Ship berthing navigation control method in rapid current environment

Abstract

The application provides a kind of ship quick current environment under the control method of unberthing pilot operation, it is related to marine engineering equipment technical field.The method obtains ship static parameters and actual draught, generates ship hydrodynamic characteristic tensor;Three-dimensional flow velocity vector data, physical cable real-time tension vector, actual heading angle and actual yaw angle rate are obtained, and the stream velocity scalar and the absolute flow direction angle are extracted;Calculate relative drift angle, solve the original longitudinal force, the original transverse hydrodynamic force and the original yaw torque translated to the first back cable support point position;Based on the original yaw torque, the pre-tightening force threshold and the safe working load, the safety interlocking logic is constructed, the asymmetric uncabling timing instruction and the target external rotation angle rate are generated;The deviation between target and actual angle rate is calculated to generate instruction compensation torque, and the transverse fine-tuning thrust is issued according to the longitudinal force arm of the auxiliary tugboat.The application parasitizes the longitudinal flow force as the unberthing external rotation energy, eliminates the risk of quick current cable breaking and reduces the energy consumption of tugboat.

Description

Technical Field

[0001] This application relates to the field of marine engineering equipment technology, and in particular to a method for departure and pilotage control of ships in a rapid downstream environment. Background Technology

[0002] The maneuvering of very large vessels in confined berths encountering strong downstream currents has long been constrained by a technological paradigm that relies on high-powered tugboats and the ship's main engine to forcibly resist the force of the current. Existing technologies generally treat the hydrodynamic forces of strong downstream currents as a pure source of disturbance that disrupts the ship's attitude stability, attempting to maintain the geometric rigidity of the system by increasing the static traction of multiple azimuth tugboats and the binding force of multiple physical cables. However, the enormous longitudinal fluid kinetic energy in the strong current field and the lateral repulsive force generated by the slit effect often exceed the physical limits of the ship's mechanical power configuration, leading to the technical contradiction of "resisting the current equals losing control." The mismatch between the tugboat thrust and the current force field results in extremely uneven cable stress, and systemic tension imbalance becomes the core cause of cable breakage and collision accidents. Therefore, there is an urgent need to construct a reconfiguration mechanism that directly converts the potential energy of fluid disturbances into safe release power. Summary of the Invention

[0003] Firstly, this application provides a method for departure pilotage maneuvering and control of a ship in a rapid downstream environment. The method includes: acquiring the ship's static parameters, actual draft, and absolute topological coordinates of the wharf, and generating an initialized ship hydrodynamic characteristic tensor; acquiring three-dimensional velocity vector data, real-time tension vector of the physical cable, actual bow angle, and actual yaw rate, and extracting the downstream velocity scalar and absolute flow direction angle based on the three-dimensional velocity vector data; calculating the primary longitudinal thrust, primary lateral hydrodynamic force, and primary yaw moment for translation to the first mooring anchor point based on the downstream velocity scalar, the absolute flow direction angle, the ship hydrodynamic characteristic tensor, and the actual bow angle; generating an asymmetric unmooring timing command containing the target outward rotation rate when the primary yaw moment is greater than the activation threshold and the first mooring tension in the real-time tension vector of the physical cable is between the pretensioning threshold and the safe working load; calculating the deviation between the target outward rotation rate and the actual yaw rate, calculating the command compensation torque through a proportional torque control law, and calculating the lateral fine-tuning thrust based on the command compensation torque and the lever arm of the auxiliary tugboat relative to the ship's longitudinal center of gravity.

[0004] Optionally, the step of acquiring three-dimensional velocity vector data, real-time tension vector of physical cables, actual heading angle and actual yaw rate, and extracting downstream velocity scalar and absolute flow direction angle based on the three-dimensional velocity vector data includes: acquiring the three-dimensional velocity vector data containing time, height and width dimensions using a Doppler velocity profiler; performing time-domain digital filtering on the three-dimensional velocity vector data using a low-pass filter to extract the downstream velocity scalar and absolute flow direction angle after eliminating surface wave pulse noise; acquiring the analog voltage signal of each physical cable and generating the real-time tension vector of the physical cable by fitting a curve; acquiring the original message through an attitude compass device and a satellite positioning array, and executing a data fusion filtering algorithm to extract the actual heading angle and the actual yaw rate.

[0005] Optionally, the calculation of the primary longitudinal thrust, primary lateral hydrodynamic force, and primary yaw moment for translation to the bow line anchor position based on the downstream velocity scalar, the absolute flow direction angle, the ship's hydrodynamic characteristic tensor, and the actual bow angle includes: obtaining the actual relative drift angle based on the difference between the absolute flow direction angle and the actual bow angle; calculating the primary longitudinal thrust based on the fluid density, the downstream velocity scalar, the ship's length between perpendiculars in the ship's static parameters, the actual draft, and the hydrodynamic longitudinal drag coefficient; and calculating the primary longitudinal thrust based on the fluid density, the downstream velocity scalar, the ship's length between perpendiculars in the ship's static parameters, the actual draft, and the hydrodynamic longitudinal drag coefficient. The primary lateral hydrodynamic force is calculated using the velocity scalar, the ship's length between perpendiculars, the actual draft, and the hydrodynamic lateral force coefficient. The primary yaw moment at the center of gravity is calculated based on the fluid density, the downstream velocity scalar, the ship's length between perpendiculars, the actual draft, the bow roll coefficient, and the bank repulsion coefficient. Based on the primary yaw moment at the center of gravity, the primary yaw moment is generated by translating the product of the primary lateral hydrodynamic force and the longitudinal arm of the first mooring line, and the product of the primary longitudinal impulse and the lateral arm of the first mooring line, using the parallel axis theorem.

[0006] Optionally, the method for calculating the quay wall repulsion effect coefficient includes: obtaining the distance between the ship's side and the dock, and obtaining the ratio of the distance between the ship's side and the dock to the beam in the ship's static parameters; when the ratio is less than the safety boundary condition, calculating the quay wall repulsion effect coefficient by adding the product of the first constant term and the square of the second constant term and the first difference, wherein the first difference is the first constant term minus half of the ratio.

[0007] Optionally, the method for generating the start-up threshold includes: obtaining the static friction limit torque of the bollard; obtaining the still water yaw damping torque, wherein the still water yaw damping torque is calculated by the continuous product of the still water yaw damping coefficient, the square of the ship's length between perpendiculars in the ship's static parameters, and the actual draft; and summing the static friction limit torque of the bollard and the still water yaw damping torque to generate the start-up threshold.

[0008] Optionally, when the original yaw moment is greater than the activation threshold, and the tension of the first yaw mooring line in the real-time tension vector of the physical cable is between the pretension threshold and the safe working load, generating an asymmetric unhooking timing instruction containing the target outward rotation rate includes: when the original yaw moment is greater than the activation threshold, and the tension of the first yaw mooring line in the real-time tension vector of the physical cable is greater than or equal to the pretension threshold and less than or equal to the safe working load, generating an initial unhooking instruction to release the stern cable and the first cross cable while retaining the first yaw mooring line; extracting the available width of the safe channel ahead of the berth and the length between the ship's perpendiculars in the ship's static parameters; dividing the available width of the safe channel ahead of the berth by the length between the ship's perpendiculars to generate a first ratio, and extracting the minimum value between the constant and the first ratio; performing an arcsine operation on the minimum value and dividing it by the maximum safe departure time to generate the target outward rotation rate; and generating a final unhooking instruction to release the first yaw mooring line when the change in the actual heading angle is greater than the target safe departure yaw angle threshold.

[0009] Optionally, the method for generating the target safe departure yaw angle threshold includes: obtaining a preset safe distance between the stern and the shore; dividing the safe distance between the stern and the shore by the length between the ship's perpendiculars to generate a second ratio; and performing an arcsine operation on the second ratio to generate the target safe departure yaw angle threshold.

[0010] Optionally, the step of calculating the deviation between the target outward rotation rate and the actual yaw rate, calculating the command compensation torque through the proportional torque control law, and calculating the lateral fine-tuning thrust based on the command compensation torque and the lever arm of the auxiliary tugboat relative to the longitudinal center of gravity of the ship includes: calculating the angular rate deviation between the target outward rotation rate and the actual yaw rate; multiplying the angular rate deviation by the proportional control torque feedback gain coefficient to calculate the command compensation torque, wherein the proportional control torque feedback gain coefficient is obtained by dividing the upper limit of the lateral torque capability of the auxiliary tugboat by the maximum tolerable angular rate error limit; and dividing the command compensation torque by the lever arm of the auxiliary tugboat relative to the longitudinal center of gravity of the ship to generate the lateral fine-tuning thrust.

[0011] Secondly, this application provides a ship departure and pilotage control system for a ship operating in a rapidly downstream environment. The system includes: a data parameter initialization module configured to acquire ship static parameters, actual draft, and absolute topological coordinates of the dock, and generate an initialized ship hydrodynamic characteristic tensor; a multimodal flow field and attitude perception gateway module configured to acquire three-dimensional velocity vector data, real-time tension vector of physical cables, actual bow angle, and actual yaw rate, and extract a downstream velocity scalar and an absolute flow direction angle based on the three-dimensional velocity vector data; and a momentum balance calculation coprocessor module configured to calculate the native longitudinal impulse based on the downstream velocity scalar, the absolute flow direction angle, the ship hydrodynamic characteristic tensor, and the actual bow angle. The system includes: a native lateral hydrodynamic force and a native yaw moment for translation to the first uncoiling mooring support position; a departure timing arbitration bus module configured to generate an asymmetric uncoiling timing command containing the target external rotation rate when the native yaw moment is greater than the activation threshold and the first uncoiling mooring tension in the real-time tension vector of the physical mooring is between the pretension threshold and the safe working load; and a tugboat cooperative thrust distribution gateway module configured to calculate the deviation between the target external rotation rate and the actual yaw rate, calculate the command compensation torque through the proportional torque control law, and calculate the lateral fine-tuning thrust based on the command compensation torque and the lever arm of the auxiliary tugboat from the longitudinal center of gravity of the ship.

[0012] The method provided in this application establishes a first-principles constraint for rigid body dynamics by acquiring flow field and ship physical parameters, and deconstructs the destructive hydrodynamic work model. This scheme reconstructs the enormous longitudinal impact force of the water flow and the repulsive effect of the shore wall into parasitic energy of outward rotation after leaving the berth. Safety interlocking logic is triggered by physical sensing signals, and asymmetric unmooring timing commands are issued. The auxiliary tugboat is deployed as a lateral damping compensator, and its thrust strictly follows the proportional torque feedback law and lever arm distribution. This technology completely eliminates the stress tearing brittleness accumulated by multiple cables resisting the current, significantly reduces the mechanical power consumption of the tugboat in fast downstream environments, and constructs a systemic safe operation link with no confrontation and zero collisions in restricted berths. Attached Figure Description

[0013] Figure 1 This is a flowchart of a ship departure pilotage maneuvering control method provided in an embodiment of this application under rapid downstream conditions;

[0014] Figure 2 This is a structural block diagram of a ship departure and pilotage control system in a rapid downstream environment provided in one embodiment of this application. Detailed Implementation

[0015] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below in conjunction with the accompanying drawings and specific embodiments. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0016] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0017] To enable those skilled in the art to better understand the technical solution of this application, the application will be further described in detail below with reference to the accompanying drawings.

[0018] This embodiment provides a method for unberthing pilotage control in a fast-flowing environment. In a specific implementation, this method employs a yaw moment decoupling model that integrates multimodal flow field sensing and dynamic tension acquisition signals. Combined with a proportional control law incorporating physical lever arm constraints, it issues lateral fine-tuning thrust and asymmetric unhooking timing commands. This allows the parasitic longitudinal force of the fast-flowing field to be converted into spontaneous unhooking kinetic energy from the ship's stern, and the unberthing rotation attitude is maintained using minimized-dimension damping control. This method solves the technical problem in existing technologies where the reliance on high-powered tugboats and the ship's main engine for strong pulling leads to extremely uneven cable tension, resulting in cable breakage and uncontrolled collisions. It achieves the beneficial effects of reducing the mechanical energy consumption of tugboat equipment, completely eliminating the physical brittleness risk caused by rigid current resistance, and realizing standardized and safe unberthing control.

[0019] S100 acquires the ship's static parameters, actual draft, and absolute topological coordinates of the wharf, and generates an initialized ship hydrodynamic feature tensor.

[0020] The data parameter initialization module reads the ship's static parameters pre-loaded into the ship management system. These static parameters include the ship's length between perpendiculars. and width Meanwhile, the data parameter initialization module reads the current actual draft output by the sensor from the shipboard loading instrument via a hardwired communication interface. The system reads the absolute topological coordinates of the current berth via an external Ethernet interface connected to the port information system. Subsequently, the data parameter initialization module performs a serialization and packing operation on the extracted physical dimension scalar data according to a preset contiguous storage structure in memory. After the packing is completed, the data parameter initialization module generates an initialized ship hydrodynamic feature tensor. The ship's hydrodynamic characteristic tensor At least include the extracted Fields Fields and The fields are continuously written into a fixed shared memory area of ​​the operating system, thereby forming the unique reference physical size constraint boundary for subsequent rigid body kinematic equations and fluid decoupling operations.

[0021] For example, in one specific implementation process, the target vessel read by the data parameter initialization module is a supertanker fully loaded with crude oil. The static parameters of the vessel read are: length between perpendiculars of the vessel. Values , width Values The shipboard loading instrument sends real-time messages to the data parameter initialization module via an isolated serial communication interface, from which the actual draft is extracted. scalar value The data parameter initialization module will initialize the above... , and Combining 32-bit floating-point data types, the data is filled into a predefined memory structure, generating a dimension of... Ship hydrodynamic characteristic tensor This tensor data structure ensures that downstream processors are protected from asynchronously updated data corruption when performing lever arm or force area multiplication operations.

[0022] S200 acquires three-dimensional velocity vector data, real-time tension vector of physical cables, actual heading angle and actual yaw rate, and extracts downstream velocity scalar and absolute flow direction angle based on the three-dimensional velocity vector data.

[0023] The multimodal flow field and attitude sensing gateway module reads high-frequency ultrasonic echo signals emitted by acoustic Doppler velocity profiling devices deployed below the waterline at the bow, midships, and stern of the ship via a data acquisition interface. The phase unwrapping subunit within the multimodal flow field and attitude sensing gateway module performs Doppler frequency shift feature decoding on the high-frequency ultrasonic echo signals to obtain raw three-dimensional velocity vector data containing the time axis, water depth slice layers, and three-dimensional orthogonal coordinate axes. Subsequently, the multimodal flow field and attitude perception gateway module invokes a low-pass filter embedded within the microcontroller to process the extracted three-dimensional flow velocity vector data. Each spatial axis component is subjected to time-domain digital filtering to remove high-frequency pulse interference values ​​caused by surface wind waves and irregular eddies on the ship's side. The filtering process outputs a stable depth-averaged velocity vector sequence, based on which the multimodal flow field and attitude sensing gateway module extracts the downstream velocity scalar in the geographic absolute coordinate system. And the absolute direction angle of water flow pointing towards the geomagnetic poles .

[0024] For example, the phase unwrapping subunit within the multimodal flow field and attitude sensing gateway module reads three-dimensional flow velocity vector data from the acoustic Doppler velocity profiler. Includes underwater within a sampling period Three-dimensional spatial array data of depth slice layers. The low-pass filter is strictly configured so that the first-order cutoff frequency is equal to... A Butterworth low-pass filter was used. After attenuation and smoothing by this Butterworth low-pass filter, high-frequency wave clutter was effectively filtered out. The steady-state vector of the filter output is displayed in polar coordinates in the geographic absolute coordinate system, and the extracted downstream velocity scalar is shown. Has a definite scalar value (equivalent to) At the same time, the absolute flow direction angle, which represents the overall forward direction of the water flow, is extracted. The value is (equivalent to) True azimuth.

[0025] Furthermore, the multimodal flow field and attitude sensing gateway module utilizes a high-speed analog-to-digital converter circuit with a preset baud rate to synchronously sample the analog voltage signals output by resistance strain gauge tension sensors installed at various guide holes, including the bow cable, bow cross cable, stern cross cable, and stern cross cable. Based on a pre-calibrated polynomial stiffness fitting curve matrix stored in non-volatile memory, the multimodal flow field and attitude sensing gateway module maps the sampled analog voltage signals channel by channel into physical tension values, generating a discretely distributed real-time physical cable tension vector. .

[0026] For example, when reading the physical cable tension signal, the analog voltage signal output by the tension sensor mounted on the first inverted cable diversion pile is: The multimodal flow field and attitude sensing gateway module calls the third-order polynomial fitting curve formula in memory to... The analog level signal is uniquely mapped to The tension scalar value. The scalar values ​​corresponding to each mooring position are combined and output as the real-time tension vector of the physical cable. This includes records The first cable reversing channel register field for tension value.

[0027] Furthermore, the multimodal flow field and attitude perception gateway module continuously reads the original message sequences emitted by the shipborne fiber optic gyroscope attitude compass and the high-precision satellite positioning array through an isolated serial communication interface and local area network protocol. The multimodal flow field and attitude perception gateway module executes an extended Kalman filter algorithm, performing data-level fusion of high-frequency attitude drift and low-frequency absolute position coordinates through state prediction equations and measurement update equations, extracting the current error-corrected actual bow angle of the ship. The actual yaw rate that records the speed of yaw rotation .

[0028] For example, the Extended Kalman Filter (EKF) algorithm internally maintains a priori distribution matrix containing six degrees of freedom states. By processing the high-frequency angular velocity signal output from the fiber optic gyroscope and the low-frequency heading update message output from the satellite positioning array, the EKF algorithm outputs a converged optimal estimated state vector. The actual bow angle of the ship is extracted from this optimal estimated state vector. The value is (about (azimuth), the extracted actual yaw rate for .

[0029] S300 calculates the primary longitudinal impulse, primary lateral hydrodynamic force, and primary yaw moment when the ship is translated to the bow mooring position based on the downstream velocity scalar, the absolute flow direction angle, the ship hydrodynamic characteristic tensor, and the actual heading angle.

[0030] The momentum balance solution coprocessor module obtains the downstream velocity scalar output from step S200. Absolute angle of water flow Actual bow angle And including the length between ship perpendiculars and actual draft Ship hydrodynamic characteristic tensor The momentum balance solution coprocessor module performs spatial geometric subtraction operations, utilizing the absolute flow direction angle of the water flow. Subtract the actual heading angle Calculate and obtain the actual relative drift angle The actual relative drift angle Physically, it represents the angle between the fluid velocity vector plane and the longitudinal midsection of the hull.

[0031] Subsequently, the momentum balance solution coprocessor module loads the discretized rigid body-fluid dynamics coupled equations. First, the constant fluid density is extracted. Regarding the work done by the ship's longitudinal motion, the momentum balance calculation coprocessor module calculates the momentum based on the fluid density. Multiply by the downstream velocity scalar The square of the length of the ship's perpendiculars multiplied by the length of the ship's perpendiculars. Multiply by the actual draft Multiply by the actual relative drift angle The longitudinal drag coefficient of hydrodynamics obtained by interpolation in the first hydrodynamic test spectrum Finally, by multiplying by a constant factor of 0.5, the original longitudinal impulse exerted by the flow field on the ship's center of gravity is calculated. Regarding the lateral compression work property of ships, the momentum balance calculation coprocessor module calculates the momentum based on fluid density. Multiply by the downstream velocity scalar The square of the length of the ship's perpendiculars multiplied by the length of the ship's perpendiculars. Multiply by the actual draft Multiply by the actual relative drift angle The hydrodynamic lateral force coefficients obtained by interpolation search in the second hydrodynamic test atlas Finally, by multiplying by a constant factor of 0.5, the original lateral hydrodynamic force exerted by the flow field on the ship's center of gravity is calculated. .

[0032] For example, in the derivation of the discretized rigid body-fluid dynamics coupled equations, the constant fluid density Set as Actual relative drift angle The result is calculated as follows (about The longitudinal hydrodynamic drag coefficient is obtained through interpolation. Substituting the numerical values ​​into the original longitudinal impulse In the formula: After the fixed-point matrix operation acceleration library multiplication operation, the original longitudinal impulse is output. The value is The dimensional algebraic derivation is as follows: The final conversion unit remains the same. Similarly, the hydrodynamic lateral force coefficient can be obtained through interpolation. Substituting the original lateral hydrodynamics The formula is used to calculate... .

[0033] After completing the calculation of the lateral and longitudinal forces, the momentum balance coprocessor module calculates the native yaw moment at the center of gravity. The momentum balance coprocessor module calculates the yaw moment based on the fluid density. Multiply by the downstream velocity scalar The square of the length of the ship's perpendiculars multiplied by the length of the ship's perpendiculars. The square of the number of times the actual draft is multiplied by the actual draft. Multiply by the actual relative drift angle Find the obtained bow roll coefficient and the bank repulsion effect coefficient Finally, the yaw rotation torque at the center of gravity is calculated by multiplying by a constant factor of 0.5.

[0034] The bank repulsion effect coefficient The calculation process is executed independently: the momentum balance solution coprocessor module obtains the distance between the ship's side and the dock through radar or electronic chart ranging, and obtains the same width as the distance between the ship's side and the dock. The ratio. When the ratio is less than the preset safety boundary condition of the extremely narrow waterway (e.g., When the momentum balance solution coprocessor module uses the preset empirical correction equation for flow tube contraction, it calculates the momentum balance solution using the first constant term (constant). Add the second constant term (correction intensity factor) The bank repulsion effect coefficient is output by continuously multiplying the squares of the first difference with the first difference. The first difference is the first constant term (constant). Subtract half of that ratio.

[0035] Subsequently, the momentum balance calculation coprocessor module, based on the rigid body parallel axis theorem translation criterion, introduces the lever arm containing the first-turn cable constraint into the rotational yaw system. The momentum balance calculation coprocessor module reads the longitudinal lever arm of the first-turn cable. Multiply it by the calculated native lateral hydrodynamic force Generate the outward rotation torque component induced by lateral repulsion; simultaneously read the lateral lever arm of the first cable reversal. Multiply it by the calculated original longitudinal impulse. The longitudinal water-blocking induced inward swirl moment component is generated. The momentum balance calculation coprocessor module performs addition on the original yaw moment and outward swirl moment components at the center of gravity, and subtracts the inward swirl moment component, thereby outputting the complete original yaw moment after translation to the first towline pivot position. .

[0036] For example, in solving for the original yaw moment at the center of gravity, the low-pressure area near the dock due to the downstream flow highlights the repulsive effect of the quay wall. (Obtain the ship's beam.) The rangefinder obtains the current distance between the ship's side and the dock. Calculate the spacing ratio. .because The safety boundary conditions trigger the shoreline repulsion calculation logic. The first difference equals... Bank repulsion effect coefficient Interpolation to find the bow roll coefficient Substituting into the equation, the original yaw moment at the center of gravity is equal to... .

[0037] During the moment translation phase, the longitudinal lever arm of the first-turning mooring line from the anchor point of the first-turning mooring line to the ship's center of gravity is... The lateral lever arm of the first inverted cable to the longitudinal mid-section The partial term of the transverse repulsion-induced external rotation torque is as follows: The partial term of the inward swirling torque induced by longitudinal water obstruction is: The final output is the original yaw moment shifted to the first tilting cable pivot point. The positive magnitude indicates that the rapid downstream current, under the transformation of the physical lever arm, is successfully deconstructed into a huge driving potential energy propelling the stern outwards towards the center of the river. In the dimensional algebraic derivation, force ( ) and distance ( The product of ) produces torque ( All additions and subtractions are in absolute dimensional balance. The momentum balance solution coprocessor module will include... The floating-point matrix of the field is stored in memory to facilitate concurrent scheduling and processing in the next time slot of the system.

[0038] S400 When the original yaw moment is greater than the start threshold and the first cable tension in the real-time tension vector of the physical cable is between the pretension threshold and the safe working load, an asymmetric uncoiling timing command containing the target external rotation rate is generated.

[0039] The departure timing arbitration bus module is pre-configured with a safety interlock state machine based on a hard real-time operating system. The departure timing arbitration bus module extracts the physical spin-starting resistance boundary, i.e., the start-up threshold, from the storage area. Startup threshold The acquisition relies on the internal calculation loop: extracting the static friction limit torque of the cable bollard with fixed parameters. Extracting the still water yaw damping coefficient The still water yaw damping coefficient Multiply by the length between the ship's perpendiculars The square of the actual draft Obtain the still water yaw damping moment .Will and Directly summing generates a definite start threshold for physical units. .

[0040] Within each calculation clock cycle, the departure timing arbitration bus module receives the native yaw torque. Real-time tension vector of physical cable The system performs a Boolean AND operation on the input value to determine: when the original yaw torque is... The value is greater than the generated startup threshold. At that time, the system confirms that the potential energy of the flow field has the conditions to overcome physical resistance; simultaneously, it makes parallel judgments. The tension of the first cable reversal calculated from the analysis must be greater than or equal to the set preload threshold. This indicates that the rigid constraint arm has been established, and the tension must be less than or equal to the set safe working load of the cable. This confirms that the system is far from the risk of metal fatigue or fracture. Once the above triple interlocking conditions are met, the state machine outputs a toggle signal.

[0041] For example, the system extracts the static friction limit torque of the cable-stayed bollard. Still water yaw damping coefficient Set as Calculate the still water yaw damping moment. , converted The starting threshold generated by summation. Preload threshold Defined as Safe workload Defined as At a specific clock tick, if the following is calculated: greater than And the first cable tension return value is Obviously in The safe window range meets the triggering conditions.

[0042] As the state machine signal flips, the departure timing arbitration bus module performs a write operation, generating an initial unhooking command to release the tail cable and the first cross cable while absolutely retaining the first reverse cable, which triggers the winch to release the cable via the industrial fieldbus.

[0043] Subsequently, the departure timing arbitration bus module extracts the available width of the safe channel ahead of the berth. Length between the ship's perpendicular line This generates the first ratio after dividing the two. To eliminate the risk of mathematical domain collapse due to overdefinition of inverse trigonometric functions when long ships are moored in narrow channels, the system extracts the constant 1 ( The system calculates the ratio of the two values ​​and outputs the minimum of the two. The system then applies an arcsine function to this minimum value. The calculation is performed to determine the maximum permissible swing angle constraint, and then this angle is divided by the maximum safe departure time. Generate a constant target spin angular rate .

[0044] For example, obtain the available width of the safe channel in front of the berth. Divide by the length between the ship's perpendiculars Obtain the first ratio .Compare and Minimum value output Perform an arcsine operation on it. The maximum safe departure time is known. The target's external rotation angular rate is obtained by division. In this dimensional algebraic derivation, the arcsine operator handles dimensionless inputs and outputs in radians. The dimension of rotational angular velocity is generated by bisecting the time variable. .

[0045] Finally, the departure timing arbitration bus module continuously monitors the difference in bow angle to extract the safe stern clearance from shore. Divide by the length between the ship's perpendiculars A second ratio is formed, and an arcsine operation is performed on it to generate the target safe escape yaw angle threshold. When monitoring confirms that the actual change in heading angle significantly exceeds the target's safe departure yaw angle threshold... At that time, the system pushes the final execution flag onto the timing bus, generating the final unhooking instruction to release the unique constraint first cable.

[0046] For example, a preset safe distance between the stern and the shore is provided. The ratio is The arcsine operation is used to obtain the target's safe escape yaw angle threshold. At this point, the stern has completely left the strongly coupled flow field region caused by the repulsive effect of the shore wall, and the complete release action no longer poses a risk of collision with the shore.

[0047] S500 calculates the deviation between the target outward rotation rate and the actual yaw rate, calculates the command compensation torque through the proportional torque control law, and calculates the lateral fine-tuning thrust based on the command compensation torque and the lever arm of the auxiliary tugboat relative to the longitudinal center of gravity of the ship.

[0048] The tugboat collaborative thrust distribution gateway module obtains the actual yaw rate calculated in the preceding steps. With the planned target outward rotation rate The tugboat cooperative thrust distribution gateway module performs scalar subtraction and outputs the angular rate deviation required by the control equations. .

[0049] To convert the rotational speed deviation into a damping compensation torque, the tugboat cooperative thrust distribution gateway module invokes a proportional control torque feedback gain coefficient with physical white-box characteristics. This gain coefficient is determined by the upper limit of the auxiliary tugboat's lateral torque capability residing in memory. Divide by the maximum tolerable angular rate error limit defined by the system designer. The tugboat cooperative thrust distribution gateway module executes a hard-coded proportional torque control law to determine the angular rate deviation. With the proportional control torque feedback gain coefficient Perform the product operation to generate the command compensation torque required to eliminate rotational dynamic errors. .

[0050] For example, the actual yaw rate calculated by the measured fiber optic compass. Extract the target's external rotation angular rate. The angular velocity deviation resulting from the subtraction This indicates that the natural outward swirling of the water flow is too rapid and requires damping correction. Adjust the configuration of the stationary tugboats to enhance the static drag force of the auxiliary tugboats. Its working point is located at the rear of the ship's center of gravity. Therefore, the upper limit of the lateral moment capacity is... Define the maximum tolerable angular rate error limit. Calculate the proportional control torque feedback gain coefficient. By multiplying the equations, the command compensation torque is generated. In the derivation of dimensions, The dimensions are strictly aligned and the physical meaning is self-evident as the value of the compensating torque.

[0051] In generating command compensation torque Subsequently, the tugboat collaborative thrust distribution gateway module prohibits the direct issuance of torque commands to prevent the tugboat bridge from irrationally and blindly using thrust. The tugboat collaborative thrust distribution gateway module reads the lashing coordinates of the current auxiliary tugboat via radar or pilotage schedule to obtain the physical working arm of the auxiliary tugboat relative to the ship's longitudinal center of gravity. The tugboat cooperative thrust distribution gateway module will calculate the command compensation torque. Divide by the lever arm of the auxiliary tugboat from the longitudinal center of gravity of the ship. The rigid body lever mechanics mapping is performed, and finally the lateral fine-tuning thrust that is accurately issued to a single working entity is calculated and generated. This value is transmitted via a wireless high-frequency communication gateway to the tugboat's Z-Drive propeller controller terminal for physical output response.

[0052] For example, the position of the tugboat in a standby state is read to confirm that it is located at the guide hole of the stern fender. The lever arm of the auxiliary tugboat relative to the longitudinal center of gravity of the ship is obtained. The calculated command compensation torque will be used to compensate for the torque. Divide by The calculation yields... The final lateral fine-tuning thrust is distributed to the stern tugboat. for (The negative sign corresponds to a reverse tail-pressing and pushing command). Dimensional derivation. This output value is significantly lower than the traditional maximum configuration of a tugboat. The method clearly and quantitatively presents the extremely low energy consumption level after reducing mechanical resistance to torque parasitic fine-tuning, thus solving the fundamental contradiction of easy breakage under strong tension in existing methods.

[0053] Furthermore, to suppress decision-making failure caused by sudden sensor drift, this application provides a parameter cross-validation and interlocking disconnection mechanism.

[0054] The momentum balance calculation coprocessor module performs calculations on the native yaw moment. The derivative of the original yaw moment is calculated using a difference operation over a time step; simultaneously, the multimodal flow field and attitude sensing gateway module calculates the rate of change of the first-turn cable tension with the time gradient. The system's internal microprocessor performs a division comparison algorithm to evaluate the mathematical divergence between the two. If the comparison results indicate that the divergence between the derivative of the original yaw moment and the rate of change of the first-turn cable tension exceeds a preset associated safety limit (e.g., the difference widens to...), the system will proceed with the calculation. This indicates that the underlying Doppler current meter has failed due to severe turbulent noise contamination; or that the tension signal of the first cable reversal transmitted by the tension sensor exceeds the safe operating load. The warning ratio (e.g., approaching extreme values) ).

[0055] When any of the aforementioned physical crisis conditions is met, the system immediately flips the interrupt execution register. The unberthing timing arbitration bus module unconditionally freezes the outgoing transmission link of its asymmetric unmooring timing command. Simultaneously, the tugboat cooperative thrust distribution gateway module abandons conventional feedback compensation law calculations, activates the redundant safety control layer embedded in the underlying hardware, forcibly bypasses the lever arm division unit, and directly outputs a data message with the capped physical threshold, generating an auxiliary tugboat omnidirectional thrust standby command with full power coverage. This forces the system to switch from a controlled state to a mechanically suppressed state with extreme physical damping, ensuring that the hull does not experience extreme deflection or cable breakage during occasional catastrophic nonlinear mutations in the rapid downstream current.

[0056] For example, during the unmooring and repositioning phase, the first repositioning cable tension sensor continuously... The data transmitted within the window width exhibits a steep quadratic incline, with the peak tension of the first cable reversal recorded as follows: Safe workload Defined as The warning ratio is (Right now Input decision tree confirmation. The microprocessor triggers a hard interrupt function, blocking the network packet outgoing process and calling the pre-configured constant matrix. The tugboat's cooperative thrust distribution gateway module instantaneously broadcasts the command field EMG_TUG_HOLD_100. Upon receiving the omnidirectional thrust standby command, the accompanying tugboat immediately applies maximum thrust to the pier side from the stern. The shore-pushing static column force. This safety closed-loop verification not only eliminates the practical limitations of first-principles algorithms that rely excessively on the accuracy of environmental sensors, but also maintains the bottom line of physical safety isolation for ultra-large ships under force majeure.

[0057] This embodiment also provides a departure and pilotage control system for ships in rapid downstream environments.

[0058] The system includes a data parameter initialization module, configured to acquire ship static parameters, actual draft, and absolute topological coordinates of the wharf, and generate an initialized ship hydrodynamic feature tensor.

[0059] This module is deployed within a ruggedized embedded industrial computer on the ship's bridge. It includes a serial data acquisition front-end component based on the RS-232 / 422 standard to read loading instrument protocol messages, and internally maintains dedicated contiguous address memory blocks to store HydroTensor feature tensor entities. For example, this module reads the captain's... , ship width and drinking water It is packaged into a one-dimensional array structure of floating-point numbers with a continuous address length of 12 bytes.

[0060] The system also includes a multimodal flow field and attitude perception gateway module, configured to acquire flow field vector data, real-time tension vector of physical cables, actual heading angle and actual yaw rate, and extract downstream velocity scalar and absolute flow direction angle based on the flow field vector data.

[0061] This module is mapped as a highly integrated edge computing gateway deployed on the pilot portable terminal (PPU). Its hardware integrates a high-speed analog-to-digital converter (ADC) sampling chip and a microcontroller cluster. Internally, it incorporates a phase unwrapping component and an EKF coprocessor unit that performs matrix prediction. For example, its EKF coprocessor unit fuses high-frequency FOG gyroscope messages and low-frequency RTK positioning frames to calculate the flow velocity. The draft and quaternion pose are uniformly encapsulated in the EnvironmentStateTensor composite structure variable.

[0062] The system also includes a momentum balance calculation coprocessor module, configured to calculate the native longitudinal impulse, the native lateral hydrodynamic force, and the native yaw moment as it moves to the first tow line support position.

[0063] This module is deployed on an industrial-grade field-programmable gate array (FPGA) computing cluster and includes a Newton-Euler matrix hardwired solver component with a high-throughput parallel multiply-accumulate (MAC) unit. For example, it statically maintains a floating-point structure matrix EquilibriumStateMatrix in dual-port dynamic video memory (VRAM) to calculate the native longitudinal impulse. and parasitic yaw moment Write to the fixed register address space.

[0064] The system also includes an unberthing timing arbitration bus module configured to generate asymmetric unwinding timing commands containing the target outward rotation angular rate.

[0065] This module is built on a hard real-time industrial bus layer and programmable logic controller (PLC) hardware system that conforms to the Time-Sensitive Networking (TSN) protocol. The core control component is a deterministic safety interlocking arbitration state machine driven by triple AND gate logic. For example, if the state machine determines that the yaw torque exceeds the activation threshold and the physical tension has not triggered locking, it will trigger a latch transition, generate a digital Boolean message in the SequenceStateQueue, and send a hold-the-first-cable-falling command to the winch driver via the Modbus / TCP protocol, with a control delay of no more than 20 milliseconds.

[0066] The system also includes a tugboat cooperative thrust distribution gateway module, configured to calculate command compensation torque through a proportional torque control law and calculate lateral fine-tuning thrust based on the lever arm.

[0067] This module is mapped and deployed in the industrial vehicle terminal (VMT) of the azimuth tugboat's cab. The hardware architecture incorporates a VHF Data Exchange System (VDES) and integrates a floating-point instruction interpreter and a longitudinal lever arm calibration conversion unit based on the tugboat's physical position. For example, the physical lever arm calibration conversion unit converts the instruction-compensated torque. Divide by the longitudinal lever arm of the tugboat Scalar fine-tuning thrust is obtained The data is packaged into a ThrustVectorPacket and output to the thruster servo port.

[0068] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit described above can be implemented in hardware.

[0069] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for departure and pilotage control of a ship in a rapid downstream environment, characterized in that, The method includes: Obtain the ship's static parameters, actual draft, and absolute topological coordinates of the wharf, and generate an initialized ship hydrodynamic feature tensor; Acquire three-dimensional velocity vector data, real-time tension vector of physical cables, actual heading angle and actual yaw rate, and extract downstream velocity scalar and absolute flow direction angle based on the three-dimensional velocity vector data; Based on the downstream velocity scalar, the absolute flow direction angle, the ship hydrodynamic characteristic tensor, and the actual heading angle, calculate the original longitudinal impulse, the original lateral hydrodynamic force, and the original yaw moment when translated to the bow mooring support position. When the original yaw moment is greater than the start threshold, and the first cable tension in the real-time tension vector of the physical cable is between the pretension threshold and the safe working load, an asymmetric uncoiling timing command containing the target external rotation rate is generated. The deviation between the target outward rotation rate and the actual yaw rate is calculated, the command compensation torque is calculated using the proportional torque control law, and the lateral fine-tuning thrust is calculated based on the command compensation torque and the lever arm of the auxiliary tugboat relative to the longitudinal center of gravity of the ship.

2. The method according to claim 1, characterized in that, The acquisition of three-dimensional velocity vector data, real-time tension vector of physical cables, actual heading angle and actual yaw rate, and extraction of downstream velocity scalar and absolute flow direction angle based on the three-dimensional velocity vector data, includes: The three-dimensional velocity vector data, including time, height, and width dimensions, is obtained using a Doppler velocity profiling device; The three-dimensional velocity vector data is digitally filtered in the time domain using a low-pass filter to extract the downstream velocity scalar and the absolute flow direction angle of the water flow after eliminating surface wave pulse noise. The analog voltage signals of each physical cable are acquired, and the real-time tension vector of the physical cable is generated by fitting the curve. The original message is obtained by using an attitude measuring compass device and a satellite positioning array, and the actual heading angle and the actual yaw rate are extracted by executing a data fusion filtering algorithm.

3. The method according to claim 1, characterized in that, The calculation of the primary longitudinal impulse, primary lateral hydrodynamic force, and primary yaw moment at the bow anchor position based on the downstream velocity scalar, the absolute flow direction angle, the ship's hydrodynamic characteristic tensor, and the actual bow angle includes: The actual relative drift angle is obtained based on the difference between the absolute flow direction angle and the actual heading angle. The original longitudinal force is calculated based on the fluid density, the downstream velocity scalar, the ship's length between perpendiculars in the ship's static parameters, the actual draft, and the hydrodynamic longitudinal resistance coefficient. The primary lateral hydrodynamic force is calculated based on the fluid density, the downstream velocity scalar, the ship's length between perpendiculars, the actual draft, and the hydrodynamic lateral force coefficient. The original yaw moment of the center of gravity is calculated based on the fluid density, the downstream velocity scalar, the ship's length between perpendiculars, the actual draft, the bow roll coefficient, and the shore wall repulsion coefficient. Based on the original yaw moment of the center of gravity, the original yaw moment translated to the position of the first yaw point is generated by translating the product of the original lateral hydrodynamic force and the longitudinal arm of the first yaw cable, and the product of the original longitudinal impulse and the lateral arm of the first yaw cable using the parallel axis theorem.

4. The method according to claim 3, characterized in that, The method for calculating the bank repulsion effect coefficient includes: Obtain the distance between the ship's side and the dock, and obtain the ratio of the distance between the ship's side and the dock to the beam in the ship's static parameters; When the ratio is less than the safety boundary condition, the bank repulsion effect coefficient is calculated by adding the first constant term to the product of the square of the second constant term and the first difference, wherein the first difference is the first constant term minus half of the ratio.

5. The method according to claim 1, characterized in that, The method for generating the activation threshold includes: Obtain the static friction limit torque of the bollard; The still water yaw damping moment is obtained, wherein the still water yaw damping moment is calculated by the continuous product of the still water yaw damping coefficient, the square of the ship's length between perpendiculars in the ship's static parameters, and the actual draft. The starting threshold is generated by summing the static friction limit torque of the bollard and the still water yaw damping torque.

6. The method according to claim 1, characterized in that, When the native yaw moment is greater than the activation threshold, and the first-twist cable tension in the real-time tension vector of the physical cable is between the preload threshold and the safe working load, an asymmetric uncoiling timing command containing the target outward rotation rate is generated, including: When the original yaw moment is greater than the start threshold, and the tension of the first yaw cable in the real-time tension vector of the physical cable is greater than or equal to the pretension threshold and less than or equal to the safe working load, an initial unhooking command is generated to release the tail cable and the first cross cable while retaining the first yaw cable. Extract the available width of the safe channel in front of the berth and the length between the ship's perpendiculars from the ship's static parameters; The first ratio is generated by dividing the available width of the safe channel in front of the berth by the length between the ship's perpendiculars, and the minimum value between the constant and the first ratio is extracted. Perform an arcsine operation on the minimum value and divide it by the maximum safe departure time to generate the target out-rotation rate; When the change in the actual heading angle is greater than the target safe departure yaw angle threshold, a final unhooking command to release the bow cable is generated.

7. The method according to claim 6, characterized in that, The method for generating the target safe escape yaw angle threshold includes: Obtain the preset safe distance between the stern and the shore; The second ratio is generated by dividing the safe distance between the stern and the shore by the length between the ship's perpendiculars. Perform an arcsine operation on the second ratio to generate the target safe escape yaw angle threshold.

8. The method according to claim 1, characterized in that, The process of calculating the deviation between the target outward rotation rate and the actual yaw rate, calculating the command compensation torque using a proportional torque control law, and calculating the lateral fine-tuning thrust based on the command compensation torque and the lever arm of the auxiliary tugboat relative to the ship's longitudinal center of gravity includes: Calculate the angular rate deviation between the target's external rotation rate and the actual yaw rate; The command compensation torque is calculated by multiplying the angular rate deviation by the proportional control torque feedback gain coefficient, wherein the proportional control torque feedback gain coefficient is obtained by dividing the upper limit of the auxiliary tug's lateral torque capability by the maximum tolerable angular rate error limit. The lateral fine-tuning thrust is generated by dividing the command compensation torque by the lever arm of the auxiliary tugboat relative to the longitudinal center of gravity of the ship.

9. The method according to claim 8, characterized in that, The method further includes: Calculate the derivative of the change in the original yaw moment and the rate of change of the first-hand cable tension; When the divergence between the derivative of the change in the original yaw moment and the rate of change of the first cable tension exceeds the associated safety limit, or when the first cable tension exceeds the warning ratio of the safe working load, the asymmetric uncoupling timing command is frozen. Generate an omnidirectional thrusting standby command for the auxiliary tugboat to suppress extreme ship yaw.

10. A ship departure and pilotage control system for rapid downstream current conditions, characterized in that, The system includes: The data parameter initialization module is configured to acquire the ship's static parameters, actual draft, and absolute topological coordinates of the wharf, and generate an initialized ship hydrodynamic feature tensor. The multimodal flow field and attitude perception gateway module is configured to acquire three-dimensional flow velocity vector data, real-time tension vector of physical cables, actual heading angle and actual yaw rate, and extract downstream flow velocity scalar and absolute flow direction angle based on the three-dimensional flow velocity vector data; The momentum balance calculation coprocessor module is configured to calculate the native longitudinal impulse, the native lateral hydrodynamic force, and the native yaw moment when the ship is translated to the bow mooring support position based on the downstream velocity scalar, the absolute flow direction angle, the ship hydrodynamic characteristic tensor, and the actual heading angle. The departure timing arbitration bus module is configured to generate an asymmetric unmooring timing command containing the target outward rotation rate when the original yaw moment is greater than the start threshold and the first unmooring tension in the real-time tension vector of the physical cable is between the pretension threshold and the safe working load. The tugboat cooperative thrust distribution gateway module is configured to calculate the deviation between the target outward rotation rate and the actual yaw rate, calculate the command compensation torque through the proportional torque control law, and calculate the lateral fine-tuning thrust based on the command compensation torque and the lever arm of the auxiliary tugboat from the longitudinal center of gravity of the ship.

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