A gyro stabilizer device and a stabilizing control method based on online wave data driving

Abstract

The present application relates to a kind of online wave data driving gyro stabilizer and stabilizing control method based on, belong to the technical field of ship.The device of the present application includes wave observation module, ship body movement measuring module, gyro stabilizer actuator and control module arranged in ship bow;Control module is based on the disturbance moment of lateral rolling estimated in front wave feature data, combines real-time lateral rolling information of ship body, uses feedforward-feedback compound control strategy to drive actuator in advance to adjust the speed of flywheel and precession state, and can be dynamically regulated according to wave intensity Energy saving.The present application can solve the defect of traditional gyro stabilizing control lag, improve the stabilizing effect under complex sea conditions, while taking into account operating efficiency, wide range of application.

Description

Technical Field

[0001] This invention relates to the field of marine technology, and in particular to a gyroscope-based roll reduction device and method driven by online wave data. Background Technology

[0002] With the development of ship roll control technology, gyro roll reduction technology has become an important technical route in the field of ship roll suppression. This technology relies on a high-speed rotating flywheel to generate angular momentum and outputs a roll reduction torque opposite to the ship's roll direction by controlling the precession motion of the flywheel. It has outstanding features such as roll reduction at all speeds and no attached drag. Based on this technology, a variety of gyro roll reduction devices and corresponding roll reduction control methods have been derived.

[0003] In related technologies, gyro-based roll reduction control mostly uses the ship's own motion sensors (such as gyroscopes and accelerometers) to build a closed-loop feedback system, using real-time roll motion data of the ship as the control input. That is, the controller only generates control commands to output roll reduction torque after the ship has already started rolling. Some improved schemes introduce a very short-term prediction mechanism for ship motion to improve the control lag problem, but its prediction calculation is only based on historical data of ship motion.

[0004] However, the aforementioned gyroscope anti-roll control methods and related devices still have many shortcomings: On the one hand, pure feedback control logic has inherent lag. When encountering complex sea conditions such as swells and abnormal waves, the establishment of anti-roll torque lags behind the instantaneous disturbance torque of the waves, directly resulting in limited anti-roll effect. On the other hand, the prediction scheme based on the ship's historical motion data fails to access the measured information of the waves ahead, lacks direct perception of the wave disturbance torque that will act on the ship, and has limited improvement in prediction accuracy, thus failing to solve the problem of control lag at its root. On the other hand, the flywheel speed of existing gyroscope roll reduction devices is mostly fixed or passively adjusted based on real-time roll amplitude. When the sea state is stable and the roll is small, the flywheel speed is still maintained at a high speed, resulting in unnecessary energy consumption. When there is a sudden large roll, the flywheel speed cannot be increased in time and cannot quickly provide sufficient angular momentum. It is difficult to balance roll reduction performance and energy utilization in variable sea conditions, which has become a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0005] To address the shortcomings of existing production technologies, the applicant provides a gyroscope-based roll reduction device and roll reduction control method driven by online wave data. This device uses a wave sensor installed at the bow to observe and identify wave information in real time, and combines this with the ship's motion state to generate gyroscope control commands in advance. This achieves feedforward and feedback composite control, thereby improving roll reduction effect, enhancing the ability to cope with complex sea conditions, and optimizing energy utilization.

[0006] The technical solution adopted in this invention is as follows: The present invention provides a gyroscope anti-roll device based on online wave data, which is installed on the hull of a ship. The device includes a wave observation module, a hull motion measurement module, a gyroscope anti-roll actuator, and a control module. The wave observation module is installed at the bow of the ship and is used to acquire wave characteristic data of the waters ahead of the ship online; The hull motion measurement module is used to collect the ship's roll motion information in real time; The gyro anti-roll actuator includes a flywheel rotor, a precession frame, and a drive assembly, which is used to output anti-roll torque by adjusting the flywheel speed and / or precession motion; The control module is connected to the wave observation module, the ship motion measurement module, and the gyro roll reduction actuator respectively. It is used to predict the roll disturbance torque of the waves on the ship based on the wave characteristic data, and combine the real-time roll motion information to generate control commands using a feedforward-feedback composite control strategy to drive the gyro roll reduction actuator to adjust its operating state in advance. Its beneficial effects are as follows: It breaks through the closed-loop feedback framework of traditional gyro-based roll reduction systems that rely solely on the ship's own motion data. By using wave sensing at the bow, it can predict future disturbances in advance. Combined with a feedforward-feedback composite control strategy, it can accurately match the phase of the roll reduction torque output with the wave disturbance torque, fundamentally improving the inherent lag problem of "rolling first, then compensating," and effectively enhancing the roll reduction effect under complex sea conditions such as swells and distorted waves. At the same time, it can adjust the operating status of the actuator in advance based on the prediction of wave disturbances, taking into account both roll reduction efficiency and operational energy efficiency. It solves the core technical problems of existing technologies, such as lag in roll reduction response, poor adaptability to complex sea conditions, and the inability to balance energy consumption and efficiency.

[0007] As a further improvement, the wave observation module includes a wave sensing unit and a wave feature extraction unit; the wave sensing unit is a radar sensor or an optical sensor, used to collect raw wave data in the waters ahead of the ship; the wave feature extraction unit is used to identify and extract wave feature data such as wave height, wave direction, wavelength, wave period, and wave front phase from the raw wave data; Its beneficial effects are: it supports both radar and optical mainstream sensing solutions, and can be adapted to the installation needs of ships of different tonnages and working conditions; it outputs full-dimensional wave parameters through the feature extraction unit, providing complete and reliable data input for the accurate prediction of subsequent wave disturbance torque, and ensuring the calculation accuracy and timing accuracy of feedforward control.

[0008] As a further improvement, the control module incorporates a wave propagation calculation unit and a ship disturbance prediction unit, which are used to calculate the time it takes for the waves to reach the midship cross section, as well as the amplitude and phase of the expected roll disturbance moment, by combining the ship's current speed, heading, and wave propagation parameters, and generate corresponding feedforward control quantities. The control module also generates feedback control quantities based on real-time roll motion information, and the feedforward control quantities and feedback control quantities are superimposed to form the final control command. Its beneficial effects are as follows: through the linkage calculation of wave propagation and ship disturbance prediction, the timing and intensity of wave action on the hull can be accurately locked, and the timing of feedforward control and disturbance torque can be precisely matched; the composite control architecture of feedforward and feedback superposition can not only compensate for deterministic wave disturbances in advance through the feedforward channel, but also correct residual deviations and roll caused by non-wave factors through the feedback channel, which can greatly improve the response speed and anti-interference robustness of the control system.

[0009] As a further improvement, the control module also has a built-in energy management unit, which is used to predict the intensity of wave disturbance within a set time period based on wave characteristic data; when it is predicted that there is no significant roll disturbance torque within the set time period, the control module outputs an energy-saving control command to reduce the flywheel speed of the gyroscope roll reduction actuator to a preset energy-saving speed. Its beneficial effects are as follows: it realizes on-demand energy consumption control of the gyroscope anti-roll device, actively reduces the flywheel speed under stable sea conditions and without significant roll disturbances, avoids ineffective energy consumption caused by high-speed idling, effectively improves the energy utilization rate of the device during long-term navigation, and reduces the power consumption cost of ship operation.

[0010] Specifically, the hull motion measurement module includes an inertial measurement unit and an attitude calculation processor, which are installed near the ship's center of gravity to output roll motion information such as roll angle and roll rate in real time; the drive components of the gyro roll reduction actuator include a flywheel variable speed motor and a precession servo motor, which are used to adjust the flywheel speed and precession motion state, respectively. Its beneficial effects are as follows: placing the motion measurement unit near the ship's center of gravity can minimize the interference of hull deformation and other motion components, ensure the accuracy of roll motion data acquisition, and provide a reliable state reference for feedback control; the dual independent drive architecture of flywheel speed and precession motion can adjust the magnitude of angular momentum of the gyro system and the direction and rate of roll reduction torque output, so as to achieve flexible and precise control of roll reduction torque and adapt to roll disturbance requirements of different intensities.

[0011] On the other hand, the present invention also provides a gyroscope roll reduction control method based on online wave data, comprising the following steps: S1. Raw wave data of the waters in front of the ship is collected online by a wave observation unit installed at the bow, and wave characteristic parameters are extracted. S2. Real-time acquisition of ship roll motion information; S3. Based on the wave characteristic parameters, estimate the roll disturbance moment of the wave acting on the hull, and combine it with the real-time roll motion information to generate control commands using a feedforward-feedback composite control strategy. S4. Drive the gyroscope anti-roll actuator in advance according to the control command to adjust the flywheel speed and / or precession state, and output the corresponding anti-roll torque.

[0012] Its beneficial effects are as follows: It establishes a complete control logic of forward wave perception, disturbance prediction calculation, composite control generation, and early execution output, breaking the lag limitation of traditional feedback control. It can complete the roll reduction preparation before the wave disturbance torque acts on the hull, effectively suppressing the transient large roll caused by sudden strong waves, and improving the stability, comfort and operational safety of the ship.

[0013] As a further improvement, step S3 specifically includes: S31. Based on the ship's current speed, heading and wave propagation parameters, calculate the time it takes for the waves to reach the midship cross section, as well as the amplitude and phase of the expected roll disturbance moment, and generate the feedforward control quantity. S32. Based on real-time roll motion information, a feedback control quantity is generated through a feedback control algorithm; S33. The feedforward control quantity and the feedback control quantity are superimposed to obtain the final control command; Its beneficial effects are as follows: it refines the step-by-step implementation logic of feedforward-feedback composite control, clarifies the advanced compensation role of feedforward control and the closed-loop correction role of feedback control, and the control command formed by the superposition of the two has both timing advance and state stability, which not only ensures the phase matching accuracy of anti-roll torque and wave disturbance, but also eliminates the influence of system steady-state error and random disturbance, thus improving the overall control quality.

[0014] As a further improvement, the control method also includes an energy regulation step: predicting the intensity of wave disturbance within a set time period based on wave characteristic parameters; if the predicted effective wave height of multiple consecutive wave cycles is lower than a preset threshold, controlling the gyroscope flywheel to reduce its speed to a preset energy-saving speed; if a wave with an amplitude exceeding the threshold is predicted to arrive, adjusting the flywheel speed before the wave front reaches the hull. Its beneficial effects are: it realizes dynamic intelligent control of flywheel speed, actively reduces speed to reduce energy consumption under stable sea conditions, and completes speed increase in advance before large waves arrive to store sufficient angular momentum. It not only avoids ineffective power consumption under stable operating conditions, but also solves the problems of untimely speed increase and insufficient angular momentum in the traditional passive speed regulation scheme when sudden large waves occur, thus achieving the optimal balance between roll reduction efficiency and energy consumption control.

[0015] Furthermore, in step S4, when it is predicted that a large wave will reach the hull within a set time period in the future, the flywheel speed is increased to the target value in advance before the wave disturbance torque acts on the hull, and the precession angle or precession torque is adjusted in advance so that the gyro anti-roll actuator has the corresponding angular momentum and instantaneous anti-roll torque output capability when the wave arrives. Its beneficial effects are as follows: through the dual pre-control of flywheel speed and precession state, it ensures that the gyro anti-roll device can output sufficient reverse anti-roll torque the instant that large waves reach the hull, completely eliminating the phase difference caused by control lag, effectively suppressing the peak roll caused by transient strong waves, and greatly improving the anti-roll effect under extremely complex sea conditions.

[0016] Specifically, in the feedforward-feedback composite control strategy, the feedforward control quantity is used to compensate for deterministic roll disturbances caused by waves in advance, and the feedback control quantity is used to suppress roll deviations and feedforward control residual errors caused by non-wave factors; the feedback control algorithm adopts any one of PID control, sliding mode control or model predictive control. Its beneficial effects are: it clarifies the functional division of feedforward and feedback channels in the composite control architecture, ensuring the clarity and reliability of the control logic; at the same time, it is compatible with a variety of mature industrial feedback control algorithms, which can be adapted to the control needs of different types and tonnages of ships, and improve the applicability and engineering feasibility of the control method. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the composition and arrangement of the online wave data-driven gyroscope anti-roll device of the present invention.

[0018] Figure 2 In order to be in Figure 1 A top view based on the base.

[0019] Figure 3 This is a schematic flowchart of the anti-sway control method of the present invention.

[0020] The components are: 10. Wave observation module; 20. Hull motion measurement module; 30. Gyroscope anti-roll actuator; 40. Control module; 50. Hull. Detailed Implementation

[0021] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. In the description of the present invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0022] 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 at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0023] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0024] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0025] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0026] like Figure 1 , Figure 2 As shown in the figure, the gyro roll reduction device based on online wave data driving described in this embodiment is installed on the hull 50 to suppress the roll motion during the ship's navigation. The device as a whole includes a wave observation module 10, a hull motion measurement module 20, a gyro roll reduction actuator 30, and a control module 40. The control module 40 is connected to the wave observation module 10, the hull motion measurement module 20, and the gyro roll reduction actuator 30 through a ship CAN bus or an industrial Ethernet to complete the acquisition of sensor data, processing and control command issuance.

[0027] In this embodiment, the wave observation module 10 is fixedly installed at the front of the open deck of the bow of the hull 50, with an unobstructed field of view facing directly in front of the ship. The effective detection range covers the water area 0-500m in front of the ship, ensuring that wave information that will affect the hull can be obtained in advance.

[0028] The wave observation module 10 includes a wave sensing unit and a wave feature extraction unit, both integrated within the same marine waterproof protective shell. The wave sensing unit can be an X-band marine radar or a binocular optical sensor. In this embodiment, X-band radar is preferred. It acquires raw wave echo data by transmitting continuous electromagnetic waves to the waters in front of the ship and receiving sea surface echo signals. If an optical sensor is used, raw wave image data is acquired by continuously acquiring water surface image sequences.

[0029] The wave feature extraction unit uses an embedded digital signal processor and is equipped with a mature wave spectrum inversion algorithm to perform spectral analysis and phase calculation on radar echo data. It extracts the core feature parameters of the waves in front of the ship in real time, including significant wave height, wave direction angle, wavelength, spectral peak period and wave front phase information. All feature parameters are sent to the control module 40 at an update frequency of 1Hz.

[0030] In this embodiment, the hull motion measurement module 20 is fixedly installed on a rigid bulkhead at the center of gravity of the hull 50, away from strong vibration sources such as the main engine and propeller, to avoid noise interference introduced by the motion measurement.

[0031] The hull motion measurement module 20 includes a high-precision inertial measurement unit and an attitude calculation processor: the inertial measurement unit integrates a three-axis gyroscope and a three-axis accelerometer, which can collect raw data of the hull's six degrees of freedom motion; the attitude calculation processor uses a Kalman filter algorithm to fuse and calculate the inertial sensor data, and outputs the hull's roll angle, roll rate, roll acceleration and other roll motion information in real time, with a data update frequency of not less than 10Hz, which is sent to the control module 40 as the status input for feedback control.

[0032] In this embodiment, the gyro-based roll-damping actuator 30 is symmetrically arranged in the roll-damping equipment compartments on both sides of the cross section of the hull 50, with its overall center of gravity on the same horizontal plane as the center of gravity of the hull 50, ensuring that the roll-damping torque is stably output along the roll direction of the hull.

[0033] The gyro roll stabilization actuator 30 includes a flywheel rotor, a precession frame, and a drive assembly. The drive assembly specifically includes a flywheel variable speed motor and a precession servo motor. The flywheel rotor is supported inside the precession frame by high-speed bearings, and the spin shaft is arranged longitudinally along the hull. The flywheel variable speed motor is coaxially and fixedly connected to the flywheel rotor, and is used to drive the flywheel rotor to rotate at high speed around the spin axis. The magnitude of the flywheel's spin angular momentum can be changed by adjusting the speed.

[0034] The precession frame is a closed rigid frame structure with transversely arranged precession shafts extending from the left and right sides. The precession shafts are supported on the mounting base of the hull by bearings. The precession servo motor is a high-precision servo motor, which is connected to the precession shaft through a reducer. It is used to drive the precession frame to perform reciprocating precession motion around the transverse precession shaft, thereby driving the high-speed rotating flywheel rotor to generate a precession effect and output a roll-damping torque opposite to the roll direction of the hull.

[0035] The instantaneous damping torque output by the gyroscope damping actuator 30 satisfies the following relationship: M g =H·ω p In the formula: M g This refers to the damping torque output by the gyroscope, measured in N. m; H The spin angular momentum of the flywheel rotor, in kg. The value of m² / s is determined by the flywheel's moment of inertia and its rotational speed, satisfying H=J·ω. s Where J is the natural moment of inertia of the flywheel, and ω s ω is the angular velocity of the flywheel's spin; ω pThe precession angular velocity of the precession frame is expressed in rad / s.

[0036] In this embodiment, the control module 40 is located in the bridge or engine room of the hull 50. It adopts an industrial-grade embedded industrial computer and has dustproof, vibration-resistant, and wide-temperature operation capabilities, making it suitable for the complex navigation environment of ships.

[0037] Control module 40 integrates a wave propagation calculation unit, a ship disturbance prediction unit, a feedforward-feedback composite control unit, and an energy management unit. These units work collaboratively as software functional modules to complete all control calculations. Wave propagation calculation unit: Receives wave characteristic parameters uploaded by wave observation module 10, and simultaneously accesses the ship's real-time speed and heading data, calculates the time it takes for the characteristic wave front to propagate to the transverse section of the hull 50, and the timing of the waves acting on the hull.

[0038] Ship disturbance prediction unit: It has a built-in ship roll hydrodynamic model and response amplitude operator RAO. Combined with wave characteristic parameters, it predicts the amplitude and phase of the roll disturbance moment of the ship's hull in the future period and generates the time history curve of the disturbance moment.

[0039] Feedforward-feedback composite control unit: generates feedforward control quantity and feedback control quantity respectively, and outputs the final control command to the gyroscope anti-roll actuator 30 after superposition.

[0040] Energy Management Unit: Dynamically adjusts the flywheel's operating speed based on wave forecast results to achieve energy-saving control under all sea conditions.

[0041] The core control logic of the device of this invention is a feedforward-feedback composite control strategy. It achieves advance compensation for disturbances through forward wave sensing at the bow, and realizes closed-loop correction by combining real-time feedback of hull motion. This fundamentally solves the lag problem of traditional feedback control. The specific control principle is as follows: First, wave propagation and disturbance moment prediction: After receiving the wave characteristic parameters, the wave propagation calculation unit first calculates the wave propagation speed based on the wavelength and period: c= in, c The wave propagation speed is expressed in m / s. λ Wave wavelength, in meters (m); T The wave spectrum peak period is expressed in seconds (s).

[0042] Combined with the ship's real-time speed V The angle between the wave direction and the ship's course θAnd the longitudinal distance between the current wavefront and the transverse section of the hull at 50°. L 0, Calculate the estimated time for the wavefront to reach the midship cross section. t 0:

[0043] in, V This refers to the ship's speed over land, measured in m / s. θ The angle between the wave propagation direction and the ship's heading, measured in rad; Subsequently, the ship disturbance prediction unit is based on the ship roll response amplitude operator. RAO(ω) By combining wave characteristic parameters, the time history of the expected roll disturbance moment under the action of this wave is calculated. M d (t) The amplitude and phase information are extracted and sent to the feedforward-feedback composite control unit.

[0044] Second, the generation of feedforward control input: Feedforward control quantity u ff The core objective is to generate in advance a roll reduction torque command that is equal in magnitude and opposite in direction to the expected disturbance torque, in order to counteract the deterministic roll disturbance caused by the waves.

[0045] Feedforward control quantity u ff It contains two components: First, there is the flywheel speed feedforward component, which is used to adjust the flywheel angular momentum reserve in advance. Second, the precession control feedforward component is used to pre-bias the precession angle or precession torque.

[0046] When predicting the future t When a large wave disturbance is expected at time 0, the control module 40 issues a speed feedforward command in advance to drive the flywheel variable speed motor to increase the speed, ensuring that the flywheel has reached the target angular momentum when the wave arrives; at the same time, the initial angle of the precession frame is adjusted in advance so that the maximum reverse anti-rolling torque can be output the instant the wave arrives, completely eliminating the phase lag of traditional feedback control.

[0047] Third, feedback control quantity generation: Feedback control quantity u fb The real-time roll angle φ and roll angular velocity were collected by the hull motion measurement module 20. The input is generated using a PID control algorithm to compensate for the residual error of the feedforward control and to suppress roll motion caused by non-wave factors (such as steering and wind disturbance). The expression for PID feedback control is:

[0048] in, This is the proportional gain coefficient. This is the integral gain coefficient. The differential gain coefficients are all pre-calibrated through ship roll reduction bench tests and actual ship commissioning.

[0049] Fourth, the generation of master control commands: The feedforward-feedback composite control unit feeds forward control inputs. u ff With feedback control quantity u fb Linear superposition is performed to obtain the final control command. u : u=u ff+ u fb Control commands u The outputs are respectively sent to the flywheel speed change motor driver and the precession servo motor driver to synchronously adjust the flywheel speed and precession motion state, and output a matching anti-rolling torque.

[0050] Fifth, energy management control logic: The energy management unit receives wave forecast results in real time and dynamically assesses the wave intensity within a set timeframe. If the predicted effective wave height for three consecutive wave cycles is lower than the preset energy-saving threshold (0.5m in this embodiment, which can be calibrated according to the ship type and roll reduction requirements), it is determined that the current sea state is stable and no high-torque roll reduction is required. The control module 40 issues an energy-saving control command to reduce the flywheel speed from the rated operating speed to the preset energy-saving speed (20%~30% of the rated speed), which greatly reduces the energy consumption of the flywheel idling. If the forecast indicates that the effective wave height will exceed the energy-saving threshold within a set time period, an instruction to increase the speed will be issued immediately. The speed increase will be completed before the wave front reaches 50 degrees of the hull, ensuring sufficient angular momentum reserve when the wave arrives, thus balancing roll reduction efficiency and energy utilization.

[0051] like Figure 3 As shown in the figure, the gyroscope roll reduction control method based on online wave data driven in this embodiment specifically includes the following steps: Step S1: Real-time wave data acquisition: The wave observation module 10 installed on the bow of the ship continuously acquires raw wave data of the waters in front of the ship. In this embodiment, the data is sea surface echo data from X-band radar. The data acquisition and update frequency is not less than 1Hz. Step S2, Wave Feature Extraction and Disturbance Forecast: The wave feature extraction unit inverts wave feature parameters such as wave height, wave direction, wavelength, period, and wave front phase from the original echo data; the wave propagation calculation unit in the control module 40, together with the ship disturbance forecasting unit, calculates the wave front arrival time and predicts the amplitude and timing of the roll disturbance moment. Step S3, Hull Roll Status Acquisition: The hull motion measurement module 20 acquires the hull 50's roll motion information in real time, including roll angle and roll angular velocity, as the status input for feedback control; Step S4, generation of composite control quantity: The feedforward-feedback composite control unit generates a feedforward control quantity based on the disturbance torque prediction result and a feedback control quantity based on the real-time roll motion information. The two are superimposed to obtain the final control command. Step S5, Gyroscope actuator drive: The control module 40 sends control commands to the gyroscope anti-roll actuator 30, synchronously driving the flywheel speed motor to adjust the speed and driving the precession servo motor to adjust the precession state, and outputting the corresponding anti-roll torque to suppress the hull roll; Step S6, Dynamic Energy Saving Adjustment: The energy management unit determines in real time whether to switch to energy-saving operation mode based on the intensity results of wave forecast, and dynamically adjusts the basic speed of the flywheel to optimize energy consumption while ensuring the anti-rolling effect.

[0052] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0053] The embodiments described above are merely illustrative of implementation methods of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A gyroscope-based roll reduction device driven by online wave data, installed on the hull of a ship, characterized in that, include: The wave observation module, installed at the bow, is used to acquire wave characteristic data of the waters ahead of the ship online. The hull motion measurement module is used to collect real-time information on the ship's roll motion. The gyro-based roll stabilization actuator includes a flywheel rotor, a precession frame, and a drive assembly, used to output roll stabilization torque by adjusting the flywheel speed and / or precession motion; The control module is connected to the wave observation module, the ship motion measurement module, and the gyroscope anti-roll actuator, respectively. The control module is used to predict the roll disturbance torque of the waves acting on the hull based on wave characteristic data, and combine it with real-time roll motion information to generate control commands using a feedforward-feedback composite control strategy, thereby driving the gyro roll reduction actuator to adjust its operating state in advance.

2. The gyroscope anti-roll device based on online wave data drive according to claim 1, characterized in that, The wave observation module includes a wave sensing unit and a wave feature extraction unit; the wave sensing unit is a radar sensor or an optical sensor, used to collect raw wave data in the waters ahead of the ship; the wave feature extraction unit is used to identify and extract wave feature data such as wave height, wave direction, wavelength, wave period, and wave front phase from the raw wave data.

3. The gyroscope anti-roll device based on online wave data as described in claim 1, characterized in that, The control module has a built-in wave propagation calculation unit and a ship disturbance prediction unit. It is used to calculate the time when the wave arrives at the midship cross section, as well as the amplitude and phase of the expected roll disturbance moment, by combining the ship's current speed, heading and wave propagation parameters, and to generate the corresponding feedforward control quantity. The control module also generates a feedback control quantity based on real-time roll motion information. The feedforward control quantity and the feedback control quantity are superimposed to form the final control command.

4. The gyroscope anti-roll device based on online wave data drive according to claim 1, characterized in that, The control module also has a built-in energy management unit, which is used to predict the intensity of wave disturbance within a set time period based on wave characteristic data. When it is predicted that there will be no significant roll disturbance torque within the set time period, the control module outputs an energy-saving control command to reduce the flywheel speed of the gyroscope roll reduction actuator to a preset energy-saving speed.

5. The gyroscope anti-roll device based on online wave data drive according to claim 1, characterized in that, The hull motion measurement module includes an inertial measurement unit and an attitude calculation processor, which are installed near the ship's center of gravity to output roll motion information such as roll angle and roll rate in real time; the drive components of the gyro roll reduction actuator include a flywheel variable speed motor and a precession servo motor, which are used to adjust the flywheel speed and precession motion state, respectively.

6. A gyroscope roll reduction control method based on online wave data, characterized in that, Includes the following steps: S1. Raw wave data of the waters in front of the ship is collected online by a wave observation unit installed at the bow, and wave characteristic parameters are extracted. S2. Real-time acquisition of ship roll motion information; S3. Based on the wave characteristic parameters, estimate the roll disturbance moment of the hull caused by the waves, and combine it with the real-time roll motion information to generate control commands using a feedforward-feedback composite control strategy. S4. Drive the gyroscope anti-roll actuator in advance according to the control command to adjust the flywheel speed and / or precession state, and output the corresponding anti-roll torque.

7. The gyroscope roll reduction control method based on online wave data drive according to claim 6, characterized in that, Step S3 specifically includes: S31. Based on the ship's current speed, heading and wave propagation parameters, calculate the time it takes for the waves to reach the midship cross section, as well as the amplitude and phase of the expected roll disturbance moment, and generate the feedforward control quantity. S32. Based on real-time roll motion information, a feedback control quantity is generated through a feedback control algorithm; S33. The feedforward control quantity and the feedback control quantity are superimposed to obtain the final control command.

8. The gyroscope roll reduction control method based on online wave data drive according to claim 6, characterized in that, It also includes energy regulation steps: Based on the wave characteristic parameters, the intensity of wave disturbance within a set time period is predicted. If the predicted effective wave height of multiple consecutive wave cycles is lower than the preset threshold, the gyroscope flywheel is controlled to reduce to the preset energy-saving speed. If a wave with an amplitude exceeding the threshold is predicted to arrive, the flywheel speed is adjusted to climb before the wave front reaches the hull.

9. The gyroscope roll reduction control method based on online wave data drive according to claim 6, characterized in that, In step S4, when it is predicted that a large wave will reach the hull within a set time period, the flywheel speed is increased to the target value in advance before the wave disturbance torque acts on the hull, and the precession angle or precession torque is adjusted in advance so that the gyro anti-roll actuator has the corresponding angular momentum and instantaneous anti-roll torque output capability when the wave arrives.

10. The gyroscope roll reduction control method based on online wave data drive according to claim 6, characterized in that, In the feedforward-feedback composite control strategy, the feedforward control quantity is used to compensate for deterministic roll disturbances caused by waves in advance, and the feedback control quantity is used to suppress roll deviations and feedforward control residual errors caused by non-wave factors; the feedback control algorithm adopts any one of PID control, sliding mode control or model predictive control.

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