A rotational speed coordinated propulsion system for ship propulsion power equipment

Abstract

This invention provides a speed-coordinated propulsion system for ship propulsion power equipment, relating to the field of data processing technology. The system is used to: calculate the local disturbance value of each propulsion vessel based on its output parameters across multiple navigation segments, calculate the response fluctuation coefficient, analyze the adjustment delay time of each propulsion vessel, and obtain a joint offset based on the response fluctuation coefficient and adjustment delay time. The system then categorizes each propulsion vessel into a first-adjustment category, a second-adjustment category, and a non-adjustment category. In the first-adjustment category, a first adjustment factor is obtained based on the response fluctuation coefficients of the current navigation segment and the previous navigation segment. In the second-adjustment category, a second adjustment factor is obtained based on the joint offset of the current navigation segment and the speed change sequence of the previous navigation segment. Finally, the system calculates the target speed setpoint for each propulsion vessel and sends it to the propulsion power equipment of each vessel. This invention can adjust the output speed of ships to ensure coordinated propulsion of the fleet.

Description

Technical Field

[0001] This invention relates to the field of marine propulsion power equipment technology, and in particular to a collaborative propulsion system for matching the rotational speeds of multiple propulsion power equipment in a fleet, coordinating thrust output, and tuning propulsion operating parameters. Background Technology

[0002] In combined fleet transportation systems, a main propulsion vessel typically drives multiple barges or co-propulsion vessels to navigate together. Each vessel's propulsion power equipment outputs thrust through engines, propulsion motors, transmission mechanisms, and propellers to maintain the overall propulsion of the fleet. During existing fleet propulsion processes, the main propulsion vessel usually adjusts its propulsion power output according to the overall load. However, differences exist in the propulsion power equipment of different propulsion vessels in terms of load changes, transmission response, and propeller speed stability, which may cause deviations in the speed of local propulsion units or asynchronous thrust output.

[0003] For example, in a transport mission that departs from a European port and needs to pass through several complex sea areas to transport hazardous chemicals to Asia, some barges in the fleet are carrying chemicals that require constant speed and a low-vibration environment. However, because the main propulsion ship outputs a fixed speed, it may not be able to adapt to the dynamic load changes of the barges, resulting in speed lag and swaying phenomena in some vessels. Summary of the Invention

[0004] The purpose of this invention is to provide a rotational speed coordinated propulsion system for ship propulsion power equipment, which aims to solve the problems mentioned in the background art.

[0005] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows:

[0006] A rotational speed coordinated propulsion system for a ship's propulsion power equipment, the system comprising:

[0007] The propulsion status assessment module is used to calculate the local disturbance value of the speed change sequence of each propulsion vessel in each navigation segment based on the output parameters of each propulsion vessel in multiple navigation segments, and to calculate the response fluctuation coefficient of each propulsion vessel based on the local disturbance value.

[0008] The propulsion time delay assessment module is used to analyze the adjustment delay time of each propulsion vessel based on the time points of the speed change sequence and the propulsion load change points, and to obtain the joint offset based on the response fluctuation coefficient and the adjustment delay time.

[0009] The propulsion classification module is used to classify each propulsion vessel into three propulsion operation levels: the first adjustment category, the second adjustment category, and the non-adjustment category, based on the joint offset, and to obtain propulsion operation level data.

[0010] The speed tuning module is used to perform a proportional enhancement operation based on the difference in response fluctuation coefficient between the current sailing segment and the previous sailing segment in the first adjustment category, according to the propulsion operation level data, to obtain the first adjustment factor;

[0011] In the second adjustment class, an integral attenuation operation is performed based on the difference sequence between the joint offset of the current navigation segment and the speed change sequence of the previous navigation segment to obtain the second adjustment factor;

[0012] The propulsion execution module is used to calculate the target speed setting value of each propulsion vessel based on the first adjustment factor and the second adjustment factor, obtain the speed adjustment data, and send it to the propulsion power equipment of each propulsion vessel.

[0013] Furthermore, the propulsion status assessment module includes:

[0014] The rotational speed sequence unit is used to extract the rotational speed values ​​of each propulsion vessel based on the output parameters of each propulsion vessel in multiple navigation segments, and arrange them in chronological order to obtain a rotational speed change sequence;

[0015] The differential extraction unit is used to perform first-order difference operations based on the rotational speed values ​​at adjacent time points in the rotational speed change sequence, calculate the rotational speed change value at each time point in each navigation segment, and obtain the disturbance value sequence data.

[0016] The segmentation unit is used to slide according to a preset length based on the perturbation value sequence data to extract multiple perturbation segments of fixed length, thereby obtaining a perturbation segment set;

[0017] The disturbance sorting unit is used to classify all disturbance fragments in the disturbance fragment set according to the navigation segment and the ship identification, construct the disturbance value matrix of each propulsion ship in each navigation segment, and obtain local disturbance value data;

[0018] The response fluctuation coefficient unit is used to calculate the response fluctuation coefficient of each propulsion vessel in different navigation segments based on local disturbance value data.

[0019] Furthermore, the response fluctuation coefficient unit includes:

[0020] The response fluctuation coefficient calculation unit is used to calculate the average speed value based on the speed change sequence of the propulsion vessel during the navigation segment; and to perform a normalization operation on the disturbance value of the propulsion vessel during the navigation segment and the average speed value of the propulsion vessel during the navigation segment to obtain the normalized disturbance value.

[0021] Based on the normalized perturbation value, in each perturbation segment, the difference between the maximum and minimum normalized perturbation values ​​is calculated to obtain the perturbation range term;

[0022] Based on the normalized perturbation value, calculate the difference in the rate of change between the current time point and the next time point to obtain the perturbation average gradient term;

[0023] Calculate the average value of the normalized perturbation values ​​in the perturbation segment to obtain the normalized perturbation mean term;

[0024] The disturbance range term, the disturbance average gradient term, and the normalized disturbance mean term are fused to obtain the fluctuation value of the disturbance segment; the average value of the fluctuation values ​​of all disturbance segments is calculated to obtain the response fluctuation coefficient.

[0025] Furthermore, the propulsion time delay assessment module includes:

[0026] The target point calibration unit is used to set the propulsion load change point as the target time point in the speed change sequence of each propulsion vessel based on the position index of the propulsion load change point in the navigation time sequence;

[0027] The response start point extraction unit is used to sequentially traverse the rotational speed change sequence of each propulsion vessel from the target time point backward, query the position where the disturbance amplitude first continuously exceeds the preset response threshold, and set the time point corresponding to that position as the response start point;

[0028] The delay value generation unit is used to calculate the adjustment delay time of the propulsion vessel based on the time difference between the response start point and the target time point, and obtain the delay time data;

[0029] The normalization processing unit is used to normalize the response fluctuation coefficient and delay time data of the propulsion vessel in the current navigation segment to obtain the normalized response value and the normalized delay value.

[0030] The offset calculation unit is used to calculate the combined offset of the propulsion vessel in the current navigation segment by using the normalized response value as the amplitude factor and the normalized delay value as the hysteresis factor.

[0031] Furthermore, the offset calculation unit includes:

[0032] The calling unit is used to call the normalized response value of each propulsion vessel in the current navigation segment and use it as the amplitude factor; and to call the normalized delay value after normalization processing and use it as the hysteresis factor.

[0033] The joint scoring construction unit is used to calculate the joint score value of the disturbance intensity and response lag of the propulsion ship by weighted summation of the amplitude factor and lag factor, and obtain the basic data of the joint score value.

[0034] The threshold limiting unit is used to perform upper and lower limit operations on the basic data of the joint score value to ensure that the score value is within the preset value range and to use it as the joint offset of the propulsion vessel in the current navigation segment.

[0035] Furthermore, the advancement hierarchy module includes:

[0036] Offset scale unit is used to determine the minimum and maximum values ​​of the joint offset of each propulsion vessel in the current navigation segment, and the difference between the maximum and minimum values ​​is set as the offset scale.

[0037] The interval boundary calculation unit is used to obtain a first offset threshold by adding a first proportion of the offset scale to the minimum value of the joint offset, and to obtain a second offset threshold by adding a second proportion of the offset scale to the minimum value of the joint offset.

[0038] The offset classification unit is used to classify a propulsion vessel into the first adjustment category when the combined offset is greater than the first offset threshold; to classify it into the non-adjustment category when the combined offset is not greater than the second offset threshold; and to classify it into the second adjustment category when the combined offset is between the two, thus obtaining the classification result data.

[0039] The response label generation unit is used to generate corresponding propulsion operation level labels for each propulsion vessel based on the segmentation result data, and to summarize the labels of each propulsion vessel to obtain propulsion operation level data.

[0040] Furthermore, the interval boundary calculation unit includes:

[0041] The quantity statistics unit is used to count the number of all propulsion vessels with joint offset data within the current navigation segment;

[0042] The offset interval calculation unit is used to calculate the numerical difference between the maximum and minimum values ​​of the joint offset to obtain the total offset interval value.

[0043] The average offset width unit is used to calculate the average offset width value of a single propulsion vessel based on the total offset interval value and the number of propulsion vessels.

[0044] The ratio value generation unit is used to obtain a first ratio value based on the average offset width and a preset upper limit value; and to obtain a second ratio value based on the average offset width and a preset lower limit value.

[0045] Furthermore, the speed tuning module includes;

[0046] The difference processing unit is used to extract the response fluctuation coefficient of the first type of regulating propulsion vessel in the current navigation segment and the previous navigation segment, calculate the numerical difference between the two, and obtain the fluctuation change difference.

[0047] The interval statistical unit is used to retrieve the fluctuation variation difference of all first-class regulating propulsion vessels within the current navigation segment, and determine the numerical interval between its maximum and minimum values ​​to obtain the dynamic reference range;

[0048] The proportional factor construction unit is used to perform linear proportional conversion based on the position of the fluctuation change difference of each first-class propulsion vessel within the dynamic reference range, and obtain the difference ratio data.

[0049] The amplification factor generation unit is used to perform a product amplification calculation based on the difference ratio data and the load ratio of the propulsion vessel in the current navigation segment to obtain the first adjustment factor.

[0050] Furthermore, the speed tuning module also includes:

[0051] The trend construction unit is used to extract the speed change sequence of the second type of propulsion vessel in the previous navigation segment, and to perform difference calculation on the values ​​between adjacent time points to obtain the speed trend sequence.

[0052] The trend accumulation unit is used to perform weighted superposition of the differences in the rotation speed trend sequence in chronological order to obtain the trend accumulation result data.

[0053] The trend normalization unit is used to calculate the ratio of the cumulative trend result data with the maximum cumulative trend result among all second-class adjustment propulsion vessels in the current navigation segment, and obtain the normalized trend index data.

[0054] The suppression factor generation unit is used to limit the normalized trend indicator data to a preset range and perform compression processing to obtain the second adjustment factor.

[0055] Furthermore, the propulsion execution module includes:

[0056] The data classification unit is used to bind the first adjustment factor and the corresponding propulsion vessel with numbers to obtain the adjustment factor mapping dataset.

[0057] The base speed unit is used to obtain the actual average speed value of each propulsion vessel in the previous navigation segment, which is used as the base speed value for adjusting the target speed in the current navigation segment.

[0058] The target speed unit is used to calculate the target speed setting value for each propulsion vessel in the current navigation segment based on the adjustment factor mapping dataset and its corresponding basic speed value, and obtain the target speed dataset.

[0059] The propulsion operation parameter unit is used to encode the target speed dataset according to the propulsion vessel number, package it into propulsion operation parameters, and send the propulsion operation parameters to each propulsion vessel to update the propulsion operation parameters for the current navigation segment.

[0060] The above-described solution of the present invention has at least the following beneficial effects:

[0061] This invention calculates the difference between the target time point and the response start point in the sequence of changes in the rotational speed of a propulsion vessel, digitizes and explicitly extracts the dynamic characteristics of the response delay time, and forms data parameters that can be used for quantitative evaluation. Traditional propulsion systems generally neglect the response delay characteristics of the propulsion unit, making it difficult for the control logic to match the actual dynamic behavior of the propulsion. This system fills the gap in the time delay level in the propulsion data dimension by introducing delay time data processing, forming a complete dynamic data model of the propulsion unit that includes amplitude characteristics and timing characteristics, providing a reliable basis for the formulation of precise adjustment strategies within the navigation segment.

[0062] This invention normalizes the response fluctuation coefficient and delay time, and further calculates the joint offset to classify the response of the propulsion unit. It establishes a dynamic classification decision logic driven by continuous feature data. Traditional systems rely on human experience or static rules to configure the propulsion unit adjustment parameters, which suffers from strong subjectivity and poor real-time performance. This system uses the joint offset as a high-dimensional fusion index to achieve automated dynamic classification, optimizes the data processing flow of the propulsion unit adjustment path, and transforms the propulsion control strategy from static rule-driven to data feature-driven, significantly improving the intelligence and real-time performance of the system in processing dynamic navigation data.

[0063] This invention extracts the rotational speed change sequence of each propulsion vessel in multiple navigation segments in real time, calculates the local disturbance value, and further quantifies the response fluctuation coefficient of each propulsion vessel. Then, by analyzing and adjusting the delay time, a joint offset is formed in combination with the response fluctuation coefficient, reflecting the synchronization characteristics and response lag characteristics of the propulsion unit in the dynamic environment. The system divides each propulsion unit into different response categories to achieve dynamic matching and coordinated propulsion between propulsion units. This can effectively reduce the propulsion impact caused by insufficient synchronization between the main propulsion vessel and each barge, and significantly improve the overall navigation stability and safety.

[0064] This invention calculates local disturbance values ​​by real-time monitoring of the propulsion vessel's speed change sequence, analyzes vibration trends within the navigation segment, calculates adjustment delay time and generates joint offset, determines the propulsion unit response category, accurately generates adjustment factors based on the characteristics of each category, implements target speed adjustment, and forms a dynamic and smooth propulsion adjustment mechanism as a whole. This actively suppresses speed fluctuation trends, reduces the low-frequency vibration energy generated by the propulsion system on the hull, effectively controls the propulsion vibration amplitude, and ensures the stability of the transportation environment.

[0065] This invention establishes differentiated adjustment factor data by generating proportional enhancement adjustment factors or integral decay adjustment factors for propulsion vessels with different response categories. Compared with the single adjustment coefficient driven method in traditional systems, it has higher data adaptability. The system constructs a difference model and a trend analysis model based on historical voyage data, dynamically adjusts the adjustment factor parameters, and forms a refined data adaptation process that matches the response characteristics of propulsion units in real time. This improves the ability of control data to express the differences in characteristics of multiple types of propulsion units and optimizes the processing efficiency and accuracy of propulsion control data stream. Attached Figure Description

[0066] Figure 1 This is a flowchart of a rotational speed coordinated propulsion system for a ship propulsion power equipment provided in an embodiment of the present invention. Detailed Implementation

[0067] 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.

[0068] like Figure 1 As shown, an embodiment of the present invention proposes a rotational speed coordinated propulsion system for a ship propulsion power unit, the system comprising:

[0069] The propulsion status assessment module is used to calculate the local disturbance value of the speed change sequence of each propulsion vessel in each navigation segment based on the output parameters of each propulsion vessel in multiple navigation segments, and to calculate the response fluctuation coefficient of each propulsion vessel based on the local disturbance value.

[0070] The propulsion time delay assessment module is used to analyze the adjustment delay time of each propulsion vessel based on the time points of the speed change sequence and the propulsion load change points, and to obtain the joint offset based on the response fluctuation coefficient and the adjustment delay time.

[0071] The propulsion classification module is used to classify each propulsion vessel into three propulsion operation levels: the first adjustment category, the second adjustment category, and the non-adjustment category, based on the joint offset, and to obtain propulsion operation level data.

[0072] The speed tuning module is used to perform a proportional enhancement operation based on the difference in response fluctuation coefficient between the current sailing segment and the previous sailing segment in the first adjustment category, according to the propulsion operation level data, to obtain the first adjustment factor;

[0073] In the second adjustment class, an integral attenuation operation is performed based on the difference sequence between the joint offset of the current navigation segment and the speed change sequence of the previous navigation segment to obtain the second adjustment factor;

[0074] The propulsion execution module is used to calculate the target speed setting value of each propulsion vessel based on the first adjustment factor and the second adjustment factor, obtain the speed adjustment data, and send it to the propulsion power equipment of each propulsion vessel.

[0075] In this embodiment of the invention, the propulsion state assessment module is used to calculate the local disturbance value of the speed change sequence of each propulsion vessel in each navigation segment based on the output parameters of each propulsion vessel in multiple navigation segments, and to calculate the response fluctuation coefficient of each propulsion vessel based on the local disturbance value. This can form a fine-grained, multi-dimensional propulsion state data model, providing a complete and reliable data foundation for subsequent dynamic control. The propulsion time delay assessment module is used to analyze the adjustment delay time of each propulsion vessel based on the time point of the speed change sequence and the propulsion load change point, and to obtain the joint offset based on the response fluctuation coefficient and the adjustment delay time. This accurately quantifies the dynamic response timing characteristics of the propulsion vessel, completes the time delay feature missing in the traditional propulsion control system, and improves the matching ability of the control strategy to the actual propulsion dynamics. The propulsion classification module is used to classify each propulsion vessel into three propulsion operation levels: first adjustment class, second adjustment class, and no adjustment class, based on the joint offset, to obtain propulsion operation level data, realizing the propulsion vessel... Intelligent classification of ship response capabilities enables adjustment strategies to be precisely matched to the actual state of the propulsion vessel, improving the flexibility and adaptability of the control strategy. The speed tuning module is used to perform proportional enhancement operations in the first adjustment category based on the difference in response fluctuation coefficients between the current and previous navigation segments, based on propulsion operation level data, to obtain the first adjustment factor. In the second adjustment category, it performs integral decay operations based on the difference sequence between the joint offset of the current navigation segment and the speed change sequence of the previous navigation segment, to obtain the second adjustment factor. The process of generating adjustment factors for propulsion vessels achieves an organic combination of real-time performance, differentiation, and trend, ensuring that the control strategy has higher dynamic adaptability and control accuracy. The propulsion execution module is used to calculate the target speed tuning value for each propulsion vessel based on the first and second adjustment factors, obtain speed adjustment data, and send it to the propulsion power equipment of each propulsion vessel, achieving efficient closed-loop processing and ensuring that the target speed adjustment command has high real-time performance and accuracy.

[0076] In a preferred embodiment of the present invention, the propulsion status assessment module includes:

[0077] The rotational speed sequence unit is used to extract the rotational speed values ​​of each propulsion vessel based on the output parameters of each propulsion vessel in multiple navigation segments, and arrange them in chronological order to obtain a rotational speed change sequence;

[0078] The differential extraction unit is used to perform first-order difference operations based on the rotational speed values ​​at adjacent time points in the rotational speed change sequence, calculate the rotational speed change value at each time point in each navigation segment, and obtain the disturbance value sequence data.

[0079] The segmentation unit is used to slide according to a preset length based on the perturbation value sequence data to extract multiple perturbation segments of fixed length, thereby obtaining a perturbation segment set;

[0080] The disturbance sorting unit is used to classify all disturbance fragments in the disturbance fragment set according to the navigation segment and the ship identification, construct the disturbance value matrix of each propulsion ship in each navigation segment, and obtain local disturbance value data;

[0081] The response fluctuation coefficient unit is used to calculate the response fluctuation coefficient of each propulsion vessel in different navigation segments based on local disturbance value data.

[0082] In this embodiment of the invention, the rotational speed sequence unit is used to extract the rotational speed values ​​of each propulsion vessel based on the output parameters of each propulsion vessel in multiple navigation segments, and arrange them in chronological order to obtain a rotational speed change sequence. This improves the temporal consistency of the propulsion unit's rotational speed data and the accuracy of navigation segment division, ensuring the reliability of subsequent data processing steps. The difference extraction unit is used to perform first-order difference operations on the rotational speed values ​​at adjacent time points in the rotational speed change sequence to calculate the rotational speed change value at each time point in each navigation segment, obtaining disturbance value sequence data. This enhances the ability to express dynamic disturbance trends and supports the accuracy of subsequent disturbance segment analysis. The segment division unit is used to slide according to a preset length based on the disturbance value sequence data to extract multiple segments. A fixed-length disturbance segment is used to obtain a disturbance segment set, which improves the temporal coverage and robustness of the disturbance data segments, providing a high-quality data foundation for disturbance processing and feature extraction. The disturbance processing unit is used to classify all disturbance segments in the disturbance segment set according to the navigation segment and ship identification, construct the disturbance value matrix of each propulsion vessel in each navigation segment, obtain local disturbance value data, enhance the standardization of the data structure, facilitate the batch processing of subsequent fluctuation coefficient calculations, and improve the efficiency of analysis. The response fluctuation coefficient unit is used to calculate the response fluctuation coefficient of each propulsion vessel in different navigation segments based on the local disturbance value data, realizing a multi-dimensional, standardized quantitative description of the disturbance characteristics of the propulsion unit in the navigation segment, providing a reference for subsequent propulsion adjustment.

[0083] The differential extraction unit is used to perform first-order difference operations based on the rotational speed values ​​at adjacent time points in the rotational speed change sequence, calculate the rotational speed change value at each time point within each navigation segment, and obtain the disturbance value sequence data, specifically including:

[0084] First, the data is grouped and processed according to the navigation segment. Each group of data represents the continuous rotational speed of a propulsion vessel within a specific navigation segment; let this sequence be denoted as . ,in Indicates a point in time The corresponding propulsion speed values, with fixed time intervals. Before performing the differential operation, the system initializes a sequence of rotational speed data of length [length missing] for each navigation segment. An empty sequence is used to store the perturbation values. Then, a first-order difference formula is used. By iterating through each group of adjacent rotational speed values ​​in the sequence, a difference sequence is obtained. This refers to the rotational speed change value between each time point. To reduce the impact of data anomalies on the results, the differential extraction unit performs outlier removal after performing the differential operation, combined with a noise filtering threshold. The mean squared error of historical samples is used as a reference threshold. Data points with differential values ​​exceeding the upper and lower limits are either interpolated and smoothed or marked as missing values. After processing, the output is a perturbation value sequence, structured as a set of rotational speed change values ​​arranged in chronological order. Each navigation segment uniquely corresponds to a data record of the corresponding propulsion unit.

[0085] The disturbance processing unit is used to classify all disturbance segments in the disturbance segment set according to the navigation segment and ship identification, construct the disturbance value matrix of each propulsion vessel in each navigation segment, and obtain local disturbance value data, specifically including:

[0086] First, a two-dimensional data structure is established for data organization. This structure uses the propulsion vessel ID and the navigation segment index as the primary key index. All disturbance segments are classified and stored according to this dual index. For multiple disturbance segments under the same navigation segment and the same propulsion unit, the system classifies them uniformly and sorts them according to their time starting point in the original data sequence. Subsequently, the system establishes independent data containers based on the propulsion vessel ID. Each container contains the disturbance segments of that vessel in all navigation segments. Within each container, a sub-matrix is ​​constructed based on the navigation segment index. The number of rows in the sub-matrix corresponds to the number of disturbance segments, and the number of columns is equal to the fixed length of each segment. For example, if each segment contains 60 disturbance values, the sub-matrix dimension is [m×60], where m is the number of segments extracted from that navigation segment. Each row in the matrix represents a disturbance segment, and the data within each segment is arranged in chronological order. This matrix is ​​a disturbance value matrix. After classification, normalization preprocessing can be performed to normalize the disturbance values ​​of different propulsion units to the [-1,1] interval to eliminate data amplitude offsets caused by performance differences of different propulsion equipment and ensure consistency in subsequent fluctuation analysis.

[0087] In a preferred embodiment of the present invention, the response fluctuation coefficient unit includes:

[0088] The response fluctuation coefficient calculation unit is used to calculate the average speed value based on the speed change sequence of the propulsion vessel during the navigation segment; and to perform a normalization operation on the disturbance value of the propulsion vessel during the navigation segment and the average speed value of the propulsion vessel during the navigation segment to obtain the normalized disturbance value.

[0089] Based on the normalized perturbation value, in each perturbation segment, the difference between the maximum and minimum normalized perturbation values ​​is calculated to obtain the perturbation range term;

[0090] Based on the normalized perturbation value, calculate the difference in the rate of change between the current time point and the next time point to obtain the perturbation average gradient term;

[0091] Calculate the average value of the normalized perturbation values ​​in the perturbation segment to obtain the normalized perturbation mean term;

[0092] The disturbance range term, the disturbance average gradient term, and the normalized disturbance mean term are fused to obtain the fluctuation value of the disturbance segment; the average value of the fluctuation values ​​of all disturbance segments is calculated to obtain the response fluctuation coefficient.

[0093] In this embodiment of the invention, the response fluctuation coefficient calculation unit is used to calculate the average rotational speed value based on the rotational speed change sequence of the propulsion vessel during the navigation segment, providing a reference benchmark for subsequent disturbance value normalization processing; normalization is performed on the disturbance value of the propulsion vessel during the navigation segment and the average rotational speed value of the propulsion vessel during the navigation segment to obtain a normalized disturbance value, which can eliminate the absolute difference in rotational speed levels between different propulsion vessels and ensure that the disturbance data is processed under a unified dimension; based on the normalized disturbance value, in each disturbance segment, the difference between the maximum and minimum normalized disturbance values ​​is calculated to obtain the disturbance range term, reflecting the maximum fluctuation amplitude within the disturbance segment and measuring the instability of the propulsion response; based on the normalized disturbance value, the variation between the current time point and the next time point is calculated. The disturbance range difference is used to obtain the disturbance mean gradient term, which reflects the changing trend of the disturbance segment and determines whether the disturbance value shows a continuous increase, decrease, or oscillation over time. The average value of the normalized disturbance values ​​in the disturbance segment is calculated to obtain the normalized disturbance mean term, which measures the position of the entire segment's disturbance within the fluctuation range and determines whether it deviates from the average operating state for a long period. The disturbance range term, the disturbance mean gradient term, and the normalized disturbance mean term are fused to obtain the fluctuation value of the disturbance segment, summarizing the different dimensional response characteristics within the segment into a single scalar, which facilitates the subsequent calculation of the response fluctuation coefficient. The average value of the fluctuation values ​​of all disturbance segments is calculated to obtain the response fluctuation coefficient, which is a numerical indicator of the overall response of the propulsion vessel to external disturbances in a specific navigation segment, comprehensively reflecting its fluctuation amplitude, changing trend, and steady-state deviation.

[0094] The formula for calculating the response fluctuation coefficient is as follows: ,

[0095] in, To propel ships During the navigation segment The response fluctuation coefficient within, To advance ship indexing, For the index of the navigation segment, For the navigation segment China on promoting ships The number of perturbation fragments, For the index of the perturbation fragment, For a fixed length of the perturbation segment, For perturbation fragments Mid-time point The normalized perturbation value, , For perturbation fragments Mid-time point The disturbance value, To propel ships During the navigation segment The average rotational speed within the range, To propel ships In the perturbation fragment The average rotational speed value in the middle, To propel ships In the perturbation fragment Mid-time point The rotational speed value, To propel ships In the perturbation fragment Mid-time point The rotational speed value, Indices for time points within a fixed length of the perturbation segment. For perturbation fragments The starting point is during the navigation segment Within the time point, For perturbation fragments The maximum normalized perturbation value in, For perturbation fragments The minimum normalized perturbation value in, For perturbation fragments Mid-time point The normalized perturbation value, It is a constant.

[0096] In a preferred embodiment of the present invention, the propulsion time delay evaluation module includes:

[0097] The target point calibration unit is used to set the propulsion load change point as the target time point in the speed change sequence of each propulsion vessel based on the position index of the propulsion load change point in the navigation time sequence;

[0098] The response start point extraction unit is used to sequentially traverse the rotational speed change sequence of each propulsion vessel from the target time point backward, query the position where the disturbance amplitude first continuously exceeds the preset response threshold, and set the time point corresponding to that position as the response start point;

[0099] The delay value generation unit is used to calculate the adjustment delay time of the propulsion vessel based on the time difference between the response start point and the target time point, and obtain the delay time data;

[0100] The normalization processing unit is used to normalize the response fluctuation coefficient and delay time data of the propulsion vessel in the current navigation segment to obtain the normalized response value and the normalized delay value.

[0101] The offset calculation unit is used to calculate the combined offset of the propulsion vessel in the current navigation segment by using the normalized response value as the amplitude factor and the normalized delay value as the hysteresis factor.

[0102] In this embodiment of the invention, the target point calibration unit is used to set the propulsion load change point as the target time point in the speed change sequence of each propulsion vessel according to the position index of the propulsion load change point in the navigation time sequence, accurately locate the target time point at which the propulsion vessel needs to respond, and provide a time anchor point for subsequent response start point extraction, ensuring the accuracy and synchronization of adjustment delay data calculation; the response start point extraction unit is used to traverse sequentially from the target time point forward in the speed change sequence of each propulsion vessel, query the position where the disturbance amplitude first continuously exceeds the preset response threshold, and set the time point corresponding to the position as the response start point, realizing the active identification of the propulsion vessel's response behavior; the delay value generation unit is used to calculate the delay value of the propulsion vessel based on the time difference between the response start point and the target time point. The system adjusts the delay time to obtain delay time data, generating quantitative response delay indices for each propulsion vessel, reflecting the true dynamic performance of the propulsion system's lag. A normalization processing unit normalizes the response fluctuation coefficient and delay time data of the propulsion vessel within the current navigation segment, obtaining normalized response and normalized delay values. This eliminates data dimensionality bias caused by differences in the response capabilities and physical structures of different propulsion vessels, providing a data foundation for the unified generation of subsequent joint offset indices. An offset calculation unit uses the normalized response value as an amplitude factor and the normalized delay value as a lag factor to calculate the joint offset of the propulsion vessel within the current navigation segment. This achieves a more comprehensive mathematical expression of the propulsion vessel's state, providing a scientific basis for response category classification and adjustment priority allocation.

[0103] The response start point extraction unit is used to sequentially traverse the rotational speed change sequence of each propulsion vessel from the target time point backwards, query the position where the disturbance amplitude first continuously exceeds the preset response threshold, and set the time point corresponding to that position as the response start point. Specifically, it includes:

[0104] First, the system obtains the speed change sequence of the propulsion vessel within the target navigation segment. This sequence is sampled at predetermined time intervals to form a speed data array arranged in chronological order. The system has determined the time index position of a certain target time point in the speed change sequence, which serves as the reference benchmark for this starting point extraction. Starting from this target time point, the system reads the historical speed values ​​one by one in reverse chronological order, and uses the speed difference between two consecutive time points as the basic quantitative indicator of the disturbance amplitude.

[0105] The system sets a response threshold, which can be dynamically set by multiplying the historical statistical average disturbance by a set factor (e.g., 2.0-3.0), or it can be set as a fixed constant according to the ship type or mission requirements. During the traversal, the system compares the disturbance amplitude at each time point with the threshold. If it finds that the disturbance amplitude corresponding to the current time point and several adjacent time points (e.g., three consecutive times) all exceed the threshold, the system marks the time point corresponding to the earliest position in the sequence as the initial disturbance response position.

[0106] The system will further verify the initial disturbance response location to ensure it is not caused by transient measurement errors or occasional fluctuations. Specifically, it will extract the disturbance trend over several consecutive sampling periods after the disturbance point and determine whether the disturbance trend is persistent. If the disturbance trend can be maintained for more than a preset duration period (e.g., more than 5 sampling periods), the system will confirm that the time point is the true response starting point. Otherwise, the system will skip the current disturbance peak and continue to traverse forward until a true response point that meets the conditions is determined. Finally, the time point index corresponding to the response starting point will be recorded and paired with the corresponding target time point to form a time anchor pair.

[0107] In a preferred embodiment of the present invention, the offset calculation unit includes:

[0108] The calling unit is used to call the normalized response value of each propulsion vessel in the current navigation segment and use it as the amplitude factor; and to call the normalized delay value after normalization processing and use it as the hysteresis factor.

[0109] The joint scoring construction unit is used to calculate the joint score value of the disturbance intensity and response lag of the propulsion ship by weighted summation of the amplitude factor and lag factor, and obtain the basic data of the joint score value.

[0110] The threshold limiting unit is used to perform upper and lower limit operations on the basic data of the joint score value to ensure that the score value is within the preset value range and to use it as the joint offset of the propulsion vessel in the current navigation segment.

[0111] In this embodiment of the invention, the calling unit is used to call the normalized response value of each propulsion vessel in the current navigation segment and use it as the amplitude factor; and to call the normalized delay value after normalization processing and use it as the lag factor, ensuring that the data between different navigation segments and different propulsion units have a unified measurement scale; the joint scoring construction unit is used to perform weighted summation of the amplitude factor and the lag factor to calculate the joint score value of the disturbance intensity and response lag of the propulsion vessel, and obtain the basic data of the joint score value, which comprehensively reflects the degree of deviation of the propulsion vessel in both the disturbance intensity and response delay dimensions, so that the deviation evaluation no longer relies on a single indicator; the threshold limiting unit is used to perform upper and lower limit operations on the basic data of the joint score value to ensure that the score value is within the preset value range, and use it as the joint deviation of the propulsion vessel in the current navigation segment, avoiding the misleading effect of abnormally high or low score values ​​on the overall adjustment strategy, and improving the stability and reliability of the joint score.

[0112] The joint scoring construction unit is used to calculate the joint score value of the disturbance intensity and response hysteresis of the propulsion vessel by weighted summation of the amplitude factor and hysteresis factor, thus obtaining the basic data for the joint score value, specifically including:

[0113] First, the normalized response value and normalized delay value corresponding to each propulsion vessel within the current navigation segment are retrieved, serving as the amplitude factor and lag factor, respectively. The amplitude factor reflects the intensity of the propulsion vessel's response to the disturbance, while the lag factor characterizes the time-dependent lag of its response behavior. The system pre-sets weighting coefficients based on the actual operating conditions. and These correspond to the weights of the amplitude factor and the lag factor, respectively, and their sum is 1, ensuring that the scores are comparable within the same order of magnitude. The system uses the unique identifier of the propulsion vessel as an index and sequentially performs the following weighted summation operation on each propulsion vessel: summing its amplitude factor with... Multiplication, lag factor and The scores are multiplied and then linearly summed to calculate the joint score value of the vessel for the current navigation segment. The system records the joint score value of each propulsion vessel as basic score data and creates an index table by propulsion vessel number to achieve structured storage of the basic data of joint score values.

[0114] Setting weighting coefficients and At that time, the system allocates weights based on the dynamic response characteristics of the propulsion vessel under different navigation conditions, combined with the statistical sensitivity between the disturbance response intensity and response delay of each propulsion unit in historical data. Specifically, if the system detects that the change amplitude of the response fluctuation coefficient of the propulsion vessel in multiple navigation segments is generally higher than the fluctuation amplitude of the delay time, then the weight of the amplitude factor will be increased. The weight of the lag factor is set to 0.6. Set to 0.4; if significant lag in the response of the propelled vessel is detected, the weight is adjusted to [value missing]. =0.4, =0.6; when there is no significant bias, it is uniformly set to 0.6. =0.5, =0.5. The above three sets of weight configurations are set by the system according to rules during the initialization phase, or they can be manually selected by the user in the control system interface according to the type of task being promoted. To maintain the convergence of the control logic, all weight configurations satisfy the condition that the sum of the two is a constant 1, and , ∈[0.1,0.9]. In specific implementation, the system recommends the initial configuration as follows: =0.6, =0.4, used to enhance the sensitivity identification of propulsion disturbance intensity, and can be adjusted according to actual operation conditions.

[0115] The threshold limiting unit is used to apply upper and lower limits to the basic data of the joint score value, ensuring that the score value is within a preset numerical range, and using it as the joint offset of the propulsion vessel in the current navigation segment. Specifically, it includes:

[0116] First, during system initialization, upper and lower thresholds for the joint score value are set. These two thresholds can be obtained based on the statistical distribution of historical navigation data or flexibly adjusted according to mission conditions and ship performance. During the limitation process, the system sequentially iterates through each score record in the basic data of the joint score value. For propulsion vessels whose score exceeds the upper threshold, their score is truncated to the upper threshold; similarly, for propulsion vessels whose score is below the lower threshold, their score is raised to the lower threshold; if the score is between the upper and lower thresholds, the score remains unchanged. After the limitation operation is completed, the system uses the limited score value as the joint offset of the propulsion vessel in the current navigation segment and writes the offset value back to the propulsion status data table, binding it with the propulsion vessel identifier and navigation segment identifier to obtain the joint offset.

[0117] In a preferred embodiment of the present invention, the propulsion grading module includes:

[0118] Offset scale unit is used to determine the minimum and maximum values ​​of the joint offset of each propulsion vessel in the current navigation segment, and the difference between the maximum and minimum values ​​is set as the offset scale.

[0119] The interval boundary calculation unit is used to obtain a first offset threshold by adding a first proportion of the offset scale to the minimum value of the joint offset, and to obtain a second offset threshold by adding a second proportion of the offset scale to the minimum value of the joint offset.

[0120] The offset classification unit is used to classify a propulsion vessel into the first adjustment category when the combined offset is greater than the first offset threshold; to classify it into the non-adjustment category when the combined offset is not greater than the second offset threshold; and to classify it into the second adjustment category when the combined offset is between the two, thus obtaining the classification result data.

[0121] The response label generation unit is used to generate corresponding propulsion operation level labels for each propulsion vessel based on the segmentation result data, and to summarize the labels of each propulsion vessel to obtain propulsion operation level data.

[0122] In this embodiment of the invention, an offset scale unit is used to determine the minimum and maximum values ​​of the joint offset of each propulsion vessel within the current navigation segment, and sets the difference between the maximum and minimum values ​​as the offset scale, establishing a global reference range for the degree of deviation of the propulsion unit response, thus avoiding misleading propulsion operation level definition due to a single outlier during subsequent classification; an interval boundary calculation unit is used to obtain a first offset threshold by adding a first proportion of the offset scale to the minimum value of the joint offset, and a second offset threshold by adding a second proportion of the offset scale to the minimum value of the joint offset, controlling the sensitivity and precision of the classification through a preset proportional coefficient, thereby improving the robustness and generalization ability of the propulsion operation level classification; an offset level classification unit is used for When the joint offset of a propulsion vessel exceeds the first offset threshold, it is classified into the first adjustment category; when the joint offset is not greater than the second offset threshold, it is classified into the non-adjustment category; when the joint offset is between the two, it is classified into the second adjustment category. This process yields the classification results data, realizing the core classification operation of converting the joint offset data of propulsion vessels into propulsion operation level labels, ensuring that the system response mechanism is targeted and executable. The response label generation unit is used to generate corresponding propulsion operation level labels for each propulsion vessel based on the classification results data, and to summarize the labels of each propulsion vessel to obtain propulsion operation level data. This structures the classification results into unified label data, making it easy for downstream modules to reference.

[0123] In a preferred embodiment of the present invention, the interval boundary calculation unit includes:

[0124] The quantity statistics unit is used to count the number of all propulsion vessels with joint offset data within the current navigation segment;

[0125] The offset interval calculation unit is used to calculate the numerical difference between the maximum and minimum values ​​of the joint offset to obtain the total offset interval value.

[0126] The average offset width unit is used to calculate the average offset width value of a single propulsion vessel based on the total offset interval value and the number of propulsion vessels.

[0127] The ratio value generation unit is used to obtain a first ratio value based on the average offset width and a preset upper limit value; and to obtain a second ratio value based on the average offset width and a preset lower limit value.

[0128] In this embodiment of the invention, a quantity statistics unit is used to count the number of all propulsion vessels with joint offset data within the current navigation segment, ensuring that the offset interval division process is performed based on the number of valid samples, and avoiding deviations in the partition ratio due to no data or abnormal data; an offset interval calculation unit is used to calculate the difference between the maximum and minimum joint offset values ​​to obtain the total offset interval value, effectively quantifying the maximum interval difference in the overall performance of response fluctuation and delay among propulsion vessels within the current navigation segment, providing a data foundation; an average offset width unit is used to calculate the average offset width value of a single propulsion vessel based on the total offset interval value and the number of propulsion vessels, constructing a unit response interval for the offset performance of the propulsion unit; a ratio value generation unit is used to obtain a first ratio value based on the average offset width and a preset upper limit value; and a second ratio value based on the average offset width and a preset lower limit value, which can be dynamically adjusted in real time according to the data distribution, and can also ensure that the division boundary has a certain degree of scalability and redundant bandwidth.

[0129] The ratio generation unit is used to obtain a first ratio value based on the average offset width and a preset upper limit value; and to obtain a second ratio value based on the average offset width and a preset lower limit value, specifically including:

[0130] First, within the current navigation segment, the system, based on the joint offset data calculated by the preceding modules, completes the operations of the quantity statistics unit and the offset interval calculation unit to obtain the number of all propulsion vessels with valid joint offsets within the current navigation segment. And the maximum and minimum values ​​of the combined offset of these ships, and calculate the total offset interval value based on this. The system then divides the total offset interval value by the number of propulsion units. The average offset width is obtained. As a measure of the proportion of the response of a single propulsion unit in the joint offset distribution during the current navigation segment, it provides a numerical basis for the proportional division.

[0131] Obtaining the average offset width parameter Then, the scaling factor generation unit reads the scaling factor setting value from the preset parameter storage structure, including the upper limit scaling factor. The ratio of the lower limit These two parameters have fixed values. In fixed setting mode, The preferred setting is 1.8. The preferred setting is 0.6, representing the reference range used to distinguish between the first type of adjustable and non-adjustable propulsion units. When the system is in dynamic adaptation mode, if the number of propulsion units... Larger (e.g., more than 20 propulsion units), then This will be reduced accordingly (e.g., to 1.5) to enhance interval compactness. If the threshold is appropriately increased (e.g., to 0.75), the tolerance range for the non-adjustment class will be expanded; conversely, if the number of propulsion units is small (e.g., less than 8 propulsion units), the system will automatically widen the division width. Upgrade to version 2.0 or higher. The corresponding reduction is used to enhance the discernibility of classification boundaries and the significance of response differences.

[0132] The system obtains the current settings. and Then, compare it with the average offset width respectively. Perform calculations to generate the first ratio value. Second proportional value The first ratio value is greater than the second ratio value. The system then compares these two ratio values ​​with the minimum value of the joint offset. Add them together to construct two thresholds for classification, namely the first offset threshold. Second offset threshold .

[0133] In a preferred embodiment of the present invention, the speed tuning module includes:

[0134] The difference processing unit is used to extract the response fluctuation coefficient of the first type of regulating propulsion vessel in the current navigation segment and the previous navigation segment, calculate the numerical difference between the two, and obtain the fluctuation change difference.

[0135] The interval statistical unit is used to retrieve the fluctuation variation difference of all first-class regulating propulsion vessels within the current navigation segment, and determine the numerical interval between its maximum and minimum values ​​to obtain the dynamic reference range;

[0136] The proportional factor construction unit is used to perform linear proportional conversion based on the position of the fluctuation change difference of each first-class propulsion vessel within the dynamic reference range, and obtain the difference ratio data.

[0137] The amplification factor generation unit is used to perform a product amplification calculation based on the difference ratio data and the load ratio of the propulsion vessel in the current navigation segment to obtain the first adjustment factor.

[0138] In this embodiment of the invention, the difference processing unit is used to extract the response fluctuation coefficients of the first-type regulating propulsion vessels in the current navigation segment and the previous navigation segment, calculate the numerical difference between the two, obtain the fluctuation change difference, quantify the behavioral change trend of the propulsion vessels to disturbances under dynamic operating conditions, and construct a quantitative index of response characteristic change; the interval statistics unit is used to retrieve the fluctuation change difference of all first-type regulating propulsion vessels in the current navigation segment, determine the numerical interval between their maximum and minimum values, obtain the dynamic reference range, realize the standardized expression of the response characteristics of different vessels, and avoid the imbalance of the distribution of regulation factors due to excessive response differences between propulsion vessels; the proportional factor construction unit is used to perform linear proportional conversion based on the position of the fluctuation change difference of each first-type regulating propulsion vessel in the dynamic reference range, obtain the difference ratio data, and avoid abnormal jitter of the regulation factor due to the discreteness of the fluctuation value distribution; the amplification coefficient generation unit is used to perform product amplification operation based on the difference ratio data and the load ratio of the propulsion vessel in the current navigation segment, obtain the first regulation factor, and simultaneously respond to the historical state change trend and the current actual load situation to realize a two-way weighted driving regulation strategy.

[0139] The scaling factor construction unit is used to perform linear scaling based on the position of the fluctuation difference between each first-category propulsion vessel within the dynamic reference range, to obtain the difference scaling data, specifically including:

[0140] First, the fluctuation variation differences of all Class I regulating propulsion vessels are statistically analyzed, and the largest difference is extracted. minimum difference The difference range is then constructed. After constructing the range, for each propulsion vessel of the first regulation category, the corresponding fluctuation change difference is determined. All are converted using the linear proportional conversion formula: Standardization was performed to obtain the difference ratio data. ,in ∈[0,1]. Proportional conversion operations can be implemented in the embedded chip using table lookup or floating-point arithmetic, or they can be completed through batch vectorization processing by the central processing unit. Under specific circumstances... If all propulsion vessels have completely identical fluctuation differences, then the system default setting is... .

[0141] The amplification factor generation unit is used to perform a product amplification calculation based on the difference ratio data and the load ratio of the propulsion vessel in the current navigation segment to obtain the first adjustment factor, specifically including:

[0142] Obtain the above difference ratio data Subsequently, the load ratio of each first-category regulating propulsion vessel in the current navigation segment is further introduced. As a dynamic amplification factor. Load ratio. This can be obtained by the ratio between the actual propulsion output of the propelling vessel and its rated propulsion capacity. For example, this can be achieved by collecting current propulsion current, voltage, or hydraulic system load parameters from sensors and performing a real-time calculation based on rated parameters. The system uses the difference ratio data... With load ratio Perform a product operation to obtain the first adjustment factor. This serves as the first adjustment factor value for the propulsion vessel during the current navigation segment.

[0143] In a preferred embodiment of the present invention, the speed tuning module further includes:

[0144] The trend construction unit is used to extract the speed change sequence of the second type of propulsion vessel in the previous navigation segment, and to perform difference calculation on the values ​​between adjacent time points to obtain the speed trend sequence.

[0145] The trend accumulation unit is used to perform weighted superposition of the differences in the rotation speed trend sequence in chronological order to obtain the trend accumulation result data.

[0146] The trend normalization unit is used to calculate the ratio of the cumulative trend result data with the maximum cumulative trend result among all second-class adjustment propulsion vessels in the current navigation segment, and obtain the normalized trend index data.

[0147] The suppression factor generation unit is used to limit the normalized trend indicator data to a preset range and perform compression processing to obtain the second adjustment factor.

[0148] In this embodiment of the invention, a trend construction unit is used to extract the rotational speed change sequence of the second-type adjustable propulsion vessel in the previous navigation segment, and perform difference calculation on the values ​​between adjacent time points to obtain the rotational speed trend sequence, accurately capturing the acceleration or deceleration trend of the propulsion unit in the previous navigation segment; a trend accumulation unit is used to perform weighted superposition processing on each difference in the rotational speed trend sequence in chronological order to obtain trend accumulation result data, comprehensively considering the dual influence of historical trend change intensity and time position, avoiding trend direction deviation caused by simple superposition; a trend normalization unit is used to perform ratio calculation on the trend accumulation result data and the maximum trend accumulation result among all second-type adjustable propulsion vessels in the current navigation segment to obtain normalized trend index data, normalizing the trend results of different propulsion units to a unified scale, avoiding control imbalance problems caused by inconsistent trend response magnitudes between units; and a suppression factor generation unit is used to limit the normalized trend index data within a preset range and perform compression processing to obtain a second adjustment factor, avoiding applying excessive or excessively frequent adjustment loads to the propulsion system.

[0149] The trend accumulation unit is used to perform weighted summation of the differences in the rotational speed trend sequence in chronological order to obtain the trend accumulation result data, which specifically includes:

[0150] In the previous voyage segment, for propulsion vessels classified as the second adjustment category, the system first extracts the rotational speed change sequence of the propulsion vessel. Based on the rotational speed values ​​of adjacent moments in the time series, a difference sequence is calculated, forming a rotational speed trend sequence. Each term in this trend sequence represents the change in rotational speed at the current moment compared to the previous moment. Subsequently, a time weighting factor is constructed based on the relative position of each time point within the entire voyage segment, assigning higher weights to later time differences. The time weighting factor can adopt a linear growth form, such as dividing the time point index by the total number of time points as the weight of the current time point, or it can use exponential weighting, normal decay weighting, or other methods to flexibly set according to mission requirements. Based on the trend difference sequence and the corresponding time weighting factor, the system performs a product operation on the data of all time points in chronological order and sums them to obtain the cumulative trend result data of the propulsion unit in that voyage segment.

[0151] The suppression factor generation unit is used to limit the normalized trend indicator data to a preset range and perform compression processing to obtain a second adjustment factor, specifically including:

[0152] After normalization, the system acquires the normalized trend index data, sets a set of predefined numerical boundaries, and limits the effective value range of the normalized trend index, such as between [0,1] or other reasonable ranges set according to the ship response model. To avoid the abnormal amplification of the trend index from causing nonlinear response in propulsion control, the system further introduces a compression function on top of the limited range to perform nonlinear compression mapping processing on the normalized trend index data. The compression function adopted is the sigmoid function. ,in, As a normalized trend indicator, As the slope adjustment factor, The center value of the preset interval range is used to limit the response intensity of trend changes within a convergent and controllable range, and the output compression result is used as the second adjustment factor.

[0153] In a preferred embodiment of the present invention, the propulsion execution module includes:

[0154] The data classification unit is used to bind the first adjustment factor and the corresponding propulsion vessel with numbers to obtain the adjustment factor mapping dataset.

[0155] The base speed unit is used to obtain the actual average speed value of each propulsion vessel in the previous navigation segment, which is used as the base speed value for adjusting the target speed in the current navigation segment.

[0156] The target speed unit is used to calculate the target speed setting value for each propulsion vessel in the current navigation segment based on the adjustment factor mapping dataset and its corresponding basic speed value, and obtain the target speed dataset.

[0157] The propulsion operation parameter unit is used to encode the target speed dataset according to the propulsion vessel number, package it into propulsion operation parameters, and send the propulsion operation parameters to each propulsion vessel to update the propulsion operation parameters for the current navigation segment.

[0158] In this embodiment of the invention, the data classification unit is used to bind the first adjustment factor and the corresponding propulsion vessel with numbers to obtain an adjustment factor mapping dataset, realizing the structural binding between the adjustment factor and the actual propulsion vessel object, ensuring that the adjustment parameters can be correctly referenced in the subsequent target speed calculation process; the base speed unit is used to obtain the actual average speed value of each propulsion vessel in the previous voyage segment as the base speed value for the target speed adjustment of the current voyage segment, avoiding control fluctuations caused by a certain instantaneous value and providing a stable data foundation in the time dimension; the target speed unit is used to calculate the target speed tuning value of each propulsion vessel in the current voyage segment according to the adjustment factor mapping dataset and its corresponding base speed value, obtaining a target speed dataset, generating the optimal target speed reflecting the adaptability of the current operating condition, avoiding the deviation caused by the traditional averaging method or experience setting method; the propulsion operation parameter unit is used to encode the target speed dataset according to the propulsion vessel number, package it into propulsion operation parameters, and send the propulsion operation parameters to each propulsion vessel to update the propulsion operation parameters of the current voyage segment, realizing a complete closed loop of accurately transmitting the data calculation results to the execution layer.

[0159] The target speed unit is used to calculate the target speed tuning value for each propulsion vessel during the current navigation segment based on the adjustment factor mapping dataset and its corresponding base speed value, thereby obtaining the target speed dataset, which specifically includes:

[0160] First, the system receives a regulation factor mapping dataset, which contains unique numbers of multiple propulsion vessels and their corresponding regulation factors. The regulation factors include the proportional enhancement factor of propulsion vessels in the first regulation category and the integral decay factor of propulsion vessels in the second regulation category. The system classifies the regulation factors of different types according to the vessel category label. The regulation factors are stored in a key-value pair structure, where the key is the number index of the propulsion vessel and the value is the regulation factor corresponding to the response state of the current navigation segment of the propulsion vessel.

[0161] Subsequently, the average rotational speed of each propulsion vessel in the previous navigation segment is retrieved as a reference baseline. The baseline rotational speed is then processed by moving average of the rotational speed sampling sequence within the navigation segment's time interval to eliminate abrupt changes caused by instantaneous disturbances, resulting in a more stable baseline rotational speed that accurately represents the actual propulsion state within the navigation segment. To ensure consistency, the system synchronously searches and compares the adjustment factor mapping dataset and the baseline rotational speed dataset, confirming that each numbered propulsion vessel has a valid record in both datasets and establishing a one-to-one calculation comparison table.

[0162] After data preparation, the target speed is calculated for each propulsion vessel. For the first type of adjustable propulsion vessel, the target speed is obtained by multiplying the base speed value by the proportional enhancement factor. For the second type of adjustable propulsion vessel, the target speed is calculated by correcting the base speed value with the integral attenuation factor. The processing logic is unified as applying a weighted factor to the base speed value. The formula for calculating the target speed can be expressed as: ,in Indicates the number is The target rotational speed of the propelling vessel during the current navigation segment. This indicates its base speed value. This represents the corresponding adjustment factor, which can be positive or negative, used to increase or decrease propulsion output respectively. The system performs this calculation process sequentially for all propulsion vessels and binds the calculated target rotational speed value to their respective propulsion vessel numbers, forming a data table with a unified structure.

[0163] 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 rotational speed coordinated propulsion system for a ship's propulsion power equipment, characterized in that, The system includes: The propulsion status assessment module is used to calculate the local disturbance value of the speed change sequence of each propulsion vessel in each navigation segment based on the output parameters of each propulsion vessel in multiple navigation segments, and to calculate the response fluctuation coefficient of each propulsion vessel based on the local disturbance value. The propulsion time delay assessment module is used to analyze the adjustment delay time of each propulsion vessel based on the time points of the speed change sequence and the propulsion load change points, and to obtain the joint offset based on the response fluctuation coefficient and the adjustment delay time. The propulsion classification module is used to classify each propulsion vessel into three propulsion operation levels: first adjustment category, second adjustment category, and no adjustment category, based on the joint offset, and to obtain propulsion operation level data. The speed tuning module is used to perform a proportional enhancement operation based on the difference in response fluctuation coefficient between the current sailing segment and the previous sailing segment in the first adjustment category, according to the propulsion operation level data, to obtain the first adjustment factor; In the second adjustment class, an integral attenuation operation is performed based on the difference sequence between the joint offset of the current navigation segment and the speed change sequence of the previous navigation segment to obtain the second adjustment factor; The propulsion execution module is used to calculate the target speed setting value of each propulsion vessel based on the first adjustment factor and the second adjustment factor, obtain the speed adjustment data, and send it to the propulsion power equipment of each propulsion vessel.

2. The rotational speed coordinated propulsion system for a ship propulsion power equipment according to claim 1, characterized in that, The propulsion status assessment module includes: The speed sequence unit is used to extract the speed values ​​of each propulsion vessel based on the output parameters of each propulsion vessel in multiple navigation segments, and arrange them in chronological order to obtain the speed change sequence; The differential extraction unit is used to perform first-order difference operations based on the rotational speed values ​​at adjacent time points in the rotational speed change sequence, calculate the rotational speed change value at each time point in each navigation segment, and obtain the disturbance value sequence data. The segmentation unit is used to slide according to a preset length based on the perturbation value sequence data to extract multiple perturbation segments of fixed length, thereby obtaining a perturbation segment set; The disturbance sorting unit is used to classify all disturbance segments in the disturbance segment set according to the navigation segment and the ship identification, construct the disturbance value matrix of each propulsion ship in each navigation segment, and obtain local disturbance value data; The response fluctuation coefficient unit is used to calculate the response fluctuation coefficient of each propulsion vessel in different navigation segments based on local disturbance value data.

3. The rotational speed coordinated propulsion system for a ship propulsion power equipment according to claim 2, characterized in that, The response fluctuation coefficient unit includes: The response fluctuation coefficient calculation unit is used to calculate the average speed value based on the speed change sequence of the propulsion vessel during the navigation segment; and to perform a normalization operation on the disturbance value of the propulsion vessel during the navigation segment and the average speed value of the propulsion vessel during the navigation segment to obtain the normalized disturbance value. Based on the normalized perturbation value, in each perturbation segment, the difference between the maximum and minimum normalized perturbation values ​​is calculated to obtain the perturbation range term; Based on the normalized perturbation value, calculate the difference in the rate of change between the current time point and the next time point to obtain the perturbation average gradient term; Calculate the average value of the normalized perturbation values ​​in the perturbation segment to obtain the normalized perturbation mean term; The disturbance range term, the disturbance average gradient term, and the normalized disturbance mean term are fused to obtain the fluctuation value of the disturbance segment; the average value of the fluctuation values ​​of all disturbance segments is calculated to obtain the response fluctuation coefficient.

4. The rotational speed coordinated propulsion system for a ship propulsion power equipment according to claim 3, characterized in that, The propulsion time delay assessment module includes: The target point calibration unit is used to set the propulsion load change point as the target time point in the speed change sequence of each propulsion vessel based on the position index of the propulsion load change point in the navigation time series; The response start point extraction unit is used to sequentially traverse the rotational speed change sequence of each propulsion vessel from the target time point backward, query the position where the disturbance amplitude first continuously exceeds the preset response threshold, and set the time point corresponding to that position as the response start point; The delay value generation unit is used to calculate the adjustment delay time of the propulsion vessel based on the time difference between the response start point and the target time point, and obtain the delay time data; The normalization processing unit is used to normalize the response fluctuation coefficient and delay time data of the propulsion vessel in the current navigation segment to obtain the normalized response value and the normalized delay value. The offset calculation unit is used to calculate the combined offset of the propulsion vessel in the current navigation segment by using the normalized response value as the amplitude factor and the normalized delay value as the hysteresis factor.

5. The rotational speed coordinated propulsion system for a ship propulsion power equipment according to claim 4, characterized in that, The offset calculation unit includes: The calling unit is used to call the normalized response value of each propulsion vessel in the current navigation segment and use it as the amplitude factor; and to call the normalized delay value after normalization processing and use it as the hysteresis factor. The joint scoring construction unit is used to calculate the joint score value of the disturbance intensity and response lag of the propulsion ship by weighted summation of the amplitude factor and lag factor, and obtain the basic data of the joint score value. The threshold limiting unit is used to perform upper and lower limit operations on the basic data of the joint score value to ensure that the score value is within the preset value range and to use it as the joint offset of the propulsion vessel in the current navigation segment.

6. The rotational speed coordinated propulsion system for a ship propulsion power unit according to claim 5, characterized in that, The propulsion grading module includes: Offset scale unit is used to determine the minimum and maximum values ​​of the joint offset of each propulsion vessel in the current navigation segment, and the difference between the maximum and minimum values ​​is set as the offset scale. The interval boundary calculation unit is used to obtain a first offset threshold by adding a first proportion of the offset scale to the minimum value of the joint offset, and to obtain a second offset threshold by adding a second proportion of the offset scale to the minimum value of the joint offset. The offset classification unit is used to classify a propulsion vessel into the first adjustment category when the combined offset is greater than the first offset threshold; to classify it into the non-adjustment category when the combined offset is not greater than the second offset threshold; and to classify it into the second adjustment category when the combined offset is between the two, thus obtaining the classification result data. The response label generation unit is used to generate corresponding propulsion operation level labels for each propulsion vessel based on the segmentation result data, and to summarize the labels of each propulsion vessel to obtain propulsion operation level data.

7. The rotational speed coordinated propulsion system for a ship propulsion power equipment according to claim 6, characterized in that, The interval boundary calculation unit includes: The quantity statistics unit is used to count the number of all propulsion vessels with joint offset data within the current navigation segment; The offset interval calculation unit is used to calculate the numerical difference between the maximum and minimum values ​​of the joint offset to obtain the total offset interval value. The average offset width unit is used to calculate the average offset width value of a single propulsion vessel based on the total offset interval value and the number of propulsion vessels. The ratio value generation unit is used to obtain a first ratio value based on the average offset width and a preset upper limit value; and to obtain a second ratio value based on the average offset width and a preset lower limit value.

8. The rotational speed coordinated propulsion system for a ship propulsion power equipment according to claim 7, characterized in that, The speed tuning module includes: The difference processing unit is used to extract the response fluctuation coefficient of the first type of regulating propulsion vessel in the current navigation segment and the previous navigation segment, calculate the numerical difference between the two, and obtain the fluctuation change difference. The interval statistical unit is used to retrieve the fluctuation variation difference of all first-class regulating propulsion vessels within the current navigation segment, and determine the numerical interval between its maximum and minimum values ​​to obtain the dynamic reference range; The proportional factor construction unit is used to perform linear proportional conversion based on the position of the fluctuation change difference of each first-class propulsion vessel within the dynamic reference range, and obtain the difference ratio data. The amplification factor generation unit is used to perform a product amplification calculation based on the difference ratio data and the load ratio of the propulsion vessel in the current navigation segment to obtain the first adjustment factor.

9. A rotational speed coordinated propulsion system for a ship propulsion power unit according to claim 8, characterized in that, The speed tuning module also includes: The trend construction unit is used to extract the speed change sequence of the second type of propulsion vessel in the previous navigation segment, and to perform difference calculation on the values ​​between adjacent time points to obtain the speed trend sequence. The trend accumulation unit is used to perform weighted superposition of the differences in the rotation speed trend sequence in chronological order to obtain the trend accumulation result data. The trend normalization unit is used to calculate the ratio of the cumulative trend result data with the maximum cumulative trend result among all second-class adjustment propulsion vessels in the current navigation segment, and obtain the normalized trend index data. The suppression factor generation unit is used to limit the normalized trend indicator data to a preset range and perform compression processing to obtain the second adjustment factor.

10. A rotational speed coordinated propulsion system for a ship propulsion power unit according to claim 9, characterized in that, The propulsion execution module includes: The data classification unit is used to bind the first adjustment factor and the corresponding propulsion vessel with numbers to obtain the adjustment factor mapping dataset. The base speed unit is used to obtain the actual average speed value of each propulsion vessel in the previous navigation segment, which is used as the base speed value for adjusting the target speed in the current navigation segment. The target speed unit is used to calculate the target speed setting value for each propulsion vessel in the current navigation segment based on the adjustment factor mapping dataset and its corresponding basic speed value, and obtain the target speed dataset. The propulsion operation parameter unit is used to encode the target speed dataset according to the propulsion vessel number, package it into propulsion operation parameters, and send the propulsion operation parameters to each propulsion vessel to update the propulsion operation parameters for the current navigation segment.

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