Intelligent control system for offshore dynamic target docking and method thereof

Abstract

The application relates to the technical field of hoisting equipment, and discloses an intelligent control system for offshore dynamic target docking and a method thereof, which comprises a control module and an execution sensing module, a control unit is used for generating a control instruction according to pose information sensed by the execution sensing module; a flexible connecting piece is internally integrated with a fiber bragg grating shape sensing component, the execution sensing module comprises a pose sensing unit and a propulsion execution unit, the pose sensing unit is used for acquiring a relative pose between the execution sensing module and an offshore dynamic target in real time, and the data fed back by the sensing unit and the fiber bragg grating shape sensing component is used for issuing the control instruction. Through the flexible cable shape sensing and the end active vibration reduction propulsion architecture, the application effectively solves the problems of accurate docking and collision protection of the dynamic target under complex sea conditions, and significantly improves the success rate and safety of offshore recovery operations.

Description

Technical Field

[0001] This invention relates to the field of hoisting equipment technology, specifically to an intelligent control system and method for docking dynamic targets at sea. Background Technology

[0002] In fields such as marine resource exploration and deep-sea scientific research, the deployment and recovery of various underwater equipment (such as autonomous underwater vehicles (AUVs), underwater gliders, and towed bodies) is a crucial step in the operational process. Especially during recovery, the mother ship is typically in a sailing or drifting state, experiencing six degrees of freedom motion (particularly heave and sway) due to the combined effects of wind, waves, and currents, while the target equipment to be recovered floats on the surface, also drifting with the waves. This results in intense and complex relative motion between the end of the deployment equipment and the target equipment, posing a significant challenge to docking and recovery.

[0003] Traditionally, small boats are dispatched to approach the target, where workers manually attach cables using hand hooks. This method is not only inefficient and heavily reliant on personnel experience, but more importantly, in rough seas, personnel are exposed between the mother ship, small boats, and heavy equipment, making them highly susceptible to collisions, crushing, or even falling overboard accidents, posing extremely high safety risks. To replace manual labor, some automated devices based on rigid connections have emerged in existing technologies (such as parallel mechanisms similar to the Stewart platform or large folding boom cranes). While these solutions offer high positioning accuracy, they are structurally bulky, have high inertia, and require significant deck space and load-bearing capacity from the mother ship. Furthermore, the limited working space of the rigid boom makes it difficult to adapt to large-scale sea surface operations. In the event of violent relative motion, the rigid structure lacks cushioning, easily causing permanent damage to the equipment. Another method is to use steel cable winches for retrieval. However, traditional flexible cable systems suffer from underactuation characteristics; the cable swings uncontrollably in the water, resembling a pendulum. There is a lack of real-time sensing of the flexible cable's own shape (such as bending and twisting states), and the nonlinear deformation of the cable leads to control lag, causing the thruster response to always be half a beat slow. Summary of the Invention

[0004] The purpose of this invention is to provide an intelligent control system and method for docking dynamic targets at sea, so as to solve the problems mentioned in the background art.

[0005] To solve the above-mentioned technical problems, the present invention is achieved through the following technical solution:

[0006] This invention relates to an intelligent control system for docking with dynamic targets at sea, comprising a control module and an execution sensing module. The control module is connected to the execution sensing module via a flexible connector. The control module is connected to a crane and carries a control unit. The control unit is used to generate control commands based on the pose information sensed by the execution sensing module.

[0007] The flexible connector integrates a fiber optic grating shape sensing component, which is used to monitor the strain and shape parameters of the flexible connector along the length direction in real time, and feed the monitoring data back to the control unit.

[0008] The execution perception module includes a pose perception unit and a propulsion execution unit. The pose perception unit acquires the relative pose between the execution perception module and the dynamic target at sea in real time. The control unit issues control commands based on the data fed back by the pose perception unit and the fiber optic grating shape sensing component to drive the propulsion execution unit to move, so as to dynamically adjust the pose of the execution perception module and ultimately achieve docking with the dynamic target at sea.

[0009] Furthermore, the fiber Bragg grating shape sensing component includes a fiber Bragg grating sensor array distributed along the axial direction of the flexible connector, used to calculate the bending curvature, torsion angle and three-dimensional spatial shape of the flexible connector in real time. The control unit establishes a cable dynamics model based on the shape data and performs feedforward control compensation.

[0010] Furthermore, a composite vibration damping mechanism is provided between the execution sensing module and the flexible connector to suppress disturbances transmitted by the flexible connector and compensate for heave motion.

[0011] Furthermore, the composite vibration damping mechanism includes a passive vibration damping component and an active compensation component arranged in series; the passive vibration damping component includes a spring damping system for filtering high-frequency vibrations; the active compensation component includes a telescopic actuator for actively compensating for vertical heave according to the control command of the control unit.

[0012] Furthermore, the execution sensing module also includes an inertial measurement unit, which measures the motion state of the execution sensing module; the control unit controls the propulsion execution unit and the composite vibration reduction mechanism to work together to achieve docking with the dynamic target at sea based on the data fed back by the pose sensing unit and the fiber optic shape sensing component, the sea state adaptive tolerance algorithm, and the three-level docking control logic.

[0013] The sea state adaptive tolerance algorithm is configured to: comprehensively evaluate the current sea state level in real time by combining the motion data measured by the inertial measurement unit and the visual data acquired by the pose perception unit;

[0014] When the sea state level is lower than the preset threshold, a high-precision position tolerance mode is adopted;

[0015] When the sea state level is higher than the preset threshold, the system automatically switches to a wide position tolerance and strict relative speed tolerance mode.

[0016] Furthermore, the propulsion execution unit is mounted on the inertial measurement unit. The propulsion execution unit includes at least two independently controlled horizontal thrusters. By independently adjusting the thrust of each horizontal thruster, the resultant force and resultant torque required to drive the execution sensing module to perform the translational and rotational movements in the horizontal plane are generated, enabling the execution sensing module to perform translational and rotational movements in the horizontal plane to actively approach and align with the dynamic maritime target.

[0017] Furthermore, the pose perception unit includes a visual recognition unit, and a marker is provided on the dynamic maritime target; the visual recognition unit acquires and recognizes an image of the marker, and calculates the relative pose between the execution perception module and the dynamic maritime target based on the image.

[0018] Furthermore, the bottom of the execution sensing module is provided with a guide buffer interface, which includes a guide cover and a flexible damping buffer layer covering the inner wall of the guide cover. The guide cover is funnel-shaped or V-shaped, and a pressure / contact sensor is provided below or inside the flexible damping buffer layer.

[0019] The control unit employs an impedance / admittance control strategy during the docking phase. By adjusting the thrust of the propulsion execution unit, the execution sensing module exhibits preset compliance characteristics when it makes physical contact with the dynamic maritime target, thereby achieving physical self-alignment and locking in conjunction with the guidance buffer interface.

[0020] Furthermore, the control module also integrates a power supply unit and a communication unit; the power supply unit is used to supply power to the control unit and the execution sensing module; the communication unit is used to establish and maintain a bidirectional data communication link between the control module and the execution sensing module.

[0021] A control method for controlling an intelligent control system for docking with dynamic targets at sea, wherein the intelligent control system for docking with dynamic targets at sea is the aforementioned intelligent control system for docking with dynamic targets at sea, the control method comprising the following steps:

[0022] Step S1: The relative pose between the execution sensing module and the dynamic target at sea is obtained in real time through the pose sensing unit, and the shape of the flexible connector is obtained through the fiber optic grating shape sensing component.

[0023] Step S2: Based on the relative pose and the shape of the flexible connector, the control unit dynamically sets the position tolerance mode for this docking process using a sea state adaptive tolerance algorithm;

[0024] Step S3: The system performs a three-level docking phase, which includes an approach phase, a pre-docking phase, and a locking phase;

[0025] When the execution sensing module maintains a first distance from the dynamic maritime target, the system is in the approach phase, closing the distance between the execution sensing module and the dynamic maritime target at a first speed and suppressing large swings of the flexible connector;

[0026] When the execution sensing module maintains a second distance from the dynamic maritime target, which is less than the first distance, the system is in the pre-docking phase, and the control unit controls the execution sensing module to follow the wave motion of the dynamic maritime target and remain relatively stationary;

[0027] When the execution sensing module comes into contact with the dynamic target at sea, the system is in the locking phase, triggering the physical docking of the execution sensing module with the dynamic target at sea.

[0028] The present invention has the following beneficial effects:

[0029] 1. Global shape perception and feedforward control compensation solve the hysteresis problem in flexible cable systems. Flexible cable deployment systems typically treat the cable as a simple flexible connection, lacking real-time monitoring of its dynamic deformation. This invention integrates a fiber optic grating shape sensing component (FBG) within the flexible connector, enabling real-time acquisition of bending, torsion, and three-dimensional shape data of the cable along its length. This allows the system to move beyond passive adjustment relying solely on end-effector feedback, establishing a precise cable dynamics model, predicting the impact of cable sway on the end effector, and introducing feedforward control. This global perception mechanism significantly reduces response hysteresis and overshoot in the control system, improving control accuracy in deep water or long cable conditions.

[0030] 2. The active-passive composite vibration reduction achieves decoupling of heave motion under severe sea conditions. Addressing the vertical undulation (heave) caused by sea waves, a major factor leading to docking failure, this invention introduces an active-passive composite vibration reduction mechanism. The passive vibration reduction component effectively filters out high-frequency mechanical vibrations transmitted from the mother ship using spring damping characteristics, protecting precision sensors and vision equipment. The active compensation component extends and retracts in the opposite direction based on the heave acceleration sensed by the IMU, actively offsetting the vertical displacement caused by sea waves. This setup effectively decouples the mother ship's motion from the end effector module's motion, providing a stable imaging environment for visual recognition and significantly improving the system's operational window in sea conditions of level four and above.

[0031] 3. The combination of compliant control and mechanical guidance achieves non-destructive docking. Unlike existing hard docking methods that rely on rigid collisions or high-precision alignment, this invention employs an impedance control strategy combined with mechanical guidance and a buffer interface. During the most critical stage of docking, the end effector is allowed to conform to the target's posture at the moment of contact, absorbing collision energy. Combined with a funnel-shaped or V-shaped mechanical guidance structure, the system can physically transform centimeter-level alignment errors into precise locking actions. This soft docking mechanism greatly reduces the absolute demands on control precision and avoids the risk of equipment damage caused by instantaneous posture changes.

[0032] 4. Adaptive sea state control and hierarchical control balance operational efficiency and robustness. This invention abandons a single control logic and proposes a three-level docking control logic (approach, pre-docking, and locking) and an adaptive sea state tolerance algorithm. The system can dynamically adjust position and relative speed tolerances based on the sea state level determined jointly by IMU and visual data. In low sea states, it pursues high precision for rapid docking, while in high sea states, it automatically relaxes position restrictions but strictly controls relative speed to ensure safety. This approach effectively prevents the system from entering a dead loop due to its inability to achieve excessively high precision in harsh environments, significantly improving docking success rate and operational efficiency while ensuring safety.

[0033] 5. Hybrid architecture with both flexibility and continuous operation capability: This invention adopts a hybrid architecture of flexible connection and active end-effector propulsion. Compared with rigid robotic arm solutions, it has the advantages of light weight, low inertia, and large working space, and is not limited by the mother ship deck space. Compared with the cableless submersible solution, this system achieves continuous power supply and high-bandwidth communication through flexible connectors, solving the bottlenecks of underwater endurance and signal transmission. It is particularly suitable for long-term, high-intensity marine recovery and docking missions.

[0034] Of course, any product implementing this invention does not necessarily need to achieve all of the advantages described above at the same time. Attached Figure Description

[0035] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of the intelligent control system for dynamic target docking at sea according to the present invention;

[0037] Figure 2 This is a schematic diagram of the intelligent control system and crane of the present invention.

[0038] The attached diagram lists the components represented by each number as follows:

[0039] In the diagram: 1-Crane; 100-Dynamic Target at Sea; 101-Lifting Lug; 102-Identifier; 2-Control Module; 21-Control Unit; 22-Power Supply Unit; 23-Communication Unit; 25-Inertial Measurement Unit; 3-Actuation Sensing Module; 31-Visual Recognition Unit; 32-Horizontal Thruster; 33-Guidance Buffer Interface; 34-Composite Vibration Reduction Mechanism; 4-Flexible Connector; 41-Fiber Bragg Grating Shape Sensing Component. Detailed Implementation

[0040] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0041] Please see Figure 1 and Figure 2 As shown, the present invention provides an intelligent control system for docking with a dynamic target at sea, comprising a control module 2 and an execution sensing module 3. The control module 2 is connected to the execution sensing module 3 via a flexible connector 4. The control module 2 is connected to a crane 1 and carries a control unit 21. The control unit 21 generates control commands based on the pose information sensed by the execution sensing module 3. The flexible connector 4 integrates a fiber optic shape sensing component 41, which monitors the strain and morphological parameters of the flexible connector 4 along its length in real time and feeds the monitoring data back to the control unit 21. The execution sensing module 3 includes a pose sensing unit and a propulsion execution unit. The pose sensing unit acquires the relative pose between the execution sensing module 3 and the dynamic target 100 at sea in real time. The control unit 21 issues control commands based on the data fed back by the pose sensing unit and the fiber optic shape sensing component 41, driving the propulsion execution unit to move, thereby dynamically adjusting the pose of the execution sensing module 3 and ultimately achieving docking with the dynamic target 100 at sea.

[0042] Specifically, after the control system is started, the execution perception module 3 is deployed to the target operation area. The crane 1 lifts the execution perception module 3 to the vicinity of the target equipment. The pose perception unit in the execution perception module 3 starts to work and acquires the relative position and attitude information between itself and the dynamic target 100 at sea (such as a floating underwater vehicle or detection instrument) in real time. This information may include parameters such as distance, angle, and speed. The relative pose information acquired by the pose sensing unit is transmitted to the control module 2. The fiber optic grating shape sensing component 41 calculates the bending curvature, torsion angle, and three-dimensional spatial shape of the flexible connector 4 in real time. The control unit 21 dynamically adjusts the control commands according to the shape changes of the flexible connector 4 to maintain the stability of the flexible connector 4 and reduce the swaying caused by sea conditions. The control unit 21 in the control module 2 generates corresponding control commands based on the received pose information and the preset docking strategy and algorithm. These commands are designed to adjust the motion trajectory and attitude of the execution sensing module 3 so that it can gradually approach the target device. The propulsion execution unit in the execution sensing module 3 drives itself to move according to the control commands issued by the control unit 21. For example, by adjusting the thrust direction and magnitude of the thruster, the position and attitude of the execution sensing module 3 are changed. During the movement, the pose sensing unit continuously acquires the latest relative pose information and feeds it back to the control module 2 in real time. The control unit 21 dynamically adjusts the control commands based on this feedback information to ensure that the execution sensing module 3 can stably approach the target device. When the relative pose between the execution sensing module 3 and the target device reaches the preset docking conditions (such as close enough distance, attitude matching, etc.), the propulsion unit performs the final docking action. After docking is completed, the crane 1 lifts the execution sensing module 3 together with the target device back to the mother ship according to the instructions of the control module 2. After the recovery is completed, the system is reset and ready for the next operation.

[0043] In this embodiment, the fiber optic grating shape sensing component 41 can monitor the bending curvature of the flexible connector 4 under sea conditions in real time. Since the flexible connector 4 is easily affected by external forces such as water flow and waves in water, it is prone to bending. This bending causes changes in the relative position and attitude between the end of the hoisting equipment and the target equipment. By sensing the bending curvature, the system can promptly understand the deformation of the flexible connector 4. Besides bending, the flexible connector 4 also undergoes torsion in water. Real-time monitoring of the torsion angle helps the system understand the rotational state of the flexible connector 4, avoiding cable entanglement or equipment attitude loss due to excessive torsion. The fiber optic grating shape sensing component 41 can calculate the morphological changes of the flexible connector 4 in three-dimensional space, including its displacement and deformation in different directions. This comprehensive morphological sensing capability allows the system to more accurately grasp the overall state of the flexible connector 4. The control unit 21 dynamically adjusts control commands based on the morphological data fed back by the fiber optic grating shape sensing component 41. This oscillation affects the motion trajectory and attitude control of the execution sensing module 3. By sensing the morphological changes of the flexible connector 4 in real time, the system can adjust control commands in advance, reduce the oscillation amplitude, and avoid control lag caused by nonlinear deformation of the cable. In complex sea conditions, the morphological changes of the flexible connector 4 are more complex and unpredictable. The fiber optic grating shape sensing component 41 can monitor these changes in real time, enabling the system to quickly adapt to different sea conditions and ensure the smooth progress of docking operations. By monitoring the morphology of the flexible connector 4 in real time, the system can avoid equipment damage caused by excessive bending, twisting, or stretching. The precise morphological data provided by the fiber optic grating shape sensing component 41 allows the control unit to more accurately adjust the motion trajectory and attitude of the execution sensing module 3. During docking, this high-precision morphological sensing capability ensures that the relative pose between the execution sensing module 3 and the dynamic target 100 at sea remains in the optimal state, thereby improving the accuracy and success rate of docking.

[0044] In this embodiment, the control module 2 is responsible for the overall decision-making, instruction generation and coordination. The control module 2 receives pose information such as relative position, attitude and speed from the execution perception module 3, and performs real-time analysis and processing on this data. Based on the analyzed pose information and combined with the preset docking strategy and algorithm, the control module 2 generates precise control instructions. These instructions are used to guide the movement and attitude adjustment of the execution perception module 3 to ensure that it can dynamically approach and dock with the target device. Control module 2 not only coordinates the actions of sensing module 3, but also communicates with other equipment such as crane 1 to ensure the orderly operation of the entire system. For example, after docking is completed, control module 2 will instruct crane 1 to retrieve sensing module 3 and the target equipment together. During docking, control module 2 can dynamically adjust the control strategy and optimize the docking path and actions based on real-time feedback of position and posture information to adapt to complex sea conditions and dynamic changes of the target equipment. Control module 2 can monitor the system's operating status in real time, detect potential faults or abnormalities, and take timely measures such as pausing operations or switching to backup plans to ensure the safe operation of the system. Through reasonable algorithm settings and redundancy mechanisms, control module 2 can maintain the stability and reliability of the system even when some sensors or actuators fail. The pose sensing unit can acquire the relative pose information between the execution sensing module 3 and the target device in real time, including distance, angle, speed, etc. This information is the key data for achieving precise docking. Using sensor technology, the execution sensing module 3 can provide high-precision pose information, providing a reliable basis for the decision-making of the control module 2. The propulsion execution unit drives the execution sensing module 3 to move according to the instructions issued by the control module 2. The execution sensing module 3 can move flexibly in complex sea conditions and adapt to the dynamic changes of the target device. For example, under the action of waves and currents, the position and attitude of the target device will change constantly, and the execution sensing module 3 needs to be able to respond quickly and adjust its own actions.

[0045] Please see Figure 1 and Figure 2As shown, the fiber Bragg grating shape sensing component 41 includes a fiber Bragg grating (FBG) sensor array distributed along the axial direction of the flexible connector 4. This array is used to calculate the bending curvature, torsion angle, and three-dimensional spatial morphology of the flexible connector 4 in real time. The control unit 21 establishes a cable dynamics model based on the morphological data and performs feedforward control compensation. The fiber Bragg grating shape sensing component 41 can monitor the strain information of each segment of the cable in real time. By demodulating this information, the control unit 21 reconstructs the three-dimensional bending morphology of the cable underwater, such as S-shaped or C-shaped bends. This allows the system to establish a dynamic model of the cable, predict the end-effector position lag caused by cable swaying, and add feedforward compensation to the thruster control. Specifically, the feedforward compensation refers to the control command correction value calculated in advance by the control unit 21 based on the cable morphology and dynamic model calculated in real time by the FBG sensor array. This correction is used to offset the interference caused by cable swaying to the end-effector, ensuring that the end-effector is unaffected by cable swaying and its trajectory only responds to the core docking command from the control unit 21. The cable dynamics model is a computational model that mathematically describes the force and motion relationship of the flexible connector 4 in an underwater environment. Its fundamental purpose is to take the current shape and state of the cable as input, calculate using physical laws, and output an accurate prediction of how the cable will deform in the near future and how much interference this deformation will cause to the end effector.

[0046] In this embodiment, the control unit 21 uses morphological data acquired from the FBG sensor array to establish a cable dynamics model of the flexible connector 4. This model can describe the motion characteristics of the flexible connector 4 under different external forces, including its bending, torsion, and extension behaviors. Through the dynamics model, the system can predict the behavior of the flexible connector 4 under different working conditions and analyze its motion trend and potential instability factors. Based on the cable dynamics model, the control unit 21 can calculate the motion trend of the flexible connector 4 in advance under specific sea conditions and actively adjust the action command of the crane 1 or the propulsion strategy of the sensing module 3 through a feedforward control compensation mechanism. This feedforward control can effectively reduce the docking error caused by the dynamic changes of the flexible connector 4. Traditional feedback control has a lag when dealing with the nonlinear deformation of the flexible connector 4. Feedforward control can significantly reduce this lag by predicting and compensating in advance, thereby improving the system's response speed and control accuracy. By sensing the morphological changes of the flexible connector 4 in real time and performing feedforward compensation, the system can better cope with complex marine environments, reducing the swaying and instability of the flexible connector 4. This helps maintain the relative pose stability between the execution sensing module 3 and the dynamic target 100 at sea. Feedforward control compensation can effectively prevent damage to the flexible connector 4 due to excessive bending, torsion, or stretching, extending the service life of the equipment and reducing maintenance costs. The feedforward control compensation mechanism enables the execution sensing module 3 to approach the dynamic target 100 at sea more accurately and complete the docking operation. This high-precision control capability significantly improves the docking success rate. By reducing the swaying and unstable behavior of the flexible connector 4, the system can complete the docking operation faster, improving operational efficiency and reducing operational delays caused by changes in sea state. Based on the dynamic model of morphological data and the feedforward control compensation mechanism, the system can dynamically adjust the control strategy according to real-time data, achieving intelligent adaptive control.

[0047] Please see Figure 1 and Figure 2 As shown, a composite vibration damping mechanism 34 is provided between the execution sensing module 3 and the flexible connector 4 to suppress the disturbance transmitted by the flexible connector 4 and to compensate for the heave motion.

[0048] In this embodiment, the flexible connector 4 will vibrate and oscillate under sea conditions such as waves and currents. These disturbances will be transmitted to the execution sensing module 3 through the connector. The composite vibration damping mechanism 34 can effectively suppress these disturbances, reduce the impact of vibration on the execution sensing module 3, and ensure that it can still work stably under complex sea conditions. By suppressing the transmission of disturbances, the composite vibration damping mechanism 34 helps to maintain the positional stability of the execution sensing module 3 and avoid positional deviations caused by the oscillation of the flexible connector 4, thereby improving the stability of the entire system. In the marine environment, both the mother ship and the target equipment are subjected to wave action, resulting in heave motion (i.e., vertical movement). This heave motion causes changes in the relative posture between the flexible connector 4 and the target equipment, increasing the difficulty of docking. The composite vibration damping mechanism 34 can compensate for the heave motion by adjusting the position of the execution sensing module 3 through internal damping elements such as springs and dampers, enabling it to better adapt to the heave motion and reducing docking errors caused by heave. By compensating for the heave motion, the composite vibration damping mechanism 34 can ensure that the execution sensing module 3 maintains the optimal relative posture with the target equipment during the docking process, thereby improving the docking accuracy and success rate. The composite vibration damping mechanism 34 can effectively cope with vibration and heave motion under different sea conditions, enabling the system to operate normally even in harsh sea conditions. This adaptability is crucial for deep-sea operations and applications in complex marine environments. Even if the flexible connector 4 undergoes significant morphological changes under complex sea conditions, the composite vibration damping mechanism 34 can still compensate for the execution sensing module 3 through its internal damping mechanism, reducing dependence on the shape of the flexible connector 4 and improving the robustness of the system. The composite vibration damping mechanism 34 provides a more stable execution platform for the control unit 21 by suppressing disturbances and compensating for heave motion. This enables the control unit 21 to issue control commands more accurately based on the pose sensing unit and shape data, thereby optimizing the control effect of the entire system.

[0049] Please see Figure 1 and Figure 2 As shown, the composite vibration damping mechanism 34 includes a passive vibration damping component and an active compensation component arranged in series; the passive vibration damping component includes a spring damping system for filtering high-frequency vibrations; the active compensation component includes a telescopic actuator for actively compensating for vertical heave in accordance with the control command of the control unit 21.

[0050] In this embodiment, the spring damping system in the passive vibration damping component can effectively filter high-frequency vibrations. In complex marine environments, the flexible connector 4 is subjected to external forces such as waves and currents, generating high-frequency vibrations. If these high-frequency vibrations are directly transmitted to the execution sensing module 3, they can cause damage to its internal precision instruments or unstable operation. Through the elastic deformation of the spring and the energy dissipation of the damper, the spring damping system can absorb and weaken high-frequency vibrations, protecting the execution posture sensing unit and propulsion execution unit from damage caused by high-frequency vibrations, extending the service life of the equipment. After filtering high-frequency vibrations, the execution sensing module 3 can work more stably, reducing posture deviations and control errors caused by vibrations, thereby improving the stability of the entire system. The telescopic actuator in the active compensation component can perform active heave compensation in the vertical direction according to the control command of the control unit 21. In marine environments, both the mother ship and the target equipment are subjected to wave action, resulting in heave motion. This heave motion causes changes in the relative posture between the flexible connector 4 and the target equipment. The control unit 21 monitors the heave motion in real time through the posture sensing unit and morphological data, and calculates the required compensation amount based on this data, driving the telescopic actuator to perform heave compensation. This active compensation mechanism can adjust the vertical position of the execution sensing module 3 in real time, enabling it to better adapt to heave motion and reduce docking errors caused by heave. Through active heave compensation, the execution sensing module 3 can always maintain the best relative posture with the target device during the docking process, thereby improving the accuracy and success rate of docking.

[0051] In this embodiment, the series connection of the passive damping component and the active compensation component achieves filtering of high-frequency vibrations and active compensation for heave motion. The passive damping component is responsible for handling high-frequency vibrations, while the active compensation component focuses on compensating for heave motion. This collaborative working method can more comprehensively cope with complex marine environments and improve the overall performance of the system. The composite damping mechanism 34 can effectively cope with vibrations and heave motions under different sea conditions, enabling the system to operate normally even in harsh sea conditions. Under conditions of large waves and complex currents, the system can still maintain stability through the passive damping and active compensation mechanisms and complete high-precision docking operations. Even if the flexible connector 4 undergoes significant morphological changes under complex sea conditions, the composite damping mechanism 34 can still adjust the execution sensing module 3 through its internal damping and compensation mechanisms, reducing dependence on the shape of the flexible connector 4 and improving the robustness of the system.

[0052] Please see Figure 1 and Figure 2As shown, the execution sensing module 3 also includes an inertial measurement unit 25, which measures the motion state of the execution sensing module 3. The control unit 21 is configured to fuse the measurement data from the inertial measurement unit 25 with the relative pose data acquired by the pose sensing unit. Based on the data fed back by the pose sensing unit and the fiber optic shape sensing component 41, the control unit 21 operates the sea state adaptive tolerance algorithm and the three-level docking control logic to control the propulsion execution unit and the composite vibration reduction mechanism 34 to work together to achieve docking with the dynamic target 100 at sea. The sea state adaptive tolerance algorithm is configured to: comprehensively analyze the motion data measured by the inertial measurement unit 25 and the visual data acquired by the pose sensing unit to evaluate the current sea state level in real time; when the sea state level is lower than a preset threshold, the first position tolerance mode, i.e., the high-precision position tolerance mode, is adopted; when the sea state level is higher than the preset threshold, the system automatically switches to the second position tolerance mode, i.e., the wide position tolerance and strict relative velocity tolerance mode. In this embodiment, the sea state adaptive tolerance algorithm enables the control system to automatically adjust the success criteria for docking tasks based on the real-time assessment of sea state severity, thereby achieving an optimal balance between operational efficiency and safety. Under favorable sea conditions, a strict position and wide speed mode is employed to maximize efficiency; under adverse sea conditions, a wide position and strict speed mode is switched to ensure safety. These algorithms are software programs stored in the control unit and are inherent functions of the system. By dynamically adjusting the success criteria for docking tasks, the algorithm allows the system to adapt to complex and ever-changing marine environments, maximizing the docking success rate under different sea conditions while ensuring absolute safety.

[0053] Specifically, the inertial measurement unit 25 can measure the motion state of the execution sensing module 3 in real time, including acceleration (measuring acceleration along three axes to reflect the linear motion changes of the module), angular velocity (measuring rotational velocity around three axes to reflect the rotational motion changes of the module), and attitude angles (calculating the pitch, roll, and yaw angles of the module through integration to reflect the spatial attitude of the module). After the control system is started, the execution sensing module 3 is hoisted to the vicinity of the target equipment by the crane 1, and the pose sensing unit starts working, acquiring the relative pose information between the execution sensing module 3 and the target equipment in real time. The inertial measurement unit 25 (IMU) simultaneously measures the motion state of the execution sensing module 3 itself, including acceleration, angular velocity, and attitude angles. The control unit 21 receives relative pose data from the pose sensing unit and motion state data from the inertial measurement unit 25. Through a data fusion algorithm, the control unit 21 fuses the two types of data. The fused data more accurately reflects the relative motion relationship between the execution sensing module 3 and the target device, while also considering the dynamic characteristics of the execution sensing module 3 itself. Based on the fused data and a preset docking strategy and algorithm, the control unit 21 generates control commands. These commands adjust the motion trajectory and attitude of the execution sensing module 3, enabling it to gradually approach the target device. The propulsion execution unit in the execution sensing module 3 drives itself to move according to the control commands issued by the control unit 21. During this movement, the pose sensing unit and the inertial measurement unit 25 continuously operate, acquiring the latest relative pose information and motion state data in real time. When the relative pose between the execution sensing module 3 and the target device reaches the preset docking conditions, such as sufficient distance and attitude matching, the propulsion execution unit performs the final docking action.

[0054] In this embodiment, the pose sensing unit mainly acquires the relative pose information between the execution sensing module 3 and the target device. However, this data is affected by various factors, such as sensor accuracy, sea conditions, and dynamic changes of the target device. The motion state data provided by the inertial measurement unit 25 can serve as supplementary information. Through a data fusion algorithm, the inertial measurement data and pose sensing data are combined to reduce the error and noise of a single sensor, thereby improving the measurement accuracy of the system. The inertial measurement unit 25 can monitor the acceleration and angular velocity of the execution sensing module 3 in real time, helping the system predict its future motion trend and thus adjust control commands in advance to optimize the docking path. Under complex sea conditions, the execution sensing module 3 is subject to the coupling effects of wind, waves, and currents, causing its motion state to change rapidly. The inertial measurement unit 25 can measure these dynamic changes in real time at a high frequency, enabling the system to adjust control commands in a timely manner and ensure that the execution sensing module 3 can stably approach the target device. By monitoring and compensating for the dynamic changes of the execution sensing module 3 in real time, errors caused by sea state fluctuations or target device movement are reduced, improving the stability and success rate of docking. As an independent sensor, the inertial measurement unit 25 can provide information that complements the pose sensing unit. This multi-sensor fusion approach can reduce the impact of a single sensor failure. When the pose sensing unit fails or its data is abnormal, the data from the inertial measurement unit 25 can serve as backup information to maintain the normal operation of the system. On the other hand, it enhances the system's anti-interference capability. The measurement data from the inertial measurement unit 25 is relatively independent and is not easily affected by the external environment (such as electromagnetic interference, wave reflection, etc.), thereby improving the overall robustness of the system.

[0055] As a specific implementation, the flexible connector 4 reliably bears the weight of the sensing module 3 and various loads during operation, allowing the sensing module 3 to have relatively free translation and rotation capabilities in the horizontal plane, with at least two translational degrees of freedom and one rotational degree of freedom. This is a prerequisite for its active attitude adjustment, and it also provides certain constraints on large-amplitude swaying and rolling perpendicular to the horizontal plane, preventing the sensing module 3 from experiencing uncontrolled and violent shaking due to wind and waves. The flexible connector 4 consists of multiple parallel anti-torsion steel wire ropes. This group of steel wire ropes provides the main load-bearing force in the vertical direction and provides the necessary degrees of freedom of movement for the lower module in the horizontal plane. At the same time, its inherent damping characteristics help dissipate the low-frequency swaying energy from the mother ship, allowing the active control system of the lower module to focus more on compensating for high-frequency relative motion.

[0056] Please see Figure 1 and Figure 2 As shown, the propulsion execution unit is mounted on the inertial measurement unit 25, enabling the execution sensing module 3 to perform translational and rotational movements in the horizontal plane in order to actively approach and align with the dynamic target 100 at sea.

[0057] In this embodiment, the propulsion execution unit can actively drive the execution sensing module 3 to perform translational and rotational movements in the horizontal plane according to control commands. This allows the module to actively approach the target device instead of passively waiting for the target to enter the docking range. This active approach capability greatly improves the docking success rate, especially when the position and attitude of the target device are constantly changing. By performing translational and rotational movements in the horizontal plane, the execution sensing module 3 can flexibly adjust its own position and attitude to adapt to different orientations and angles of the target device. This multi-directional movement capability enables the system to more accurately align with the target device, reducing docking failures caused by positional deviations. Especially when the target device is small or the docking requirements are high, the execution sensing module 3 can reduce docking failures caused by initial positional deviations or error accumulation during the movement process through active approach and dynamic alignment. This setting significantly improves the reliability of the system and reduces the risk of docking failure.

[0058] Please see Figure 1 and Figure 2 As shown, the propulsion execution unit includes at least two independently controlled horizontal thrusters 32. By independently adjusting the thrust of each horizontal thruster 32, the resultant force and resultant torque required to drive the execution sensing module 3 to perform translational and rotational movements in the horizontal plane are generated.

[0059] Specifically, the propulsion execution unit includes at least two horizontal thrusters 32, symmetrically installed on both sides or around the execution sensing module 3. This arrangement allows the thrusters to coordinate their thrusts, enabling complex motion control. Translational motion refers to the linear movement of the execution sensing module 3 in a certain direction within the horizontal plane. When the two horizontal thrusters 32 generate thrusts of equal magnitude and in the same direction, the execution sensing module 3 will translate linearly in the horizontal plane along the thrust direction. If the two thrusters have the same thrust direction but different magnitudes, the execution sensing module 3 will still translate along the thrust direction, but the trajectory will slightly deviate from the central axis, forming an offset translation. When the two horizontal thrusters 32 generate thrusts of equal magnitude but in opposite directions, the execution sensing module 3 will translate laterally in the horizontal plane perpendicular to the thrust direction, allowing the module to move laterally without changing its orientation. Rotational motion refers to the rotation of the sensing module 3 around its own center of mass in the horizontal plane. When the two horizontal thrusters 32 generate thrusts of equal magnitude but opposite directions, the sensing module 3 will rotate around its own center of mass. In this case, the resultant force is zero, but the resultant torque is not zero, thus generating rotational motion. Depending on the thrust direction of the thrusters, the sensing module 3 can be controlled to rotate clockwise or counterclockwise. If the thrusts of the two thrusters are opposite in direction but different in magnitude, the sensing module 3 will not only rotate but also generate a certain translational motion along the resultant force direction. This combined motion can be used for more complex trajectory adjustments.

[0060] Specifically, the execution sensing module 3 is hoisted near the target device, the propulsion execution unit is in standby mode, and the control unit 21 calculates the required translational direction and speed based on the relative pose information obtained by the pose sensing unit. The control unit 21 sends commands to the two horizontal thrusters 32 to adjust the magnitude and direction of the thrust, causing the execution sensing module 3 to translate along the required direction and gradually approach the target device. When it is necessary to adjust the orientation of the execution sensing module 3 to align with the target device, the control unit 21 calculates the required rotation angle and speed, and sends commands to the two horizontal thrusters 32 to generate equal and opposite thrusts, thereby driving the module to rotate around its own center of mass and adjust its attitude. During translation and rotation, the inertial measurement unit 25 measures the motion state of the module in real time and feeds the data back to the control unit 21. The control unit 21 dynamically adjusts the thrust of the thruster based on the fused data to ensure that the module can stably approach the target device and maintain the stability and accuracy of motion under complex sea conditions. When the relative pose between the execution sensing module 3 and the target device reaches the preset docking conditions, the control unit 21 instructs the propulsion execution unit to stop moving, and the execution sensing module 3 completes the final docking action, such as hooking the hook into the lifting lug 101 of the target device.

[0061] In this embodiment, by independently controlling the thrust magnitude and direction of each horizontal thruster 32, the required resultant force and torque can be precisely generated, thereby achieving the following complex motion control: by adjusting the thrust direction and magnitude of each thruster, the execution sensing module 3 can translate in any direction within the horizontal plane; by generating thrust of equal magnitude and opposite direction, the execution sensing module 3 can rotate around its own center of mass, adjusting its orientation. Simultaneously, a combination of translation and rotation is achieved, enabling the module to flexibly approach the target equipment and adapt to its dynamic changes. The independently controlled horizontal thrusters 32 allow the execution sensing module 3 to move in any direction within the horizontal plane, not just a few fixed directions. This multi-directional movement capability significantly improves the system's flexibility, enabling it to adapt to different orientations and attitudes of the target equipment. In complex sea conditions, the position and attitude of the target equipment can change rapidly. By independently adjusting the thrust of each thruster, the system can quickly respond to these changes, dynamically adjusting its trajectory and attitude to ensure precise docking even in dynamic environments.

[0062] Please see Figure 1 and Figure 2 As shown, the number of horizontal thrusters 32 is preferably four, and each horizontal thruster 32 is a propeller driven by a brushless motor; the thrust axes of the four propellers are arranged in parallel pairs.

[0063] In this embodiment, the thrust axes of the four propellers are arranged in parallel pairs, enabling the execution sensing module 3 to achieve multi-degree-of-freedom motion control in the horizontal plane. By independently adjusting the thrust magnitude and direction of each propeller, the required resultant force and torque can be precisely generated, achieving translation, rotation, and their combined motions. This arrangement allows the execution sensing module 3 to translate in any direction and simultaneously adjust its rotation, thereby achieving complex motion trajectories. This flexibility is crucial for actively approaching and aligning with dynamic target devices, especially when the target device's position and attitude are constantly changing. Brushless motors are characterized by high efficiency, low noise, long lifespan, and high response speed. Propellers driven by brushless motors can provide more efficient power output, reduce energy loss, and quickly respond to control commands, achieving precise thrust adjustment. The independent control capability of the four propellers allows the system to quickly respond to the dynamic changes of the target device and adjust its motion trajectory and attitude in a timely manner.

[0064] Please see Figure 1 and Figure 2 As shown, the pose perception unit includes a visual recognition unit 31, and a marker 102 is set on the dynamic target 100 at sea. The visual recognition unit 31 acquires and recognizes the image of the marker 102, and performs relative pose calculation between the perception module 3 and the dynamic target 100 at sea based on the image. The marker 102 can be a specific pattern, QR code, reflective mark, etc. The setting of these markers 102 can ensure accurate identification even in complex sea conditions.

[0065] Specifically, after the control system is started, the execution sensing module 3 is hoisted by the crane 1 to the vicinity of the target equipment. The vision recognition unit 31 begins to work, searching for and acquiring images of the marker 102 on the target equipment. The vision recognition unit 31 acquires images of the marker 102 on the target equipment through a camera or other imaging device. The vision recognition unit 31 processes the acquired images to identify the feature information of the marker 102. Based on the identified image of the marker 102, the vision recognition unit 31 calculates the relative pose information between the execution sensing module 3 and the target equipment, including distance, angle, and relative speed. The control unit 21 fuses the relative pose data calculated by the vision recognition unit 31 with the motion state data provided by the inertial measurement unit 25 (IMU). Through data fusion algorithms such as Kalman filtering, the system can more accurately grasp the relative motion relationship between the execution sensing module 3 and the target equipment. Based on the fused data, combined with the preset docking strategy and algorithm, the control unit 21 generates control commands. These commands are used to adjust the motion trajectory and attitude of the execution sensing module 3, making it gradually approach the target equipment. According to control commands, the propulsion execution unit drives the execution sensing module 3 to perform translational and rotational movements in the horizontal plane, actively approaching the target device. The vision recognition unit 31 continuously collects images of the marker 102 on the target device and updates the relative pose information in real time. The control unit 21 dynamically adjusts the control commands based on this real-time data to ensure that the execution sensing module 3 can stably approach the target device. During the approach process, the vision recognition unit 31 can monitor the position and attitude changes of the target device in real time. By adjusting the thrust of the propulsion execution unit, the execution sensing module 3 can always maintain the optimal posture aligned with the target device. When the relative pose between the execution sensing module 3 and the target device reaches the preset docking conditions, the propulsion execution unit performs the final docking action.

[0066] In this embodiment, the visual recognition unit 31 can accurately calculate the relative position and attitude information, such as distance, angle, and relative speed, between the execution perception module 3 and the target device by acquiring and recognizing images of the marker 102 on the target device. This image recognition-based measurement method can provide high-precision pose data. The visual recognition unit 31 can acquire images and update pose information in real time, enabling the system to dynamically respond to changes in the target device's motion and ensuring stable docking even in complex sea conditions. The target device will undergo rapid changes in position and attitude under the influence of sea conditions. The visual recognition unit 31 can monitor these changes in real time and feed the information back to the control unit 21, enabling the system to dynamically adjust its motion trajectory and attitude to adapt to the dynamic characteristics of the target device. The pose perception based on visual recognition can quickly respond to changes in the target device's motion and adjust the thrust of the propulsion execution unit through commands from the control unit 21 to achieve rapid and accurate alignment and approach.

[0067] Please see Figure 1and Figure 2 As shown, the bottom of the execution sensing module 3 is provided with a guide buffer interface 33 and a mechanical locking mechanism. The guide buffer interface includes a guide cover and a flexible damping buffer layer covering the inner wall of the guide cover. The guide cover is funnel-shaped or V-shaped. A pressure contact sensor is provided below or inside the flexible damping buffer layer. The control unit 21 adjusts the thrust of the propulsion execution unit so that the execution sensing module 3 exhibits preset compliance characteristics when it makes physical contact with the dynamic target 100 at sea. The mechanical locking mechanism works with the guide buffer interface 33 to achieve physical self-alignment and locking.

[0068] In this embodiment, the guide shield is funnel-shaped or V-shaped, which effectively guides the relative movement between the execution sensing module 3 and the dynamic maritime target 100. When the two approach each other, the funnel-shaped opening automatically corrects their relative position, making it easier for the execution sensing module 3 to align with the docking point of the target equipment. This design reduces the requirement for precise initial alignment, and even in complex sea conditions or when the target equipment is drifting, self-alignment can be achieved through the guidance of the guide shield, thereby significantly improving the docking success rate. A flexible damping buffer layer covers the inner wall of the guide shield, which absorbs and buffers the impact force generated by the collision when the execution sensing module 3 and the target equipment make physical contact. This not only protects the execution sensing module 3 and the target equipment from damage, but also reduces the pose deviation caused by the collision. The flexible damping buffer layer makes the execution sensing module 3 exhibit a preset compliant characteristic when contacting the target equipment, avoiding the risks of rigid collisions. This compliant contact is particularly important for protecting the precision components of the equipment. Pressure contact sensors are installed below or inside the flexible damping buffer layer, which can monitor the contact force between the execution sensing module 3 and the target device in real time. These sensors feed the contact force data back to the control unit 21. The control unit 21 dynamically adjusts the thrust of the propulsion execution unit based on the data fed back by the pressure sensors. When the contact force is too large, the control unit can reduce the thrust to avoid excessive squeezing; when the contact force is insufficient, the thrust can be appropriately increased to ensure stable contact. This dynamic adjustment mechanism can achieve precise force control and further improve the reliability and safety of docking.

[0069] Please see Figure 1 and Figure 2 As shown, the marker 102 is made of a highly reflective material and has a visual mark with a predetermined coded pattern.

[0070] In this embodiment, the use of a high-reflectivity material significantly enhances the visibility of the marker 102 under various lighting conditions. In complex marine environments, lighting conditions can vary due to weather, wave reflection, and other factors. The high-reflectivity material ensures that the marker 102 can still be clearly detected by the visual recognition unit 31 under these conditions, thereby improving the accuracy and reliability of recognition. The high-reflectivity material also creates a sharp contrast with the surrounding environment, reducing background interference and making the marker 102 stand out more in the image. This helps the visual recognition unit 31 to locate and recognize the marker 102 more quickly, improving the system's response speed. The predetermined coded pattern on the marker 102 provides rich information for accurately calculating the relative pose between the execution sensing module 3 and the target device. The coded pattern not only indicates the position of the marker 102 but also provides attitude information through its geometric features and coded content. By recognizing these patterns, the visual recognition unit 31 can accurately calculate parameters such as the distance, angle, and relative speed between the execution sensing module 3 and the target device, thereby achieving high-precision dynamic alignment.

[0071] Please see Figure 1 and Figure 2 As shown, the control module 2 also integrates a power supply unit 22 and a communication unit 23; the power supply unit 22 is used to supply power to the control unit 21 and the execution sensing module 3; the communication unit 23 is used to establish and maintain a bidirectional data communication link between the control module 2 and the execution sensing module 3.

[0072] In this embodiment, the power supply unit 22 provides stable power support for the entire system, including the control unit 21 and the execution sensing module 3. A reliable power supply is fundamental to the normal operation of the system, ensuring that each module can operate continuously in complex marine environments without interruption due to insufficient or unstable power. A stable power supply enables the system to support long-term maritime operations, adapt to different mission requirements, and improve system availability and reliability. The communication unit 23 establishes and maintains a bidirectional data communication link between the control module 2 and the execution sensing module 3, enabling real-time data transmission between them. This bidirectional communication capability is the basis for achieving precise control and dynamic adjustment. The execution sensing module 3 can transmit data from the pose sensing unit and the inertial measurement unit 25 to the control module 2 in real time, while the control module 2 generates control commands based on this data and sends them to the execution sensing module 3 in real time. This real-time feedback and control mechanism significantly improves the system's response speed and control accuracy. The communication unit 23 not only supports data interaction within the system but can also be extended to communication with a remote monitoring center. Operators can monitor the system's operating status in real time through the remote monitoring center and intervene when necessary, further improving the system's intelligence and operational flexibility.

[0073] A control method for controlling an intelligent control system for docking with a dynamic maritime target 100, wherein the intelligent control system for docking with the dynamic maritime target 100 is the aforementioned intelligent control system for docking with a dynamic maritime target 100, and the control method includes the following steps:

[0074] Step S1: After the multi-dimensional sensing and sea state classification operation begins, the system simultaneously collects three sets of data:

[0075] Morphological data: The current degree of bending of the fiber optic grating shape sensing component 41 and the feedback connector 4.

[0076] Motion data: The amplitude and frequency of the swaying caused by wind and waves by the feedback execution module of the inertial measurement unit 25.

[0077] Visual data: The visual recognition unit 31 provides feedback on the relative sway intensity of the dynamic target 100 at sea. The control unit 21 integrates the above data to calculate the current sea state level;

[0078] The relative pose between the execution sensing module 3 and the dynamic target 100 at sea is obtained in real time through the pose sensing unit, and the shape of the flexible connector 4 is obtained through the fiber optic grating shape sensing component 41.

[0079] Step S2: Based on the relative pose and the shape of the flexible connector 4, the control unit 21 dynamically sets the position tolerance mode for this docking process through the sea state adaptive tolerance algorithm. If the sea state level is low, such as level 1-2, the docking tolerance is set to position ±2cm and speed ±0.05m / s. If the sea state level is high, such as level 3-4, the position tolerance is automatically widened to ±10cm, but the relative speed tolerance is tightened to ±0.02m / s (prioritizing collision avoidance).

[0080] Step S3: The system performs a three-level docking phase, which includes the approach phase, the pre-docking phase, and the locking phase;

[0081] When the execution sensing module 3 maintains a first distance from the dynamic target 100 at sea (the first distance > 2m), the system is in the approach phase. It closes the distance between the execution sensing module 3 and the dynamic target 100 at the first speed, i.e., full speed, and suppresses the large swing of the flexible connector 4. That is, based on the cable shape feedback from the fiber optic grating shape sensing component 41, the control algorithm introduces feedforward control to generate reverse thrust in advance through the thruster, suppressing the pendulum effect and overshoot caused by cable dragging.

[0082] When the execution sensing module 3 maintains a second distance from the dynamic target 100 at sea (0.2m-2m, less than the first distance), the system is in the pre-docking phase. The control unit 21 controls the execution sensing module 3 to follow the wave motion of the dynamic target 100 at sea and remain relatively stationary. That is, in the horizontal direction, the system no longer pursues absolute coordinate alignment, but locks the motion trend of the dynamic target 100 at sea. The thruster imitates the horizontal swaying of the target to maintain the relative stationary state of the two on the horizontal plane. In the vertical direction, the active component of the active-passive composite vibration damping mechanism 34 is activated, and high-frequency extension and contraction are performed according to the heave acceleration detected by the IMU to isolate the heave motion of the mother ship as much as possible, so that the module 3 remains quasi-stationary relative to the sea surface.

[0083] When the execution sensing module 3 is in contact with the dynamic target 100 at sea, the system is in the locking phase, triggering the physical docking of the execution sensing module 3 with the dynamic target 100 at sea. That is, when the vision system confirms that the lifting lug 101 has entered the opening range of the guide buffer interface 33, the control unit 21 switches the propulsion control law to impedance control. At this time, the execution module 3 exhibits soft spring characteristics; when the execution sensing module 3 makes physical contact with the lifting lug 101, the thruster will not forcibly resist the contact force, but will make a slight adjustment and yield in accordance with the direction of the collision force. Under the compliant cooperation of gravity and the thruster, the lifting lug 101 slides along the slope of the guide buffer interface 33 into the locking mechanism at the bottom.

[0084] After successful recovery and docking, the thruster stops working, and control module 2 sends a signal to crane 1 to start the recovery operation.

[0085] The preferred embodiments of the present invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to any specific implementation. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims

1. An intelligent control system for docking with dynamic targets at sea, characterized in that, include: The control module (2) and the execution sensing module (3) are connected to the execution sensing module (3) through a flexible connector (4). The control module (2) is connected to the crane (1) and carries a control unit (21). The control unit (21) is used to generate control commands based on the pose information sensed by the execution sensing module (3). The flexible connector (4) integrates a fiber optic grating shape sensing component (41) for real-time monitoring of the strain and morphological parameters of the flexible connector (4) along the length direction, and feeding the monitoring data back to the control unit (21). The execution perception module (3) includes a pose perception unit and a propulsion execution unit. The pose perception unit acquires the relative pose between the execution perception module (3) and the dynamic target (100) at sea in real time. The control unit (21) issues control commands based on the data fed back by the pose perception unit and the fiber optic grating shape perception component (41) to drive the propulsion execution unit to move, so as to dynamically adjust the pose of the execution perception module (3) and finally achieve docking with the dynamic target (100) at sea. The fiber Bragg grating shape sensing component (41) includes a fiber Bragg grating sensor array distributed along the axial direction of the flexible connector (4), which is used to calculate the bending curvature, torsion angle and three-dimensional spatial shape of the flexible connector (4) in real time. The control unit (21) establishes a cable dynamics model based on the shape data and performs feedforward control compensation. A composite vibration damping mechanism (34) is provided between the execution sensing module (3) and the flexible connector (4) to suppress the disturbance transmitted by the flexible connector (4) and compensate for the heave motion; The composite vibration damping mechanism (34) includes a passive vibration damping component and an active compensation component arranged in series; the passive vibration damping component includes a spring damping system for filtering high-frequency vibrations; the active compensation component includes a telescopic actuator for actively compensating for vertical heave in accordance with the control command of the control unit (21); The execution sensing module (3) also includes an inertial measurement unit (25), which measures the motion state of the execution sensing module (3); the control unit (21) controls the propulsion execution unit and the composite vibration reduction mechanism (34) to work based on the data fed back by the pose sensing unit and the fiber optic grating shape sensing component (41), the sea state adaptive tolerance algorithm, and the three-level docking control logic, so as to achieve docking with the dynamic target at sea (100); The sea state adaptive tolerance algorithm is configured to: combine the data measured by the inertial measurement unit (25) and the data obtained by the pose sensing unit to evaluate the current sea state level in real time; When the sea state level is lower than the preset threshold, the first position tolerance mode is adopted; When the sea state level is higher than the preset threshold, switch to the second position tolerance mode.

2. The intelligent control system for docking with dynamic targets at sea according to claim 1, characterized in that, The propulsion execution unit is mounted on the inertial measurement unit (25). The propulsion execution unit includes at least two independently controlled horizontal thrusters (32). By independently adjusting the thrust of each horizontal thruster (32), the resultant force and resultant torque required to drive the execution sensing module (3) to perform translational and rotational motion in the horizontal plane are generated, so that the execution sensing module (3) can perform translational and rotational motion in the horizontal plane to actively approach and align with the dynamic maritime target (100).

3. The intelligent control system for docking with dynamic targets at sea according to claim 1, characterized in that, The pose perception unit includes a visual recognition unit (31), and a marker (102) is provided on the dynamic target (100) at sea. The visual recognition unit (31) acquires and recognizes the image of the marker (102), and calculates the relative pose between the execution perception module (3) and the dynamic target (100) at sea based on the image.

4. The intelligent control system for docking with dynamic targets at sea according to claim 3, characterized in that, The execution sensing module (3) is provided with a guide buffer interface (33) and a mechanical locking mechanism at the bottom. The guide buffer interface (33) includes a guide cover and a flexible damping buffer layer covering the inner wall of the guide cover. The guide cover is funnel-shaped or V-shaped. A pressure contact sensor is provided below or inside the flexible damping buffer layer. The control unit (21) adjusts the thrust of the propulsion execution unit so that when the execution sensing module (3) makes physical contact with the dynamic target (100) at sea, the mechanical locking mechanism cooperates with the guidance buffer interface (33) to achieve physical self-alignment and locking.

5. The intelligent control system for docking with dynamic targets at sea according to claim 1, characterized in that, The control module (2) also integrates a power supply unit (22) and a communication unit (23); the power supply unit (22) is used to supply power to the control unit (21) and the execution sensing module (3); the communication unit (23) is used to establish and maintain a bidirectional data communication link between the control module (2) and the execution sensing module (3).

6. A control method for an intelligent control system for docking with dynamic targets at sea, characterized in that, The intelligent control system for docking with dynamic targets at sea is the intelligent control system for docking with dynamic targets at sea as described in any one of claims 1 to 5, and the control method includes the following steps: Step S1: The relative pose between the execution sensing module (3) and the dynamic target at sea (100) is obtained in real time through the pose sensing unit, and the shape of the flexible connector (4) is obtained through the fiber optic grating shape sensing component (41). Step S2: The control unit (21) dynamically sets the position tolerance mode for this docking process based on the relative pose and the shape of the flexible connector (4) using the sea state adaptive tolerance algorithm; Step S3: The system performs a three-level docking phase, which includes an approach phase, a pre-docking phase, and a locking phase; When the execution sensing module (3) maintains a first distance from the dynamic target (100) at sea, the system is in the approach phase, and closes the distance between the execution sensing module (3) and the dynamic target (100) at a first speed and suppresses the swing of the flexible connector (4); When the execution sensing module (3) maintains a second distance from the dynamic target at sea (100), the second distance is less than the first distance, the system is in the pre-docking section, and the control unit (21) controls the execution sensing module (3) to follow the wave motion of the dynamic target at sea (100) and remain relatively stationary; When the execution sensing module (3) is in contact with the dynamic target (100) at sea, the system is in the locking phase, triggering the physical docking of the execution sensing module (3) with the dynamic target (100) at sea.

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