing, for example, 1.6 meters, along with water depth change trend information, indicating whether the current water depth is continuously decreasing or fluctuating. If the judgment result indicates that the ship has left shallow water navigation, the generated signal contains the shallow water status identifier "normal navigation," records the current real-time water depth value, for example, 2.2 meters, and indicates whether the water depth change trend is continuously increasing or stable. After the shallow water status signal is generated, it is pushed to the depth measurement data acquisition link and the intelligent control core processing unit in real time at a millisecond-level transmission rate through the ship's internal CAN bus communication network, ensuring that relevant links respond promptly to changes in the ship's shallow water navigation status, and providing accurate and timely status information for triggering depth measurement data acquisition commands and adjusting navigation control strategies.

[0024] In this embodiment of the invention, the technical means of obtaining water depth information by real-time fusion of ship water depth sensor data and shore-based hydrological data, dynamically configuring and updating shallow water thresholds by combining ship draft, ship type parameters and navigation water characteristics, and generating a status signal containing shallow water status identifiers and corresponding water depth values, overcomes the technical problems of inaccurate judgment caused by fixed thresholds and single data sources in traditional shallow water judgment, and the inability to adapt to different navigation scenarios and ship types. Thus, it achieves accurate and dynamic judgment of the shallow water navigation status of ships.

[0025] In a preferred embodiment of the present invention, real-time measurement data from three depth sounding sensors deployed on the bow and sides of the ship are acquired based on shallow water state signals, and a reference geometry is constructed based on the measurement data, including: The system receives shallow water status signals. When the shallow water status signal indicates that the vessel is navigating in shallow water, a depth sounding data acquisition command is triggered. This includes: receiving the shallow water status signal in real time, which is pushed to the control core at a millisecond transmission rate. The signal contains a shallow water status indicator, real-time water depth value, and water depth change trend. The received signal is analyzed in real time. When the analysis result shows that the status indicator is shallow water navigation and the real-time water depth value remains below the shallow water threshold, a depth sounding data acquisition command is immediately triggered. The depth sounding data acquisition command is set to start acquisition within 0.2 seconds after signal analysis confirmation to avoid invalid acquisition caused by momentary misjudgment. The command also includes key parameters such as acquisition frequency, data transmission format, and sensor operating mode.

[0026] According to the depth sounding data acquisition command, real-time measurement data from three depth sounding sensors deployed at the bow and sides of the ship are obtained. Specifically, three high-precision non-contact depth sounding sensors are deployed at designated locations on the ship. The bow sensor is installed 15 centimeters below the waterline at the bow, facing directly downwards, to ensure that it can detect the underwater topography ahead first. The side sensors are symmetrically installed on both sides of the midships, 10 meters longitudinally and 3 meters laterally from the bow sensor, at the same height as the bow sensor, facing downwards at a 45-degree angle, covering the underwater topography on both sides of the hull and in the midships area. Upon receiving the depth sounding data acquisition command, the three sensors start working synchronously, using ultrasonic depth sounding principles, with signal processing capabilities resistant to wave interference, and the acquisition frequency is set to 8 times per second to capture subtle undulations in the underwater topography of shallow water areas. The data acquired by the sensors includes the depth value of the measurement point, the measurement timestamp, signal strength, and other information.

[0027] Based on real-time measurement data from three depth sounding sensors, a reference geometric structure is constructed to describe the spatial relationship of the underwater topography below the ship's hull. Specifically, this includes: First, establishing a three-dimensional coordinate system with the vertical projection of the bow sensor's mounting point onto the ship's deck as the origin. The X-axis extends longitudinally forward along the ship's hull, the Y-axis extends laterally to the right, and the Z-axis points vertically downwards towards the seabed. Based on the ship's design drawings and the actual sensor installation parameters, the fixed spatial coordinates of the three sensors in this coordinate system are calibrated. The positional parameters of each sensor are defined, such as the coordinates of the bow sensor being 0, 0, 1.2 meters, and the coordinates of the two side sensors being 10, 3, 1.2 meters and 10, -3, 1.2 meters respectively. The Z-axis value represents the vertical distance of the sensor's installation height relative to the origin. Subsequently, the processed real-time measurement data from the three sensors is matched with corresponding timestamps and converted into spatial point coordinates in the three-dimensional coordinate system. The depth value is added to the Z-axis installation height to obtain the corresponding underwater Z-axis coordinates of the measurement point. Combined with the fixed X-axis and Y-axis coordinates of the sensor, complete three-dimensional spatial point data is formed. For example, when the sensor at the bow measures a depth of 1.5 meters, the corresponding underwater spatial point coordinates are 0, 0, and 2.7 meters. Then, the spatial points corresponding to the three sensors at the same time are integrated according to the time series. The spatial points at adjacent times are interpolated according to the ship's sailing speed to form a continuous set of spatial points. Then, through a triangular mesh fitting algorithm, these spatial points are connected to form a continuous mesh structure. Finally, a reference geometric structure that can accurately describe the spatial relationship of the underwater terrain below the ship is constructed. The reference geometric structure clearly presents the undulations, protrusions, and slope changes of the underwater terrain. For example, when there are protruding terrains on the underwater terrain, the Z-axis coordinates of the corresponding spatial points will be significantly smaller. The range and height of the protrusions are intuitively reflected by the coordinate differences of adjacent spatial points.

[0028] In this embodiment of the invention, by employing the technical means of starting depth sounding data acquisition only when triggered by a shallow water state signal, synchronously acquiring real-time data through three depth sounding sensors deployed on the bow and both sides of the ship, and constructing a reference geometric structure describing the spatial relationship of the underwater topography below the ship's bottom based on the data, the technical problems of the trackless electric ship with catapults having difficulty accurately perceiving the spatial distribution of underwater topography and lacking effective shape data to support navigation control when navigating in shallow water are overcome, thereby achieving a precise three-dimensional spatial representation of the underwater topography in shallow water.

[0029] In a preferred embodiment of the present invention, by spatially decomposing the reference geometric structure, multiple substructures with independent geometric properties are obtained, consisting of a central region and a circumferential region. Based on the geometric properties of each substructure, key parameters such as the radius of the enclosing circle and the coordinates of the center are extracted and analyzed to obtain a dynamic compensation parameter, including: By performing calculations on the spatial point set within the reference geometry, the center coordinates and radius of the smallest enclosing circle that completely covers the reference geometry are obtained. Specifically, this includes: firstly, the range of the spatial point set within the reference geometry is selected from three-dimensional spatial point data collected within the most recent 10 seconds after the ship enters shallow water navigation, and filtered for validity. These data come from three depth sounding sensors on the bow and both sides of the ship, collected 8 times per second, forming a total of 240 valid spatial points within 10 seconds. Each point contains X-axis longitudinal coordinates, Y-axis lateral coordinates, and Z-axis depth coordinates; since the division of the central and circumferential regions mainly focuses on the distribution of underwater topography on the horizontal plane... Therefore, the Z-axis depth coordinates of all spatial points are temporarily stored, and only the X-axis and Y-axis coordinates are extracted to form a two-dimensional planar point set. Then, the minimum enclosing circle calculation process is started. First, the two-dimensional point set is traversed to find the maximum value of the X-axis coordinate (8.5 meters and the minimum value of 1.5 meters) and the maximum value of the Y-axis coordinate (2.8 meters and the minimum value of -2.8 meters) to determine the distribution range of the point set on the plane. Then, through an iterative optimization method, the candidate circle center positions are gradually adjusted and the corresponding covering circle radius is calculated. Finally, the smallest circle that can completely contain all 240 two-dimensional points is found. The center coordinates of this circle are 5.0 meters on the X-axis, 0.0 meters on the Y-axis, and the radius is 3.0 meters.

[0030] Based on the center coordinates and radius of the minimum enclosing circle, the spatial point set of the reference geometry is divided into regions according to their distance from the center, resulting in a central region centered on the center and a circumferential region bounded by the circumference. Specifically, based on the obtained minimum enclosing circle's center coordinates (X-axis 5.0 meters, Y-axis 0.0 meters, radius 3.0 meters), a distance threshold rule is first set, determining the distance threshold to be one-third of the minimum enclosing circle's radius, i.e., 1.0 meter. This threshold is used to distinguish between the near and far regions. Then, a traversal process is initiated for all 240 two-dimensional spatial points in the reference geometry, calculating the distance between each point and the center (X-axis 5.0 meters, Y-axis 0.0 meters, radius 3.0 meters). The calculation of a straight-line distance of 0.0 meters strictly follows the logic for calculating the distance between two points in a plane to ensure the accuracy of the distance result for each point. The calculation result of each point is compared one by one with the distance threshold of 1.0 meters: if the straight-line distance between a point and the center of the circle is less than or equal to 1.0 meters, the point is classified as a near-field point; if the straight-line distance between a point and the center of the circle is greater than 1.0 meters and less than or equal to 3.0 meters, the point is classified as a far-field point. After traversal, all near-field points are grouped and marked as the center region, and all far-field points are grouped and marked as the circumferential region. The center region contains 85 points, and the circumferential region contains 155 points, thus realizing the division of the spatial point set.

[0031] Geometric feature analysis was performed on the central and circumferential regions separately. The point set density distribution characteristics of the central region and the point set dispersion characteristics of the circumferential region were calculated. Simultaneously, the radius of the smallest enclosing circle and the coordinates of its center were recorded. Specifically, the following steps were taken: First, the point set density distribution characteristics of the central region were analyzed. The central region is a circular area with a radius of 1.0 meter, centered at a point 5.0 meters on the X-axis and 0.0 meters on the Y-axis. The area of ​​this region was calculated to be 3.14 square meters. The distribution of 85 points within the central region was statistically analyzed. The central region was divided into 25 smaller grids of 0.2 meters × 0.2 meters each. The number of points in each smaller grid was counted. The grid with the most points had 5 points, and the grid with the fewest points had 2 points. The average number of points across all grids was calculated to be 3.4. The point set density of the central region was obtained by dividing the average number of points by the area of ​​the region, i.e., 85 points divided by 3.1. The density of points is approximately 27.1 per square meter, reflecting the smoothness of the underwater topography in the central area. Higher density indicates a smoother topography. Next, a point set dispersion characteristic analysis is performed on the circumferential area, which is a ring-shaped region between 1.0 and 3.0 meters from the center. The distances from each of the 155 points within this area to the minimum enclosing circle are calculated, i.e., the distance from each point to the center minus a 1.0-meter near-field threshold. The distribution of these distances is statistically analyzed, with a maximum distance of 2.0 meters and a minimum distance of 0.1 meters. The standard deviation of all distances is calculated to be 0.5 meters, representing the point set dispersion of the circumferential area. Higher dispersion indicates more pronounced underwater topographic undulations within the circumferential area. Simultaneously, the core parameters of the minimum enclosing circle are accurately recorded: the center coordinates are maintained at 5.0 meters on the X-axis and 0.0 meters on the Y-axis, and the radius is maintained at 3.0 meters.

[0032] Based on the point set density distribution characteristics of the central region, the point set dispersion characteristics of the circumferential region, the radius of the minimum enclosing circle, and the center coordinates, dynamic compensation parameters are obtained through a weighted calculation method. Specifically, this includes: first, determining the weight allocation for each item in the weighted calculation; considering the impact of shallow water topography on the navigation of the trackless electric boat, setting the weight of the point set dispersion characteristics of the circumferential region to 0.4, the weight of the point set density distribution characteristics of the central region to 0.3, the weight of the radius of the minimum enclosing circle to 0.2, and the weight of the center coordinate offset of the minimum enclosing circle to 0.1, with a total weight of 1.0; then, quantifying each characteristic parameter: the point set density of the central region is 27.1 points per square meter, with a density threshold of 25 points per square meter; exceeding this threshold results in a quantization score of 1.0; the standard deviation of the point set dispersion of the circumferential region is 0.5 meters, with a dispersion threshold of 0.4 meters; exceeding this threshold results in a quantization score of 0.9; the minimum enclosing circle... The radius is 3.0 meters, with a radius threshold of 2.5 meters. If the radius exceeds this threshold, the quantification score is 0.8. The center coordinates are 5.0 meters on the X-axis and 0.0 meters on the Y-axis. The offset distance from the centerline of the ship's bottom is 0 meters, with an offset threshold of 0.5 meters. If the offset does not exceed this threshold, the quantification score is 0.2. Next, a weighted calculation process is executed, multiplying each quantification score by its corresponding weight: dispersion score 0.9 × 0.4 = 0.36, density score 1.0 × 0.3 = 0.3, radius score 0.8 × 0.2 = 0.16, and center offset score 0.2 × 0.1 = 0.02. The products are then added together: 0.36 + 0.3 + 0.16 + 0.02 = 0.84. The final value of 0.84 is the dynamic compensation parameter. The larger the value of this parameter, the more significant the impact of the current shallow water bottom topography on the ship's navigation, and the greater the required adjustment of propulsion power and rudder effect compensation.

[0033] In this embodiment of the invention, by employing the technical means of calculating the center coordinates and radius of the minimum enclosing circle by calculating the spatial point set of the reference geometric structure, dividing the center region and the circumference region according to their distance from the center, analyzing the point set density distribution characteristics and point set dispersion characteristics of the two regions respectively, and combining the key parameters of the enclosing circle to obtain dynamic compensation parameters through weighted calculation, the technical problems of the trackless electric boat with netting being difficult to accurately quantify the impact of underwater topographic undulations on navigation and lacking targeted dynamic compensation basis when navigating in shallow water are overcome, and thus dynamic compensation parameters that can accurately reflect the complexity of the underwater topography in shallow water are obtained.

[0034] In a preferred embodiment of the present invention, based on the coordinates of the center and radius of the minimum enclosing circle, the spatial point set of the reference geometric structure is divided into regions according to its distance from the center of the circle, resulting in a central region centered on the center and a circumferential region bounded by the circumference, including: Based on the center coordinates and radius, a distance threshold rule for distinguishing between the near and far regions is calculated and set. Specifically, this includes: firstly, the core parameters of the minimum enclosing circle are obtained: center coordinates are 5.0 meters on the X-axis, 0.0 meters on the Y-axis, and radius is 3.0 meters. These parameters are the core basis for setting the distance threshold rule. Considering the needs of shallow water topography analysis, the center area must accurately reflect the gentle topography features of the core area below the ship's bottom, while the circumferential area must cover the undulating topography of the edges. Therefore, the distance threshold is determined to be one-third of the radius of the minimum enclosing circle. Through specific numerical calculations, one-third of 3.0 meters equals 1.0 meter, and this threshold is the standard for distinguishing between the near and far regions. Simultaneously, the core logic of the threshold rule defines the area less than or equal to 1.0 meter from the center as the near region, where the underwater topography is likely relatively gentle, suitable for density analysis. The area greater than 1.0 meter and less than or equal to 3.0 meters from the center is defined as the far region, where topographic undulations are more likely, suitable for dispersion analysis.

[0035] According to the distance threshold rule, all spatial points in the baseline geometry are traversed and distances are calculated. The distance value of each point to the center of the circle is compared with the threshold rule to obtain the comparison result. Specifically, this includes: First, sorting out the spatial point set information in the baseline geometry. The spatial point set information consists of two-dimensional spatial points collected within the last 10 seconds after the ship enters shallow water navigation and filtered for validity, totaling 240 valid points. Each point contains an X-axis longitudinal coordinate and a Y-axis lateral coordinate, with the coordinate range being 1.5 meters to 8.5 meters on the X-axis and -2.8 meters to 2.8 meters on the Y-axis. Then, the point set traversal process is started, processing each point in order from the first point to the 240th point, and performing distance calculation operations for each point. The process involves using a center point at 5.0 meters on the X-axis and 0.0 meters on the Y-axis as a reference. The differences between the current point's X-axis coordinate and 5.0 meters, and between its Y-axis coordinate and 0.0 meters, are determined. Based on the calculation logic for distance between two points in a plane, the straight-line distance from each point to the center of the circle is obtained through numerical comparison and accumulation, ensuring that each distance result is accurate to one decimal place. After calculating the distance to a single point, the distance value is immediately compared with a distance threshold of 1.0 meters. If the distance value is less than or equal to 1.0 meters, the comparison result is recorded as meeting the near-field condition; if the distance value is greater than 1.0 meters and less than or equal to 3.0 meters, the comparison result is recorded as meeting the far-field condition. During the traversal, the original coordinates and corresponding comparison results of each point are stored in real time.

[0036] Based on the comparison results, point sets whose distance values ​​satisfy the near-field condition are categorized and marked as the center region, and point sets whose distance values ​​satisfy the far-field condition are categorized and marked as the circumferential region. Specifically, after traversal, the comparison results of all 240 points are classified and statistically analyzed. First, points whose comparison results meet the near-field condition are selected, that is, the distance from each point to the center of the circle is less than or equal to 1.0 meter. After statistics, there are 85 such points. These 85 points are grouped together and marked as the center region. The spatial range corresponding to the center region is a circular area with a radius of 1.0 meter centered at the center on the X-axis (5.0 meters) and the Y-axis (0.0 meters). The data reflects the underwater topography of the core area below the ship's hull. Points meeting the criteria for a distant region are then selected, meaning each point is more than 1.0 meter and less than or equal to 3.0 meters from the center. A total of 155 such points are identified and grouped into a circular region. This circular region is a ring-shaped area between 1.0 and 3.0 meters in diameter, primarily covering the underwater topography of the ship's hull edge and surrounding area. After classification and labeling, the point sets for the two regions are stored as independent datasets, with each dataset labeled with its corresponding regional attributes, number of points, and spatial range.

[0037] In this embodiment of the invention, because the technical means of using the center coordinates and radius calculation based on the minimum enclosing circle to set the near and far domain distance threshold rules, traversing and calculating the distance of all spatial points in the reference geometric structure and comparing them with the threshold rules, and then classifying and identifying the center region and the circumference region according to the comparison results, overcomes the technical problem of chaotic underwater topographic spatial point set characteristics and difficulty in accurately dividing different topographic attribute regions when the trackless electric boat is navigating in shallow water, resulting in a lack of targeted geometric feature analysis, and thus realizes the orderly classification and clear identification of underwater topographic spatial point set.

[0038] In a preferred embodiment of the present invention, dynamic compensation parameters are obtained through a weighted calculation method based on the point set density distribution characteristics of the central region, the point set dispersion characteristics of the circumferential region, the radius of the minimum enclosing circle, and the center coordinates of the circle, including: Based on the extracted center coordinates, the central region of the minimum enclosing circle is determined, and the point density distribution characteristics of the measurement points within this region are analyzed. Based on the extracted radius of the minimum enclosing circle, the circumferential region is determined, and the point dispersion characteristics of the measurement points near this region are analyzed. Specifically, based on the extracted center coordinates of the minimum enclosing circle (X-axis 5.0 meters, Y-axis 0.0 meters), the spatial range of the central region is determined. This region is a circular area with a radius of 1.0 meter from the center, and the corresponding planar area is calculated to be 3.14 square meters. Then, the number of effective measurement points within this central region is counted, resulting in 85 measurement points. These points are all accurately collected by three depth sounding sensors on the bow and sides of the ship during shallow water navigation. To analyze the point density distribution characteristics, the central region is divided into 25 uniform grids with a size of 0.2 meters × 0.2 meters. The number of measurement points in each grid is counted, with the largest grid containing 5 points and the smallest containing 2 points. The average number of points across all grids is calculated to be 3.4. The total number of points within the central region is then divided by the area... The area was determined, yielding a point density of 27.1 points per square meter. This density directly reflects the smoothness of the underwater topography in the central region; higher density indicates a smoother topography and less interference with ship navigation. Based on the extracted minimum enclosing circle radius of 3.0 meters, the spatial range of the circumferential region was determined. This region is an annular area between 1.0 and 3.0 meters from the center, with a calculated area of ​​25.12 square meters. A total of 155 valid measurement points were counted within this circumferential region, covering the edge of the ship's bottom and... The surrounding underwater topography was analyzed. To assess the dispersion characteristics of the point set, the distance from each measurement point to the near-field threshold of 1.0 meter was calculated, which is the actual distance between each point and the center of the circle minus 1.0 meter. This yielded 155 distance data points, with the maximum distance being 2.0 meters, the minimum distance being 0.1 meters, and the average distance being 0.8 meters. By calculating the standard deviation of the distance data, the point set dispersion was found to be 0.5 meters. This dispersion value directly reflects the degree of undulation of the underwater topography in the circular area. The higher the dispersion, the more obvious the topographic undulation, and the greater the interference to ship navigation.

[0039] Based on the obtained point set density distribution characteristics, point set dispersion characteristics, minimum enclosing circle radius, and circle center coordinates, a pre-defined weighted calculation process is performed to obtain the weighted calculation results. Based on the weighted calculation results, dynamic compensation parameters are obtained, specifically including: First, a weight allocation rule for the weighted calculation is preset, and the weights of each feature parameter are determined by combining the influence of shallow water topography on the navigation of the catenary trackless electric boat: the point set dispersion characteristic weight of the circumferential region is 0.4, because the topographic undulations of the circumferential region directly affect the hull roll and rudder effect, and have the greatest impact on navigation stability; the point set density of the circle region... The weight of the degree distribution feature is 0.3, and the flatness of the terrain in the central region is related to the stability of the ship's core navigation area; the weight of the radius of the minimum enclosing circle is 0.2, and the radius reflects the coverage of the terrain influence; the larger the radius, the wider the navigation control range that needs adjustment; the weight of the center coordinate offset of the minimum enclosing circle is 0.1, and the degree of offset between the center and the ship's bottom centerline affects the distribution balance of propulsion power. The sum of all weights is 1.0; then, each feature parameter is quantized, and corresponding quantization thresholds and scoring standards are set. The point set density threshold is set to 25 points per square meter. When the actual density of 27.1 points per square meter exceeds the threshold, the quantization score is 1.0; the point set dispersion threshold is set to 0.4 meters, and when the actual dispersion is 0.5 meters, exceeding this threshold, the quantization score is 0.9; the minimum enclosing circle radius threshold is set to 2.5 meters, and when the actual radius is 3.0 meters, exceeding this threshold, the quantization score is 0.8; the center coordinate offset threshold is set to 0.5 meters, and when the actual center coordinates are 5.0 meters on the X-axis and 0.0 meters on the Y-axis, completely coinciding with the ship's bottom centerline, with an offset distance of 0 meters, less than the threshold, the quantization score is 0.2; next, a weighted calculation is performed, and each... The scores for each item are multiplied by their corresponding weights: dispersion score 0.9 × 0.4 = 0.36; density score 1.0 × 0.3 = 0.3; radius score 0.8 × 0.2 = 0.16; center offset score 0.2 × 0.1 = 0.02. The results of these four products are then added together: 0.36 + 0.3 + 0.16 + 0.02 = 0.84. This weighted calculation result is used as the dynamic compensation parameter. The larger the value of this parameter, the more significant the interference of the current shallow water bottom topography on the ship's navigation, and the greater the required adjustment range of propulsion power and rudder effect compensation coefficient.

[0040] In this embodiment of the invention, because the technical means of first determining the corresponding region based on the center coordinates and radius of the minimum enclosing circle, analyzing the point set density distribution characteristics of the center region and the point set dispersion characteristics of the circumferential region respectively, and then integrating these two types of characteristics with the radius and center coordinates of the minimum enclosing circle to perform a preset weighted calculation, the technical problem of the difficulty in comprehensively and accurately quantifying the impact of multi-dimensional underwater terrain features on navigation when the trackless electric boat is navigating in shallow water, resulting in a lack of scientific basis for dynamic compensation parameters, is overcome. Thus, dynamic compensation parameters that can comprehensively and accurately reflect the complexity and spatial distribution characteristics of shallow water underwater terrain are obtained.

[0041] like Figure 2 As shown, in another preferred embodiment of the present invention, a corresponding navigation control strategy is obtained by fusing shallow water state signals and dynamic compensation parameters. The navigation control strategy includes a propulsion power adjustment command and a rudder effect compensation command that integrates the compensation relationship, including: By analyzing the received shallow water status signal, the system determines whether the current navigation is in a shallow water state requiring compensation control. If yes, a strategy trigger command is generated; otherwise, the system maintains the normal navigation control command and terminates the process. Specifically, this includes: receiving the shallow water status signal in real time, which contains three core pieces of information: a shallow water status indicator, real-time water depth value, and water depth change trend; analyzing the signal field by field, first confirming whether the shallow water status indicator indicates shallow water navigation, then verifying whether the real-time water depth value remains consistently below the 2.0-meter shallow water threshold, and simultaneously determining whether the water depth change trend is a continuous decrease or fluctuation; and, based on the criteria for judging the impact of shallow water navigation on the vessel, setting the trigger condition for compensation control as a shallow water navigation status indicator. If the real-time water depth is below 2.0 meters for 10 consecutive seconds and the initial calculated value of the dynamic compensation parameter is greater than 0.2, the current signal indicates shallow water navigation. The real-time water depth is 1.6 meters, which has been below the threshold for 12 consecutive seconds. The initial value of the dynamic compensation parameter is 0.84, which meets the triggering conditions. Therefore, a strategy trigger command is immediately generated, which includes auxiliary information such as the trigger time and current navigation status parameters. If the analysis result indicates normal navigation, or the real-time water depth is above 2.0 meters for 5 consecutive seconds, or the dynamic compensation parameter is less than 0.2, then the conventional navigation control command is maintained. The conventional command sets the propulsion system to output 80% of its rated power stably, the dual motors to maintain synchronous operation, and the rudder response to execute according to the conventional sensitivity to ensure stable navigation under the power supply state. Then, this process ends.

[0042] In response to a strategy trigger command, the system invokes dynamic compensation parameters and queries predefined compensation relationship mapping rules based on these parameters to obtain the propulsion power adjustment and rudder effect compensation coefficient matching the current dynamic compensation parameter value. Specifically, upon receiving the strategy trigger command, the system immediately invokes the pre-calculated dynamic compensation parameters (in this case, 0.84). Subsequently, it initiates a predefined compensation relationship mapping rule query process. These rules are based on the dual-motor propulsion characteristics, rudder response performance, and shallow water topography of the 120-passenger-seat trackless electric boat, dividing the dynamic compensation parameters into five intervals and corresponding propulsion power adjustment and rudder effect compensation coefficients. The compensation coefficient is calculated as follows: when the compensation parameter is 0.0 to 0.2, the propulsion power is reduced by 5%, and the rudder effect compensation coefficient is 1.0; when it is 0.2 to 0.4, the propulsion power is reduced by 8%, and the rudder effect compensation coefficient is 1.1; when it is 0.4 to 0.6, the propulsion power is reduced by 10%, and the rudder effect compensation coefficient is 1.2; when it is 0.6 to 0.8, the propulsion power is reduced by 12%, and the rudder effect compensation coefficient is 1.3; when it is 0.8 to 1.0, the propulsion power is reduced by 15%, and the rudder effect compensation coefficient is 1.5. By comparing the current dynamic compensation parameter of 0.84, it is determined that it is in the range of 0.8 to 1.0. Therefore, the corresponding propulsion power adjustment is 15% reduction, and the rudder effect compensation coefficient is 1.5.

[0043] Based on the propulsion power adjustment amount and the rudder effect compensation coefficient, the propulsion power adjustment command and the rudder effect compensation command for the propeller output power are calculated respectively. Specifically, for the calculation of the propulsion power adjustment command, the rated output power of the dual-motor propulsion system of the trackless electric boat is 50 kW per motor. The ship is currently navigating in shallow water and is not fully loaded. During normal navigation, the actual output power of the dual motors is 45 kW per motor. Based on the obtained 15% reduction, the power adjustment value of a single motor is calculated to be 45 × 15% = 6.75 kW. Therefore, the target output power of a single motor is 45 - 6.75 = 38.25 kW. Considering the symmetry requirement of the ship's dual-motor distributed propulsion, the power adjustment of the motors on both sides is kept consistent and set to 38.25 kW. The power output is set to kilowatts to ensure balanced hull forces and prevent increased rolling due to uneven power distribution. For calculating rudder effect compensation commands, the ship's normal rudder response parameters are first obtained. The maximum rudder angle is 35 degrees, and the normal rudder effect sensitivity corresponds to a 1:1 ratio between the commanded angle and the actual executed angle. Combined with a rudder effect compensation coefficient of 1.5, the rudder effect compensation logic is determined by multiplying the normal rudder angle command value by the compensation coefficient, while setting the maximum compensation angle to not exceed the rudder's physical limit of 35 degrees. For example, if a 10-degree rudder angle command is required to maintain course during normal navigation, the actual executed rudder angle command after compensation is 10 × 1.5 = 15 degrees. If the normal command is 25 degrees, the compensated value is 37.5 degrees, exceeding the 35-degree limit, and is automatically corrected to 35 degrees to ensure safe rudder operation.

[0044] The propulsion power adjustment command and rudder effect compensation command are integrated and logically encapsulated to obtain the corresponding navigation control strategy. Specifically, this involves: integrating the calculated propulsion power adjustment command and rudder effect compensation command; firstly, determining the execution priority and synchronization logic of the two commands, setting the simultaneous triggering of both commands, with the response time of propulsion power adjustment not exceeding 50 milliseconds and the response time of rudder effect compensation not exceeding 30 milliseconds, to ensure the coordination of hull attitude adjustments and avoid navigation fluctuations caused by asynchronous command execution; then, logically encapsulating the commands, including command identifiers, target parameters, execution time limits, and safety boundaries. The command identifier is used to distinguish between shallow water compensation control commands and regular control commands. The target parameters are the output power of the dual motors at 38.25 kW and the specific value after rudder angle compensation. The execution time limit is set to continue execution until the shallow water state signal is released. The safety boundaries indicate that the minimum motor power must not be lower than 30 kW and the maximum rudder angle must not exceed 35 degrees, thus obtaining the corresponding navigation control strategy.

[0045] In this embodiment of the invention, by employing the technical means of first parsing the shallow water state signal to determine whether compensation control is needed, responding to the strategy triggering command to call dynamic compensation parameters and querying predefined compensation relationship mapping rules to obtain the propulsion power adjustment amount and rudder effect compensation coefficient, and then integrating and logically encapsulating the corresponding control commands, the technical problems of the trackless electric boat lacking an adaptable control strategy that combines the shallow water state with the quantitative parameters of terrain influence when navigating in shallow water, resulting in strong blindness in the adjustment of propulsion power and rudder effect and inability to match the complex shallow water environment, are overcome. This generates a targeted and logically rigorous navigation control strategy, providing precise action basis for the ship's propulsion system and rudder actuator, ensuring that the adjustment of propulsion power and rudder effect during shallow water navigation conforms to the actual environmental requirements, and guaranteeing the coordinated unity of the ship's maneuverability and the stability of the catenary power supply.

[0046] In a preferred embodiment of the present invention, a navigation control strategy is executed, adjusting the ship's propulsion power and rudder angle accordingly based on propulsion power adjustment commands and rudder effect compensation commands to achieve adaptive navigation control under shallow water conditions, including: Based on the navigation control strategy, safety boundary verification and feasibility analysis were conducted on propulsion power adjustment commands and rudder effect compensation commands. Combining the ship's current power status, rudder physical limits, and shallow water navigation safety margin, the control commands were ensured to be within the ship's physical limitations to obtain a feasible control command set. Specifically, this included: first, acquiring the ship's current core operating status data, including the real-time output power of the dual-motor propulsion system (45 kW per motor, motor temperature 65°C, battery state of charge 85%), the current actual steering angle of the rudder (8 degrees, rudder operating temperature 58°C), and the current real-time shallow water depth (1.6 meters, depth change rate 0.02 meters per second); subsequently, various safety boundaries and feasibility judgment criteria were established: the physical limits of the dual-motor propulsion system were a single motor rated power of 50 kW, a minimum stable output power of 30 kW, and a maximum continuous operating temperature of 80°C for the motors; the physical limits of the rudder were the maximum... The steering angle is 35 degrees, the minimum steering angle is -35 degrees, and the upper limit of the rudder motor's operating temperature is 70 degrees Celsius. The safety margin for shallow water navigation is set at a minimum water depth redundancy of 0.3 meters, meaning the actual water depth must not be less than 1.7 meters, which is the sum of the ship's actual draft of 1.4 meters and the redundancy of 0.3 meters. At the same time, after adjusting the propulsion power, it is necessary to ensure that the ship's speed is not less than 4 kilometers per hour to avoid the hull running aground or the pantograph making unstable contact due to insufficient power. Based on the above standards, the propulsion power adjustment command and the rudder effect compensation command were verified item by item: the propulsion power adjustment command is 38.25 kilowatts per motor, which is within the safe range of 30 kilowatts to 50 kilowatts, and the expected temperature of the motor after adjustment will not exceed 70 degrees Celsius, meeting the feasibility requirements; in the rudder effect compensation command, the conventional 10-degree rudder angle corresponds to 15 degrees after compensation, and the conventional 25-degree rudder angle corresponds to 35 degrees after compensation, neither of which exceeds the rudder motor's steering angle limit, and the rudder motor load is within the safe range. Simultaneously, based on the current real-time water depth of 1.6 meters, it was verified that the ship's draft would not increase after the propulsion power was adjusted, and a water depth redundancy of 0.2 meters could still be maintained. Finally, instructions that meet all safety boundaries and feasibility requirements were selected to form a feasible control instruction set.

[0047] Based on the feasible control command set, propulsion power adjustment commands are transmitted in real time to the dual-motor propulsion system via the ship's communication network, and rudder effect compensation commands are transmitted in real time to the rudder actuator. This achieves precise distribution and synchronous execution of control commands, enabling the ship to maintain a stable navigation attitude in shallow water conditions. Specifically, this includes: ensuring the real-time and accurate distribution of commands after the feasible control command set is generated; propulsion power adjustment commands are transmitted simultaneously to the dual-motor propulsion systems on both sides of the stern, following the principle of synchronous execution of dual motors. The commands specify a target output power of 38.25 kW for each motor and a power adjustment rate of 5 kW / s to avoid uneven hull stress caused by sudden power changes; rudder effect compensation commands are transmitted to the rudder actuator, specifying the target angle after compensation for different conventional rudder angles, as well as the maximum rate of rudder angle adjustment. The speed is 5 degrees per second to prevent sudden changes in rudder angle from exacerbating the ship's rolling. During command transmission, data verification is performed through redundant communication links to ensure that the commands received by the dual-motor propulsion system and the rudder actuator are complete and accurate. After receiving the command, the dual-motor propulsion system synchronously adjusts the output frequency of the internal inverter, gradually reducing the output power from 45 kW to 38.25 kW. The entire adjustment process takes 1.35 seconds, which meets the preset speed requirements. The rudder actuator adjusts the rudder angle in real time according to the command. The compensated rudder angle response is synchronized with the propulsion power adjustment, ensuring that the heading control can keep up with the changes in power. Through the precise distribution and synchronous execution of commands, the ship's navigation attitude remains stable in shallow water areas, and the contact pressure fluctuation between the dual redundant pantograph and the overhead cable is controlled within 8%.

[0048] Real-time data collection of navigation status feedback after the ship executes control commands, including changes in actual propulsion power, actual rudder angle adjustment, changes in hull roll and pitch angles, and real-time deviations in the navigation trajectory, is used to obtain an evaluation dataset. Specifically, this includes: initiating a multi-dimensional navigation status feedback data collection process, with the collection frequency precisely set according to the data type; actual propulsion power is collected every 0.1 seconds via power sensors in the dual-motor propulsion system, recording the real-time output power of a single motor and the power difference between the two motors; actual rudder angle adjustment is collected in real-time via angle sensors in the rudder actuator, at a frequency of 20 times per second, accurately capturing the dynamic changes in rudder angle; hull roll and pitch angles are collected via attitude sensors installed in the middle of the hull, at a frequency of 20 times per second, with a resolution of [missing information]. The system records the rate and duration of angle changes at 0.01 degrees. Real-time deviation of the navigation trajectory is calculated using a GPS / BeiDou dual-mode positioning module combined with electronic river map data. The positioning module updates its position information every second and compares it with the preset navigation trajectory to obtain the deviation, with the deviation accuracy controlled within 0.1 meters. Simultaneously, it collects contact status data of the dual-redundant pantograph, including contact pressure, contact current, and number of offline events. Contact pressure is collected 10 times per second by the pressure sensor on the pantograph base, contact current is collected 5 times per second by the current sensor in the power supply circuit, and the number of offline events is automatically recorded through contact signal interruption detection. Furthermore, it simultaneously collects real-time hydrological data of the river channel, including water depth changes, water flow velocity (0.8 meters per second), and water flow direction, forming a complete evaluation dataset.

[0049] Based on the evaluation dataset, an adaptive evaluation of the control effect is performed, calculating the matching degree between the command execution deviation and the expected control target. Combining the river hydrological characteristics and the contact status of the ship's dual redundant pantographs, strategy optimization parameters are obtained and fed back to the navigation control strategy generation process to achieve continuous optimization of shallow water adaptive navigation control. Specifically, this includes: First, an adaptive evaluation of the control effect is performed based on the evaluation dataset, calculating the execution deviation of each command: the average deviation between the actual propulsion power and the target power of 38.25 kW is 1.2 kW, with a deviation rate of 3.1%, which is less than the preset allowable deviation of 5%; the average deviation between the actual rudder angle adjustment and the compensated target turning angle is 0.3 degrees, with a deviation rate of 2%, which meets the accuracy requirements; the hull roll angle is stable within 2.5 degrees, and the pitch angle is stable within 1.2 degrees, both lower than the preset control target of 3 degrees; the maximum real-time deviation of the navigation trajectory is 0.3 meters, which meets the trajectory control requirements for shallow water navigation; the fluctuation amplitude of the dual redundant pantograph contact pressure is 7%, which is lower than the control threshold of 10%. The weighted calculation showed a 92% match between the command execution deviation and the expected control target, indicating that the current control strategy is generally effective. Considering the river's hydrological characteristics, the current navigation area has a relatively concentrated distribution of shoals, a depth gradient of 0.3 meters per 100 meters, and stable current velocity. The dual-redundant pantographs are in good contact condition with no offline issues. Based on the above assessment results and actual operating conditions, strategy optimization parameters were generated. The weight of the dispersion of the point set in the circumferential region was adjusted from 0.4 to 0.45, and the weight of the point set density in the central region was adjusted from 0.3 to 0.25, to better address the impact of shoal topographic undulations on navigation. Simultaneously, the upper limit of the propulsion power reduction was adjusted from 15% to 16%, and the upper limit of the rudder effect compensation coefficient was adjusted from 1.5 to 1.6, adapting to the control requirements of complex shoal terrain. The strategy optimization parameters are fed back to the navigation control strategy generation process in real time, updating the compensation relationship mapping rules and weighted calculation weights to achieve continuous optimization of shallow-water adaptive navigation control.

[0050] In this embodiment of the invention, by employing technical means such as first verifying the safety boundaries and performing feasibility analysis on the propulsion power adjustment command and the rudder effect compensation command to generate a feasible control command set, accurately distributing the commands to the dual-motor propulsion device and the rudder actuator through the ship's communication network to achieve synchronous execution, collecting real-time navigation status feedback data to form an evaluation dataset, and performing adaptive evaluation of the control effect based on the evaluation results and feeding the strategy optimization parameters back to the control strategy generation process, the technical problems of control commands exceeding the ship's physical limits, asynchronous execution, lack of closed-loop optimization, resulting in loss of navigation attitude, affected stability of dual redundant pantograph contact, and inability to adapt to dynamic changes in the shallow water environment when the catenary trackless electric ship is navigating in shallow water are overcome. Thus, the safe, feasible, and precise synchronous execution of shallow water navigation control commands is achieved, ensuring that the ship maintains a stable navigation attitude and that the dual redundant pantograph contact is continuous and reliable. At the same time, the adaptability of the control strategy to the shallow water environment is continuously improved through a continuous optimization mechanism, significantly enhancing the ship's navigation safety, stability, and adaptability in shallow water areas.

[0051] Embodiments of the present invention also provide a computing device, including: a processor and a memory storing a computer program, wherein the computer program, when executed by the processor, performs the system as described above. All implementations in the above system embodiments are applicable to this embodiment and can achieve the same technical effects.

[0052] Embodiments of the present invention also provide a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the system as described above. All implementations in the above system embodiments are applicable to this embodiment and can achieve the same technical effects.

[0053] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A shallow-water adaptive navigation control system for a trackless electric boat with a catenary, characterized in that: include: The acquisition module is used to acquire water depth information of the waters where the ship is located in real time; Based on water depth information, a shallow water state signal is obtained to determine whether the ship is in a shallow water navigation state according to a preset shallow water threshold. The measurement module is used to acquire real-time measurement data from three depth sounding sensors deployed on the bow and sides of the ship based on shallow water condition signals, and to construct a reference geometry based on the measurement data. The calculation module is used to spatially decompose the baseline geometry to obtain multiple substructures with independent geometric properties, consisting of a central region and a circumferential region. Based on the geometric properties of each substructure, the module extracts key parameters such as the radius of the enclosing circle and the coordinates of the center of the circle for analysis and calculation to obtain a dynamic compensation parameter. The fusion module is used to obtain the corresponding navigation control strategy by fusing shallow water state signals and dynamic compensation parameters. The navigation control strategy includes propulsion power adjustment commands and rudder effect compensation commands that incorporate compensation relationships. The processing module is used to execute navigation control strategies. Based on the propulsion power adjustment command and the rudder effect compensation command, it adjusts the ship's propulsion power and rudder angle accordingly to achieve adaptive navigation control in shallow water conditions.

2. The shallow water adaptive navigation control system for the trackless electric boat according to claim 1, characterized in that, Real-time acquisition of water depth information of the waters where the ship is located; Based on water depth information and a preset shallow water threshold, a shallow water state signal is obtained to determine whether the vessel is navigating in shallow water, including: Real-time acquisition of water depth information provided by shore-based hydrological data collected by the ship's water depth sensors; The water depth information is compared with a preset shallow water threshold to determine whether the vessel has entered a shallow water navigation state. The shallow water threshold is dynamically configured and updated based on the vessel's draft, hull parameters, and the characteristics of the navigation area to obtain the judgment result. Based on the judgment result, a shallow water status signal containing a shallow water status identifier and the corresponding water depth value is generated.

3. The shallow water adaptive navigation control system for the trackless electric boat according to claim 2, characterized in that, Based on shallow water condition signals, real-time measurement data from three depth sounding sensors deployed at the bow and sides of the ship are acquired, and a reference geometry is constructed based on the measurement data, including: Receive shallow water status signal; when the shallow water status signal indicates that the ship is navigating in shallow water, trigger the depth sounding data acquisition command. According to the depth sounding data acquisition command, real-time measurement data from three depth sounding sensors deployed on the bow and both sides of the ship are obtained; Based on real-time measurement data from three depth sounding sensors, a benchmark geometry is constructed to describe the spatial relationship of the underwater topography below the ship's hull.

4. The shallow water adaptive navigation control system for the trackless electric boat according to claim 3, characterized in that, By spatially decomposing the baseline geometry, multiple substructures with independent geometric properties are obtained, consisting of a central region and a circumferential region. Based on the geometric properties of each substructure, the radius and center coordinates of the enclosing circle are extracted and analyzed to obtain a dynamic compensation parameter, including: By performing calculations on the set of spatial points in the reference geometry, the center coordinates and radius of the smallest enclosing circle that completely covers the reference geometry are obtained; Based on the coordinates of the center and radius of the minimum enclosing circle, the spatial point set of the reference geometry is divided into regions according to its distance from the center, resulting in a central region centered on the center and a circumferential region bounded by the circumference. Geometric feature analysis is performed on the central region and the circumferential region respectively. The point set density distribution characteristics of the central region and the point set dispersion characteristics of the circumferential region are calculated. At the same time, the radius and center coordinates of the minimum enclosing circle are recorded. Based on the point set density distribution characteristics of the central region, the point set dispersion characteristics of the circumferential region, the radius of the minimum enclosing circle, and the center coordinates, dynamic compensation parameters are obtained through a weighted calculation method.

5. The shallow water adaptive navigation control system for the trackless electric boat according to claim 4, characterized in that, Based on the coordinates of the center and radius of the minimum enclosing circle, the spatial point set of the reference geometry is divided into regions according to its distance from the center, resulting in a central region centered on the center and a circumferential region bounded by the circumference, including: Based on the center coordinates and radius, a distance threshold rule for distinguishing between near and far regions is calculated and set. According to the distance threshold rule, all spatial points in the baseline geometry are traversed and distances are calculated. The distance value of each point to the center of the circle is compared with the threshold rule to obtain the comparison result. By comparing the results, point sets whose distance values ​​satisfy the near-field condition are classified and marked as the center region, and point sets whose distance values ​​satisfy the far-field condition are classified and marked as the circumferential region.

6. The shallow water adaptive navigation control system for the trackless electric boat according to claim 5, characterized in that, Based on the point set density distribution characteristics of the central region, the point set dispersion characteristics of the circumferential region, the radius of the minimum enclosing circle, and the center coordinates, dynamic compensation parameters are obtained through a weighted calculation method, including: Based on the extracted center coordinates, the center region of the minimum enclosing circle is determined, and the point set density distribution characteristics of the measurement points within the region are analyzed; based on the extracted minimum enclosing circle radius, the circumferential region is determined, and the point set dispersion characteristics of the measurement points near this region are analyzed. Based on the obtained point set density distribution characteristics, point set dispersion characteristics, minimum enclosing circle radius and center coordinates, a preset weighted calculation process is performed to obtain the weighted calculation result; based on the weighted calculation result, dynamic compensation parameters are obtained.

7. The shallow water adaptive navigation control system for the trackless electric boat according to claim 6, characterized in that, By fusing shallow water state signals and dynamic compensation parameters, a corresponding navigation control strategy is obtained. This strategy includes propulsion power adjustment commands and rudder effect compensation commands that incorporate compensation relationships, including: The received shallow water status signal is analyzed, and the analysis result is used to determine whether the current navigation state is in a shallow water state that requires compensation control. If the determination is yes, a strategy trigger command is generated; if the determination is no, the normal navigation control command is maintained and the process ends. In response to the strategy trigger command, the dynamic compensation parameters are invoked, and the predefined compensation relationship mapping rules are queried based on the dynamic compensation parameters to obtain the propulsion power adjustment amount and rudder effect compensation coefficient that match the current dynamic compensation parameter value. Based on the propulsion power adjustment amount and the rudder effect compensation coefficient, the propulsion power adjustment command and the rudder effect compensation command for the propeller output power are calculated respectively. The propulsion power adjustment command and the rudder effect compensation command are integrated and logically encapsulated to obtain the corresponding navigation control strategy.

8. The shallow water adaptive navigation control system for the trackless electric boat according to claim 7, characterized in that, The navigation control strategy is implemented by adjusting the ship's propulsion power and rudder angle according to the propulsion power adjustment command and the rudder effect compensation command, in order to achieve adaptive navigation control in shallow water conditions, including: Based on the navigation control strategy, safety boundary verification and execution feasibility analysis are conducted on propulsion power adjustment commands and rudder effect compensation commands. Combining the ship's current power status, rudder physical limits, and shallow water navigation safety margin, the control commands are ensured to be within the ship's physical limitations in order to obtain a feasible set of control commands. According to the feasible control command set, the propulsion power adjustment command is transmitted to the dual-motor propulsion device in real time through the ship communication network, and the rudder effect compensation command is transmitted to the rudder actuator in real time, so as to realize the precise distribution and synchronous execution of control commands, and enable the ship to maintain a stable navigation attitude in shallow water conditions. Real-time data collection of navigation status feedback after the ship executes control commands, including actual propulsion power changes, actual rudder angle adjustments, changes in hull roll and pitch angles, and real-time deviation of the navigation trajectory, to obtain an evaluation dataset. Based on the evaluation dataset, the adaptive evaluation of the control effect is carried out, the matching degree between the command execution deviation and the expected control target is calculated, and the strategy optimization parameters are obtained by combining the river hydrological characteristics and the contact status of the ship's dual redundant pantographs. These parameters are then fed back into the navigation control strategy generation process to achieve continuous optimization of shallow water adaptive navigation control.

9. A computing device, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, cause the one or more processors to perform the system as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program that, when executed by a processor, performs the system as described in any one of claims 1 to 8.

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