A wave-resistant adaptive cable tensioning device for a marine work drawworks and control method

Abstract

The application discloses a kind of anti-wave self-adapting cable tensioning device for ocean operation traction winch and its control method, the device includes floating type tensioning mechanism, multidimensional perception unit and adaptive controller.Floating type tensioning mechanism is arranged between first winch and second winch, including tensioning wheel, support seat, two symmetrically arranged variable stiffness elastic elements and electric control damper.Multidimensional perception unit includes pressure sensor, displacement sensor, acceleration sensor and ship motion sensor.Adaptive controller is according to ship motion frequency feedforward regulation stiffness and damping, so that mechanism inherent frequency avoids ship motion main frequency, realizes dynamic vibration isolation;While fusing pressure, displacement, acceleration signal closed-loop fine-tuning stiffness and damping, maintain cable tensioning force stable.The application is controlled by feedforward and feedback cooperation, effectively suppresses the cable tension fluctuation caused by ship motion, improves the safety and reliability of ocean operation.

Description

Technical Field

[0001] This invention relates to the field of marine engineering equipment technology, specifically to an anti-wave adaptive cable tensioning device and its control method for marine operation traction winches. Background Technology

[0002] Traction winches are key pieces of equipment in marine engineering, deep-sea exploration, and underwater operations, widely used in ship towing, deep-sea mining, and the deployment and retrieval of underwater robots. During marine operations, traction winches control underwater loads by winding and unwinding cables. The tension of the cable directly affects the winch's transmission efficiency, cable lifespan, and operational safety. The first three turns of cable, counting from the load side, experience significant load tension attenuation due to friction between the cable and the winch's groove. If this portion of the cable is too slack, slippage, derailment, or even cable breakage can easily occur; if it is too taut, it will accelerate cable fatigue damage, potentially leading to breakage. Therefore, real-time monitoring and dynamic adjustment of the cable tension during winding and unwinding are crucial technologies for ensuring the safety and reliability of marine operations.

[0003] Several solutions exist in the prior art for controlling cable tension. For example, patent CN206203625U discloses an elevator wire rope tensioning device that uses a pressure sensor to detect the pressure of the wire rope on an adjusting wheel. When the pressure is abnormal, a drive cylinder moves the adjusting wheel up and down, thereby adjusting the tension of the wire rope. However, this device is suitable for elevator systems where the working environment of the elevator wire rope is relatively stable. The tension change mainly comes from the slow elongation of the wire rope itself, resulting in an extremely low adjustment frequency, which is considered static or quasi-static. This device cannot cope with the high-frequency, random disturbances caused by ship movement in marine environments, and its cylinder-driven method has a slow response speed, making it difficult to achieve dynamic real-time adjustment.

[0004] Patent CN107640669A discloses a cable reel-in / deel-out device with adjustable wrap angle. This device uses an electric cylinder to drive a guide mechanism, changing the wrap angle of the cable on the traction wheel to adjust the cable tension. This device is applied to tethered balloon systems, primarily addressing cable fatigue caused by cyclic bending. Its adjustment is based on a preset wrap angle target value, constituting open-loop control. However, this device lacks any tension detection elements, making it unable to sense changes in cable tension in real time, and it cannot perform closed-loop adaptive adjustment based on dynamic environmental disturbances.

[0005] Patent CN110371778A discloses a traction winding device for cable processing, which uses an electro-hydraulic rod to drive the tension wheel to rise and fall, and combines a pressure sensor feedback to control the tension of the cable during winding. This device is applied to cable processing production lines where the working environment is stable, the cable winding speed is constant, and the tension changes gradually. This device uses a traditional feedback control method, namely "detecting pressure deviation → actuator action," which meets the requirements in a stable production environment. However, in marine operations, the hull is subjected to wave action, resulting in heave and pitch motions with frequencies typically between 0.1Hz and 2Hz and amplitudes varying randomly. This pure feedback control method suffers from lag; by the time the sensor detects a pressure deviation, the cable tension has already changed significantly, and adjustment always lags behind the disturbance, making it difficult to suppress dynamic fluctuations.

[0006] Patent CN112479071A discloses a device and control method for automatically detecting cable tension. It uses an electric push rod to drive a nylon wheel to tighten the cable, and a tension sensor detects radial pressure. When the pressure deviates from the initial value, the electric push rod is extended or retracted to adjust the cable tension. However, this solution has the following areas for improvement: 1) It cannot handle high-frequency dynamic disturbances caused by ship motion. In marine operations, the ship's hull is subjected to waves, resulting in heave and pitch motions, directly causing periodic fluctuations in cable tension. The feedback control mode of this solution has inherent lag; by the time the sensor detects a pressure change, the disturbance has already occurred, making real-time tracking impossible; 2) The rigid drive structure lacks dynamic vibration isolation capability. This solution uses an electric push rod to rigidly drive the clamping component. When ship motion causes cable tension fluctuations, the clamping component acts as a rigid fulcrum, unable to absorb the wave energy, and may instead transmit the fluctuations to the winch system; 3) It lacks a feedforward compensation mechanism for ship motion. This scheme adjusts based solely on pressure feedback, failing to anticipate changes in the ship's motion state. The adjustments always lag behind the disturbances, making it difficult to suppress dynamic fluctuations.

[0007] In summary, existing cable tensioning devices and control methods are mainly designed for static or quasi-static conditions and cannot adapt to the high-frequency dynamic disturbances caused by ship movement in marine operations. Marine traction winches urgently need an intelligent tensioning device and control method capable of real-time sensing of ship movement, actively suppressing dynamic fluctuations, and accurately estimating the true cable tension. Summary of the Invention

[0008] Objectives of the Invention: One objective of the present invention is to provide an anti-wave adaptive cable tensioning device for marine traction winches, and another objective of the present invention is to provide an anti-wave adaptive cable tensioning control method using the device for marine traction winches.

[0009] Technical solution: The present invention provides an anti-wave adaptive cable tensioning device for marine operation traction winches, comprising: a floating tensioning mechanism, a multi-dimensional sensing unit, and an adaptive controller. The floating tensioning mechanism, the multi-dimensional sensing unit, and the adaptive controller are all mounted on the frame of the traction winch. A fixed bracket is provided on the upper part of the frame. A first winch and a second winch of the traction winch are horizontally opposite each other on one side of the frame. The upper part of the first winch and the second winch are opposite to the fixed bracket.

[0010] The floating tensioning mechanism includes a tensioning wheel, an inverted U-shaped support, a first variable stiffness elastic element, a second variable stiffness elastic element, and an electrically controlled damper. The tensioning wheel is mounted inside the inverted U-shaped support via an axle. The upper plane of the inverted U-shaped support is parallel to the lower plane of the fixed bracket, and the first variable stiffness elastic element, the electrically controlled damper, and the second variable stiffness elastic element are connected in parallel between them. The first and second variable stiffness elastic elements are symmetrically distributed on both sides of the electrically controlled damper, and the axes of all three are vertically coplanar with the axis of the tensioning wheel's axle. The movable tensioning mechanism is located in the middle position between the first and second winches of the traction winch below the fixed support. The first and second winches are arranged horizontally opposite each other. The cable on the load side enters from the first groove of the first winch with multiple grooves and then enters the first groove of the second winch with multiple grooves. It is wound sequentially through the multiple grooves of the two winches and exits from the last groove of the second winch. Taking the cable entry on the load side as the counting starting point, the tensioning wheel contacts the first three ropes wound on the first and second winches.

[0011] The multi-dimensional sensing unit includes a pressure sensor, a displacement sensor, an acceleration sensor, and a hull motion sensor. The pressure sensor is mounted on the axle of the tensioning pulley to detect the radial pressure of the cable on the tensioning pulley in real time. The displacement sensor is mounted on the electronically controlled damper to detect the vertical displacement of the tensioning pulley. The acceleration sensor is mounted on the axle of the tensioning pulley to detect the vertical vibration acceleration of the tensioning pulley. The hull motion sensor is mounted on the frame of the traction winch to detect the heave frequency and / or pitch frequency of the hull in real time.

[0012] An adaptive controller is electrically connected to a multi-dimensional sensing unit, a first variable stiffness elastic element, a second variable stiffness elastic element, and an electrically controlled damper. The adaptive controller is configured to: based on the hull heave frequency or pitch frequency detected by the hull motion sensor, feedforward control the stiffness values ​​of the first and second variable stiffness elastic elements and the damping coefficient of the electrically controlled damper, so that the natural frequency of the floating tensioning mechanism avoids the hull motion main frequency; simultaneously, based on the fused signals of the pressure sensor, displacement sensor, and acceleration sensor, close-loop fine-tuning of the first and second variable stiffness elastic elements and the electrically controlled damper to maintain the cable tension within a preset target range.

[0013] Among them, the first variable stiffness elastic element and the second variable stiffness elastic element are the same element, both of which are magnetorheological elastomers or electrorheological elastomers. Their stiffness is changed in real time by the adaptive controller by adjusting the excitation current or electric field strength. The electrically controlled damper is a magnetorheological damper, and its damping coefficient is changed in real time by the adaptive controller by adjusting the excitation current.

[0014] The adaptive controller includes: a frequency identification module for identifying the dominant frequency of hull motion based on signals from hull motion sensors; and a stiffness-damping feedforward module for calculating and outputting the target stiffness values ​​of the first and second variable stiffness elastic elements and the target damping coefficient of the electronically controlled damper based on the dominant frequency of hull motion, ensuring that the ratio of the natural frequency of the floating tensioning mechanism to the dominant frequency of hull motion is greater than 1. The data fusion module estimates the actual dynamic tension of the cable using a state observer algorithm based on signals from pressure, displacement, and acceleration sensors, compares it with the target tension, and outputs a correction value. The execution drive module drives the first variable stiffness elastic element, the second variable stiffness elastic element, and the electrically controlled damper based on the superposition of the feedforward and correction values. The frequency identification module's input is connected to the output of the hull motion sensor, and its output is connected to the input of the stiffness damping feedforward module. The data fusion module's input is connected to the outputs of the pressure, displacement, and acceleration sensors. The execution drive module's input is connected to the outputs of both the data fusion module and the stiffness damping feedforward module. The execution drive module's output is connected to the inputs of the first variable stiffness elastic element, the second variable stiffness elastic element, and the electrically controlled damper.

[0015] The present invention also includes a control method for an anti-wave adaptive cable tensioning device for a marine traction winch, comprising the following steps:

[0016] S1: The hull heave frequency and / or pitch frequency are detected in real time by a hull motion sensor, the vibration acceleration of the tension wheel is detected by an acceleration sensor, the radial pressure of the cable on the tension wheel is detected by a pressure sensor, and the vertical displacement of the tension wheel is detected by a displacement sensor.

[0017] S2: The adaptive controller adjusts the stiffness values ​​of the first and second variable stiffness elastic elements and the damping coefficient of the electronically controlled damper according to the hull motion frequency, so as to decouple the natural frequency of the floating tensioning mechanism from the hull motion frequency and reduce the amplification effect of the hull motion on the cable tension.

[0018] S3: The adaptive controller fuses the signals from the pressure sensor, displacement sensor and acceleration sensor to calculate the estimated dynamic tension of the cable.

[0019] S4: The adaptive controller determines whether the estimated value of dynamic tension force is within the preset target tension force range. If yes, proceed to step S6; otherwise, proceed to step S5.

[0020] S5: Based on the feedforward control in step S2, the adaptive controller superimposes the closed-loop feedback control quantity, fine-tunes the stiffness values ​​of the first variable stiffness elastic element and the second variable stiffness elastic element and the damping coefficient of the electronically controlled damper, and returns to step S4.

[0021] S6: The adaptive controller determines whether the displacement of the tension wheel detected by the displacement sensor is within the preset safety threshold range. If yes, proceed to step S7; otherwise, issue an alarm signal, while keeping the current stiffness and damping parameters unchanged and outputting a stop command to the drive system of the traction winch.

[0022] S7: The adaptive controller determines whether the hull heave frequency or pitch frequency detected by the hull motion sensor is greater than the preset severe sea state threshold. If yes, proceed to step S8; otherwise, proceed to step S9.

[0023] S8: The adaptive controller automatically switches to the safety mode, adjusts the first and second variable stiffness elastic elements to the maximum stiffness state, adjusts the electronically controlled damper to the maximum damping state, and outputs a stop command to the drive system of the traction winch.

[0024] S9: The adaptive controller determines whether it has received a termination command. If yes, it terminates; otherwise, it returns to step S1.

[0025] In step S2, the natural frequency is decoupled from the hull motion frequency by adjusting the stiffness values ​​of the first and second variable stiffness elastic elements and the damping coefficient of the electrically controlled damper, so that the ratio of the natural frequency of the floating tensioning mechanism to the hull motion frequency is greater than 1. This allows the floating tensioning mechanism to operate within the vibration isolation zone. The target stiffness values ​​for the first and second variable stiffness elastic elements are... Using the following formula (1), we obtain:

[0026] , (1)

[0027] in, For the equivalent mass of the floating tensioning mechanism, The dominant frequency of hull motion detected by the hull motion sensor. For safety factors (taken as 0.8~0.9);

[0028] Target damping coefficient of electronically controlled damper Using the following formula (2), we obtain:

[0029] , (2)

[0030] Based on the target stiffness value ,use To determine the adjustment currents of the first and second variable stiffness elastic elements, wherein... The regulating current for a single variable stiffness elastic element (either the first or the second variable stiffness elastic element). This refers to the maximum excitation current of a single variable stiffness elastic element (either the first or the second variable stiffness elastic element). This refers to the minimum stiffness of a single variable stiffness elastic element (either the first or the second variable stiffness elastic element). The maximum stiffness of a single variable stiffness elastic element (either the first or second variable stiffness elastic element); based on the target damping coefficient. ,use To determine the regulating current of the electronically controlled damper, where The regulating current for the electronically controlled damper. This is the maximum excitation current of the electronically controlled damper. This is the minimum damping coefficient of the electronically controlled damper. This represents the maximum damping coefficient of the electronically controlled damper.

[0031] In step S3, the method for calculating the dynamic tension force estimate is as follows: the radial pressure measured by the pressure sensor, the displacement measured by the displacement sensor, and the vibration acceleration measured by the acceleration sensor are input into the state observer, and the estimated value of the cable's dynamic tension force is output by fusion. The state observer is a Kalman filter.

[0032] The calculation method for the dynamic tension force estimate is shown in equation (3) below:

[0033] (3)

[0034] in, This is an estimate of the dynamic tension of the cable. The measured value is from the pressure sensor. The measured value is from the accelerometer. The measured value is from the displacement sensor. The differential velocity of the displacement sensor displacement. Adjustable parameters ( The initial value is 0.7. The initial value is 0.05. These are the stiffness values ​​of the first and second variable stiffness elastic elements. The damping coefficient of the electronically controlled damper. This is the index for the discrete time step.

[0035] In step S5, the closed-loop feedback control adopts a pseudo-differential feedback control algorithm, and the feedback control quantity of the stiffness adjustment is: The feedback control quantity of the damping adjustment is The final applied total system stiffness and damping are given by equations (4) and (5):

[0036] (4)

[0037] (5)

[0038] in, The target stiffness value calculated in step S2, The target damping value is calculated in step S2.

[0039] Beneficial effects: Compared with the prior art, the present invention has the following significant advantages:

[0040] (1) The present invention uses a hull motion sensor to detect the heave frequency and / or pitch frequency of the hull in real time, and uses this as the basis for feedforward control to actively adjust the parameters of the variable stiffness elastic element and the electronically controlled damper so that the natural frequency of the floating tensioning mechanism avoids the main frequency of the hull motion, thereby achieving dynamic vibration isolation and suppressing the disturbance transmission of the hull motion to the cable tension force from the source.

[0041] (2) The present invention adopts a structure in which two symmetrically arranged variable stiffness elastic elements and an electronically controlled damper are connected in parallel. The axes of the three elements are vertically coplanar with the axis of the tension wheel axle, making the pressure distribution of the tension wheel on the cable more uniform. At the same time, the stiffness and damping are continuously adjustable in real time through magnetorheological or electrorheological materials, with fast response speed and large adjustment range.

[0042] (3) The present invention integrates the signals of pressure sensor, displacement sensor and acceleration sensor into a state observer, which can accurately estimate the real tension of the cable in dynamic environment, eliminate the interference of acceleration inertial force on pressure measurement, and provide a more accurate basis for feedback control.

[0043] (4) The present invention adopts a feedforward and feedback coordinated control strategy. The feedforward control adjusts the mechanism parameters in advance according to the motion state of the ship, and the feedback control makes precise fine adjustments according to the actual tension of the cable. The combination of the two overcomes the lag of pure feedback control in dynamic environment and significantly improves the control accuracy and response speed in dynamic environment.

[0044] (5) The present invention has a displacement over-limit protection mechanism and a severe sea state safety mode. When the tension wheel displacement exceeds the safety threshold or the ship movement frequency exceeds the severe sea state threshold, the system will automatically stop and issue an alarm to ensure system safety. Attached Figure Description

[0045] Figure 1This is a schematic diagram of the device of the present invention, wherein A is a front view and B is a left view;

[0046] Figure 2 This is a diagram showing the configuration and connection of the control system of the device of the present invention;

[0047] Figure 3 This is a flowchart of the control method of the present invention;

[0048] Figure 4 This is a comparison diagram of cable tension fluctuations according to an embodiment of the present invention.

[0049] In the diagram: 1-Floating tensioning mechanism, 2-First winch, 3-Second winch, 4-Cable, 5-Tensioning wheel, 6-Inverted U-shaped support, 7-First variable stiffness elastic element, 8-Second variable stiffness elastic element, 9-Electrically controlled damper, 10-Fixed bracket, 11-Multi-dimensional sensing unit, 12-Pressure sensor, 13-Displacement sensor, 14-Acceleration sensor, 15-Hull motion sensor, 16-Adaptive controller, 17-Frame. Detailed Implementation

[0050] The technical solution of the present invention will be further described below with reference to the accompanying drawings.

[0051] Example 1

[0052] like Figure 1 As shown, the anti-wave adaptive cable tensioning device for marine operation traction winches of the present invention includes a floating tensioning mechanism 1, a multi-dimensional sensing unit 11, and an adaptive controller 16. The floating tensioning mechanism 1, the multi-dimensional sensing unit 11, and the adaptive controller 16 are all installed on the frame 17 of the traction winch. A fixed bracket 10 is fixedly provided on the upper part of the frame 17. The first winch 2 and the second winch 3 of the traction winch are horizontally opposite each other on one side of the frame 17. The upper part of the first winch 2 and the second winch 3 is opposite to the fixed bracket 10.

[0053] The floating tensioning mechanism 1 includes a tensioning wheel 5, an inverted U-shaped support 6, a first variable stiffness elastic element 7, a second variable stiffness elastic element 8, and an electrically controlled damper 9. The tensioning wheel 5 is mounted inside the inverted U-shaped support 6 via an axle. The upper plane of the inverted U-shaped support 6 is parallel to the lower plane of the top of the fixed bracket 10, and the first variable stiffness elastic element 7, the electrically controlled damper 9, and the second variable stiffness elastic element 8 are connected in parallel between them. The first variable stiffness elastic element 7 and the second variable stiffness elastic element 8 are symmetrically distributed on both sides of the electrically controlled damper 9, and their axes are vertically coplanar with the axis of the tensioning wheel 5's axle. In this embodiment, the first variable stiffness elastic element 7 and the second variable stiffness elastic element 8 are the same magnetorheological elastic body, and their stiffness is changed in real time by the adaptive controller 16 through adjustment of the excitation current. The electrically controlled damper 9 is a magnetorheological damper, and its damping coefficient is changed in real time by the adaptive controller 16 through adjustment of the excitation current. The floating tensioning mechanism 1 is positioned in the middle between the first winch 2 and the second winch 3 of the traction winch. The first winch 2 and the second winch 3 are arranged horizontally opposite each other. The load-side cable 4 enters from the first groove of the first winch 2, which has multiple grooves, and then enters the first groove of the second winch 3, which also has multiple grooves. After being wound sequentially through the multiple grooves of the two winches, the cable exits from the last groove of the second winch 3. Taking the entry of the load-side cable 4 as the seventh point, the tensioning wheel 5 contacts the first three ropes wound on the first winch 2 and the second winch 3, so that the tensioning wheel 5 acts on the first three turns of the cable 4 with the greatest tension, effectively suppressing the transmission of tension fluctuations in the cable 4 to subsequent turns.

[0054] like Figure 2 As shown, the multi-dimensional sensing unit 11 includes a pressure sensor 12, a displacement sensor 13, an acceleration sensor 14, and a hull motion sensor 15. The pressure sensor 12 is mounted on the axle of the tensioning pulley 5 and is used to detect the radial pressure of the cable 4 on the tensioning pulley 5 in real time. The displacement sensor 13 is mounted on the electronically controlled damper 9 and is used to detect the vertical displacement of the tensioning pulley 5. The acceleration sensor 14 is mounted on the axle of the tensioning pulley 5 and is used to detect the vertical vibration acceleration of the tensioning pulley 5. The hull motion sensor 15 is mounted on the frame 17 of the traction winch and is used to detect the heave frequency and pitch frequency of the hull in real time.

[0055] like Figure 2As shown, the adaptive controller 16 integrates a frequency identification module, a stiffness damping feedforward module, a data fusion module, and an execution drive module. The input of the frequency identification module is connected to the output of the hull motion sensor 15, and the output of the frequency identification module is connected to the input of the stiffness damping feedforward module. The input of the data fusion module is connected to the outputs of the pressure sensor 12, the displacement sensor 13, and the acceleration sensor 14, respectively. The input of the execution drive module is connected to the outputs of the data fusion module and the stiffness damping feedforward module, respectively. The output of the execution drive module is connected to the inputs of the first variable stiffness elastic element 7, the second variable stiffness elastic element 8, and the electronically controlled damper 9, respectively.

[0056] The frequency identification module identifies the main frequency of the ship's motion based on the signal from the ship motion sensor 15.

[0057] The stiffness-damping feedforward module calculates and outputs the target stiffness values ​​of the first variable stiffness elastic element 7 and the second variable stiffness elastic element 8, and the target damping coefficient of the electrically controlled damper 9, based on the ship's main motion frequency, so that the ratio of the natural frequency of the floating tensioning mechanism 1 to the ship's main motion frequency is greater than 1. This allows the system to operate in the vibration isolation zone, reducing the amplification effect of the ship's motion on the cable tension.

[0058] The data fusion module estimates the actual dynamic tension of cable 4 using a state observer algorithm based on the signals from pressure sensor 12, displacement sensor 13, and acceleration sensor 14. Specifically, the radial pressure measured by pressure sensor 12, the displacement measured by displacement sensor 13, and the vibration acceleration measured by acceleration sensor 14 are input to the state observer (a software algorithm, specifically a Kalman filter in this embodiment), and the optimal estimate of the dynamic tension of cable 4 is output. This estimate eliminates the interference of acceleration and inertial forces on the pressure measurement and accurately reflects the true tension state of cable 4. The data fusion module compares the estimated value with a preset target tension and outputs a correction amount.

[0059] The execution drive module drives the first variable stiffness elastic element 7, the second variable stiffness elastic element 8, and the electronically controlled damper 9 based on the superposition result of the feedforward amount (from the stiffness and damping feedforward module) and the correction amount (from the data fusion module), thereby realizing real-time adjustment of stiffness and damping.

[0060] like Figure 3 As shown, an anti-wave adaptive cable tension control method based on the above-mentioned device includes the following steps:

[0061] S1: The hull motion sensor 15 detects the heave frequency and pitch frequency of the hull in real time, the acceleration sensor 14 detects the vibration acceleration of the tension wheel 5, the pressure sensor 12 detects the radial pressure of the cable 4 on the tension wheel 5, and the displacement sensor 13 detects the vertical displacement of the tension wheel 5.

[0062] S2: The adaptive controller 16 adjusts the stiffness values ​​of the first variable stiffness elastic element 7 and the second variable stiffness elastic element 8, and the damping coefficient of the electrically controlled damper 9 based on the hull motion frequency, so that the natural frequency of the moving parts of the floating tensioning mechanism 1 (including the tensioning wheel 5 and its axle, the inverted U-shaped support 6, the piston rod of the first variable stiffness elastic element 7, the piston rod of the second variable stiffness elastic element 8, and the piston rod of the electrically controlled damper 9) is decoupled from the hull motion frequency. Specifically, the stiffness values ​​of the first variable stiffness elastic element 7 and the second variable stiffness elastic element 8, and the damping coefficient of the electrically controlled damper 9 are adjusted so that the ratio of the natural frequency of the moving parts of the floating tensioning mechanism 1 to the hull motion frequency is greater than... This allows the moving parts of the floating tensioning mechanism 1 to operate in the vibration isolation zone, reducing the amplification effect of the ship's motion on the tension of the cable 4. The target stiffness values ​​of the first variable stiffness elastic element 7 and the second variable stiffness elastic element 8 are... The target damping coefficient of the electronically controlled damper 9 , The equivalent mass of the floating tensioning mechanism 1 is... The dominant frequency of hull motion detected by hull motion sensor 15. For a safety factor (taken as 0.8~0.9), based on the target stiffness value... ,use To determine the adjustment current of the first variable stiffness elastic element 7 and the second variable stiffness elastic element 8, wherein... The regulating current for a single variable stiffness elastic element (either the first variable stiffness elastic element 7 or the second variable stiffness elastic element 8). The maximum excitation current of a single variable stiffness elastic element (either the first variable stiffness elastic element 7 or the second variable stiffness elastic element 8) is... The minimum stiffness of a single variable stiffness elastic element (either the first variable stiffness elastic element 7 or the second variable stiffness elastic element 8). The maximum stiffness of a single variable stiffness elastic element (either the first variable stiffness elastic element 7 or the second variable stiffness elastic element 8); based on the target damping coefficient. ,use To determine the regulating current of the electronically controlled damper 9, where For the regulating current of the electronically controlled damper 9, This is the maximum excitation current of the electronically controlled damper 9. This represents the minimum damping coefficient of the electronically controlled damper 9. This represents the maximum damping coefficient of the electronically controlled damper 9.

[0063] S3: The adaptive controller 16 fuses the signals from the pressure sensor 12, displacement sensor 13, and acceleration sensor 14 using a state observer algorithm, preferably a Kalman filter, to calculate the estimated dynamic tension force of the cable 4. The calculation method for the estimated dynamic tension force is as follows: , in, This is the estimated dynamic tension of cable 4. The measured value is from pressure sensor 12. The measured value is from accelerometer 14. The measured value is from displacement sensor 13. The differential velocity of the displacement measured by displacement sensor 13. Adjustable parameters ( The initial value is 0.7. The initial value is 0.05. These are the stiffness values ​​of the first variable stiffness elastic element 7 and the second variable stiffness elastic element 8. The damping coefficient of the electronically controlled damper 9 is... This is the index for the discrete time step.

[0064] S4: The adaptive controller 16 determines whether the estimated value of the dynamic tension force is within the preset target tension force range. If yes, proceed to step S6; if no, proceed to step S5.

[0065] S5: When the estimated value of dynamic tension force deviates from the preset target tension force range, the adaptive controller 16, based on the feedforward control in step S2, superimposes the closed-loop feedback control quantity, finely adjusts the stiffness values ​​of the first variable stiffness elastic element 7 and the second variable stiffness elastic element 8 and the damping coefficient of the electronically controlled damper 9, until the estimated value of dynamic tension force returns to the target range.

[0066] The closed-loop feedback control uses a pseudo-differential feedback control algorithm, and the feedback control quantity for stiffness adjustment is: The feedback control quantity of the damping adjustment is The final applied total system stiffness and damping are:

[0067]

[0068]

[0069] in, The target stiffness value calculated in step S2, The target damping value is calculated in step S2.

[0070] S6: The adaptive controller 16 determines whether the displacement of the tension wheel 5 detected by the displacement sensor 13 is within the preset safety threshold range. If yes, proceed to step S7; if no, issue an alarm signal, while keeping the current stiffness and damping parameters unchanged and outputting a stop command to the drive system of the traction winch.

[0071] S7: The adaptive controller 16 determines whether the hull heave frequency or pitch frequency detected by the hull motion sensor 15 is greater than the preset severe sea state threshold. If yes, proceed to step S8; otherwise, proceed to step S9.

[0072] S8: When the hull heave frequency or pitch frequency detected by the hull motion sensor 15 exceeds the preset severe sea state threshold, the adaptive controller 16 automatically switches to the safety mode, adjusts the first variable stiffness elastic element 7 and the second variable stiffness elastic element 8 to the maximum stiffness state, and adjusts the electronically controlled damper 9 to the maximum damping state. At the same time, it outputs a stop command to the drive system of the traction winch and waits for manual confirmation before resuming operation.

[0073] S9: The adaptive controller 16 determines whether it has received an end command. If yes, it ends; otherwise, it returns to step S1.

[0074] To further verify the effectiveness of the proposed invention, "An anti-wave adaptive cable tensioning device and control method for marine operation traction winch," this embodiment constructs a numerical simulation model to verify the control strategy of this embodiment.

[0075] Simulation environment and parameter settings:

[0076] 1) Marine environment with sea state level 4.

[0077] 2) Main frequency of hull heave (Period approximately 2 seconds), set the amplitude of the ship's heave acceleration to be... .

[0078] 3) The equivalent mass of the tensioning mechanism is 500 kg, and the initial value of the total stiffness of the system is... Target tension .

[0079] 4) Gaussian white noise conforming to industrial-grade sensor standards is superimposed on the output signals of the pressure, displacement and acceleration sensors respectively.

[0080] Step execution process:

[0081] Step S2 (Feedforward Stiffness Adjustment): After 5 seconds of simulation, the controller adjusts the stiffness based on the detected hull frequency using the formula... The target stiffnesses of the first variable stiffness elastic element 7 and the second variable stiffness elastic element 8 are calculated to obtain the total stiffness of the system. , Taking 0.8, the total stiffness of the system is determined by... Adjust to This allows the system's natural frequency to enter the vibration isolation zone.

[0082] Step S3 (Dynamic Tension Force Estimation): Calculate the inertial disturbance force using acceleration sensor data, perform real-time compensation on the original pressure sensor readings, and combine it with displacement sensor data for complementary filtering and fusion.

[0083] Step S5 (Closed-loop feedback fine-tuning): Based on the deviation between the estimated value and the target value, the actuator is driven by a pseudo-differential feedback control algorithm to eliminate steady-state error and maintain constant tension.

[0084] Simulation Result Analysis:

[0085] like Figure 4 The figure shown is a comparison diagram of cable tension fluctuation in this embodiment, illustrating the comparison of cable tension fluctuation between the marine operation traction winch tension control system according to this embodiment and the prior art (comparative example) under the same sea conditions. The simulation time is set to 30 seconds.

[0086] To quantitatively evaluate the anti-interference performance of the device in this embodiment, the root mean square error (RMSE) is used as the evaluation index. The accuracy of the "measured value of a traditional single pressure sensor" and the "estimated value of this invention" are compared, wherein:

[0087]

[0088] The "*" shaped line (comparative example) uses traditional feedback control based on fixed stiffness parameters. It can be seen that, due to the inability to distinguish between cable tension and load inertia, the control system produces a false response to acceleration disturbances, resulting in significant fluctuations in the actual tension, with a root mean square error (RMSE) as high as 165.86 N.

[0089] The solid line (in this embodiment) employs adaptive control based on the fusion of accelerometers and displacement gauges. By introducing acceleration feedforward compensation at 5s, the system effectively eliminates the influence of inertial force on tension estimation. The results show that the cable tension is tightly locked near the target value with minimal fluctuation, and its root mean square error (RMSE) is only 17.09 N.

[0090] The results show that this embodiment improves the tension control accuracy by 89.7% and significantly reduces the risk of cable slack in harsh sea conditions.

[0091] The results fully demonstrate that the device and method of the present invention have excellent anti-wave capability and high-precision tension control effect under real sea conditions. The above control method can be operated during the cable retrieval and release processes of the traction winch, maintaining the cable tension within the target range in real time and effectively suppressing cable tension fluctuations caused by ship motion.

[0092] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A wave-resistant adaptive cable tensioning device for a marine traction winch, characterized in that, include: The floating tensioning mechanism (1), the multi-dimensional sensing unit (11) and the adaptive controller (16) are all installed on the frame (17) of the traction winch. The upper part of the frame (17) is provided with a fixed bracket (10). The first winch (2) and the second winch (3) of the traction winch are horizontally opposite to each other on one side of the frame (17). The upper part of the first winch (2) and the second winch (3) are opposite to the fixed bracket (10). The floating tensioning mechanism (1) includes a tensioning wheel (5) and an inverted U-shaped support seat (6); the tensioning wheel (5) is installed inside the inverted U-shaped support seat (6) through a wheel axle. The upper plane of the inverted U-shaped support seat (6) is parallel to the lower plane of the fixed bracket (10), and a first variable stiffness elastic element (7), an electronically controlled damper (9) and a second variable stiffness elastic element (8) are connected in parallel between them. The first variable stiffness elastic element (7) and the second variable stiffness elastic element (8) are symmetrically distributed on both sides of the electronically controlled damper (9), and the axes of the three are vertically coplanar with the wheel axle axis of the tensioning wheel (5). The floating tensioning mechanism (1) is set in the middle position between the first winch (2) and the second winch (3) of the traction winch below the fixed bracket (10). The cable (4) on the load side enters from the first rope groove of the first winch (2) and then enters the first rope groove of the second winch (3). After being wound in sequence through multiple rope grooves of the two winches, the cable exits from the last rope groove of the second winch (3). Taking the cable entering the load side as the counting starting point, the tensioning wheel (5) contacts the first three ropes wound on the first winch (2) and the second winch (3). The multidimensional sensing unit (11) includes a pressure sensor (12), a displacement sensor (13), an acceleration sensor (14), and a hull motion sensor (15); wherein, the pressure sensor (12) is installed on the axle of the tension wheel (5) and is used to detect the radial pressure of the cable (4) on the tension wheel (5) in real time; the displacement sensor (13) is installed on the electronically controlled damper (9) and is used to detect the vertical displacement of the tension wheel (5); the acceleration sensor (14) is installed on the axle of the tension wheel (5) and is used to detect the vertical vibration acceleration of the tension wheel (5); the hull motion sensor (15) is installed on the frame (17) of the traction winch and is used to detect the heave frequency and / or pitch frequency of the hull in real time. The adaptive controller (16) is electrically connected to the multi-dimensional sensing unit (11), the first variable stiffness elastic element (7), the second variable stiffness elastic element (8), and the electronically controlled damper (9), respectively. The adaptive controller (16) is configured to: feed forward control the stiffness values ​​of the first variable stiffness elastic element (7) and the second variable stiffness elastic element (8) and the damping coefficient of the electronically controlled damper (9) based on the heave frequency or pitch frequency detected by the hull motion sensor (15), so that the natural frequency of the floating tensioning mechanism (1) avoids the main frequency of the hull motion; at the same time, based on the fused signals of the pressure sensor (12), the displacement sensor (13), and the acceleration sensor (14), the first variable stiffness elastic element (7), the second variable stiffness elastic element (8), and the electronically controlled damper (9) are finely adjusted in a closed loop to maintain the tension of the cable (4) within the preset target range.

2. The anti-wave adaptive cable tensioning device for marine operation traction winches according to claim 1, characterized in that, The first variable stiffness elastic element (7) and the second variable stiffness elastic element (8) are the same element, both of which are magnetorheological elastomers or electrorheological elastomers. Their stiffness is changed in real time by the adaptive controller (16) by adjusting the excitation current or electric field strength. The electrically controlled damper (9) is a magnetorheological damper. Its damping coefficient is changed in real time by the adaptive controller (16) by adjusting the excitation current.

3. The anti-wave adaptive cable tensioning device for marine operation traction winches according to claim 1, characterized in that, The adaptive controller (16) includes: The frequency identification module is used to identify the main frequency of the hull motion based on the signal from the hull motion sensor (15); The stiffness-damping feedforward module is used to calculate and output the target stiffness values ​​of the first variable stiffness elastic element (7) and the second variable stiffness elastic element (8) and the target damping coefficient of the electrically controlled damper (9) based on the main frequency of the hull motion, so that the ratio of the natural frequency of the floating tensioning mechanism (1) to the main frequency of the hull motion is greater than 1. ; The data fusion module is used to estimate the actual dynamic tension of the cable (4) based on the signals from the pressure sensor (12), displacement sensor (13) and acceleration sensor (14) using the state observer algorithm, and compare it with the target tension to output the correction amount; The execution drive module is used to drive the first variable stiffness elastic element (7), the second variable stiffness elastic element (8), and the electronically controlled damper (9) according to the superposition result of the feedforward amount and the correction amount.

4. The anti-wave adaptive cable tensioning device for marine operation traction winches according to claim 3, characterized in that, The input of the frequency identification module is connected to the output of the hull motion sensor (15), and the output of the frequency identification module is connected to the input of the stiffness damping feedforward module; the input of the data fusion module is connected to the output of the pressure sensor (12), displacement sensor (13) and acceleration sensor (14) respectively; the input of the execution drive module is connected to the output of the data fusion module and the output of the stiffness damping feedforward module respectively; the output of the execution drive module is connected to the input of the first variable stiffness elastic element (7), the input of the second variable stiffness elastic element (8) and the input of the electronically controlled damper (9) respectively.

5. A wave-resistant adaptive cable tension control method based on the device according to any one of claims 1-4, characterized in that, Includes the following steps: S1: The hull heave frequency and / or pitch frequency are detected in real time by the hull motion sensor (15), the vibration acceleration of the tension wheel (5) is detected by the acceleration sensor (14), the radial pressure of the cable (4) on the tension wheel (5) is detected by the pressure sensor (12), and the vertical displacement of the tension wheel (5) is detected by the displacement sensor (13). S2: The adaptive controller (16) adjusts the stiffness values ​​of the first variable stiffness elastic element (7) and the second variable stiffness elastic element (8) and the damping coefficient of the electronically controlled damper (9) according to the hull motion frequency, so that the natural frequency of the floating tensioning mechanism (1) is decoupled from the hull motion frequency, reducing the amplification effect of the hull motion on the tension of the cable (4). S3: The adaptive controller (16) fuses the signals from the pressure sensor (12), displacement sensor (13) and acceleration sensor (14) to calculate the estimated dynamic tension of the cable (4); S4: The adaptive controller (16) determines whether the estimated value of the dynamic tension force is within the preset target tension force range. If yes, proceed to step S6; otherwise, proceed to step S5. S5: The adaptive controller (16) superimposes the closed-loop feedback control quantity on the basis of the feedforward control in step S2, finely adjusts the stiffness value of the first variable stiffness elastic element (7) and the second variable stiffness elastic element (8) and the damping coefficient of the electronically controlled damper (9), and returns to step S4. S6: The adaptive controller (16) determines whether the displacement sensor (13) detected by the tension wheel (5) is within the preset safety threshold range. If yes, proceed to step S7. If no, issue an alarm signal, while keeping the current stiffness and damping parameters unchanged and outputting a stop command to the drive system of the traction winch. S7: The adaptive controller (16) determines whether the hull heave frequency or pitch frequency detected by the hull motion sensor (15) is greater than the preset severe sea state threshold. If yes, proceed to step S8; if no, proceed to step S9. S8: The adaptive controller (16) automatically switches to the safety mode, adjusts the first variable stiffness elastic element (7) and the second variable stiffness elastic element (8) to the maximum stiffness state, and adjusts the electronically controlled damper (9) to the maximum damping state, while outputting a stop command to the drive system of the traction winch. S9: The adaptive controller (16) determines whether it has received an end command. If yes, it ends; otherwise, it returns to step S1.

6. The control method according to claim 5, characterized in that, In step S2, the natural frequency is decoupled from the hull motion frequency, specifically by adjusting the stiffness values ​​of the first variable stiffness elastic element (7) and the second variable stiffness elastic element (8) and the damping coefficient of the electrically controlled damper (9), so that the ratio of the natural frequency of the floating tensioning mechanism (1) to the hull motion frequency is greater than 1. This allows the floating tensioning mechanism (1) to operate in the vibration isolation zone.

7. The control method according to claim 5, characterized in that, In step S3, the method for calculating the dynamic tension force estimate is as follows: input the radial pressure measured by the pressure sensor (12), the displacement measured by the displacement sensor (13), and the vibration acceleration measured by the acceleration sensor (14) into the state observer, and fuse them to output the estimated value of the dynamic tension force of the cable (4).

8. The apparatus according to claim 7 and / or the control method according to claim 5, characterized in that, The state observer is a Kalman filter.

9. The control method according to claim 6, characterized in that, In step S2, the target stiffness values ​​of the first variable stiffness elastic element (7) and the second variable stiffness elastic element (8) are... Using the following formula (1), we obtain: ， （1） in, For the equivalent mass of the floating tensioning mechanism (1), The dominant frequency of hull motion detected by the hull motion sensor (15) For safety factor; The target damping coefficient of the electronically controlled damper (9) Using the following formula (2), we obtain: ， （2） Based on the target stiffness value ,use To determine the adjustment current of the first variable stiffness elastic element (7) and the second variable stiffness elastic element (8), wherein, The regulating current for a single variable stiffness elastic element. This represents the maximum excitation current of a single variable stiffness elastic element. This represents the minimum stiffness of a single variable stiffness elastic element. The maximum stiffness of a single variable stiffness elastic element; Based on the target damping coefficient ,use To determine the regulating current of the electronically controlled damper (9), where, The regulating current of the electronically controlled damper (9) The maximum excitation current of the electronically controlled damper (9) is The minimum damping coefficient of the electrically controlled damper (9) is given. is the maximum damping coefficient of the electronically controlled damper (9).

10. The control method according to claim 7, characterized in that, In step S3, the calculation method for the dynamic tension force estimate is shown in equation (3) below: （3） in, The estimated value of the dynamic tension of cable (4) is given. The measured value is from the pressure sensor (12). The measured value is from the accelerometer (14). The measured value is from the displacement sensor (13). The differential velocity of the displacement measured by the displacement sensor (13) It is an adjustable parameter. The stiffness values ​​of the first variable stiffness elastic element (7) and the second variable stiffness elastic element (8) are given. The damping coefficient of the electronically controlled damper (9) is... This is the index for the discrete time step.

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