A towing tank ship model self-propulsion experiment integrated measurement and control system and method

Abstract

The present application belongs to the technical field of ship model hydrodynamics test, and discloses a kind of towing tank ship model self-propelled experiment integration measurement and control system and method.The system includes: central control system, data synchronous acquisition system, automatic speed control system, fixture control system, safety monitoring and ship model emergency braking system.The present application synchronously acquires resistance, thrust, torque data using unified time reference, ensuring the synchronicity of data and the reliability of correlation analysis;Through automatic speed control and automatic fixture control, it realizes the standardization and repeatability of experimental process, reducing human operation error.The present application reduces the number of operating personnel required for self-propelled experiment to one, and effectively prevents damage to equipment such as seakeeping instrument through automatic safety protection mechanism, improving experimental safety and efficiency.

Description

Technical Field

[0001] This invention belongs to the field of ship model hydrodynamics testing technology, and particularly relates to an integrated measurement and control system and method for self-propulsion testing of towed water tank ship models. Background Technology

[0002] Towed tank model self-propulsion experiments are an important method for studying ship speed, used to measure performance parameters such as drag, thrust, and torque under propeller propulsion. Traditional self-propulsion experiments typically require multiple personnel working together: one person collects drag data using an airworthiness instrument; another collects propeller thrust and torque data using a power instrument; one manually adjusts the propeller speed; one controls the clamps to release and brake the model in a timely manner; and one photographs the experiment. This multi-person division of labor has the following problems: (1) It is highly dependent on human intervention, requiring precise cooperation from multiple experimenters. Any miscooperation necessitates re-experimentation, resulting in low efficiency. (2) There are safety hazards in the experimental process. If the experimenters fail to control the ship model or clamps in time, the ship model may go out of control and crash, damaging valuable equipment such as the airworthiness instrument. (3) The drag data and thrust and torque data are acquired by two independent acquisition systems, resulting in poor data synchronization, which is not conducive to subsequent correlation analysis and self-propulsion factor calculation. Summary of the Invention

[0003] To overcome the problems existing in related technologies, the present invention discloses an integrated measurement and control system and method for self-propulsion experiments on towed tank model boats. This addresses the technical problems of existing self-propulsion experiments, such as high reliance on manual labor, large number of experimental personnel, poor data synchronization, and potential safety hazards.

[0004] The technical solution is as follows: an integrated measurement and control system for self-propulsion experiments of towed water tank model boats, comprising: The central control system is used to send control commands to the data synchronization acquisition system, the automatic speed control system, the clamp control system, and the safety monitoring and ship model emergency braking system. The data synchronization acquisition system, integrated into the central control system, is used to synchronously acquire the ship model resistance data output by the airworthiness instrument and the propeller thrust and torque data output by the power instrument with a unified time reference. An automatic speed control system is integrated into the central control system. The central control system is used to automatically send speed adjustment commands to the propeller speed controller according to preset test condition parameters, and to perform propeller speed adjustment during the self-propelled test according to the speed adjustment commands. The preset test condition parameters include one or more speed conditions and the corresponding propeller target speed sequence under each speed condition. The fixture control system, integrated into the central control system, is used to automatically send release or locking commands to the fixture actuator according to preset test stages; the preset test stages include acceleration, constant speed test, deceleration and braking stages; The safety monitoring and emergency braking system for the model boat is connected to the central control system. It is used to monitor the movement position and status of the model boat in real time and automatically trigger emergency braking when abnormal conditions are detected.

[0005] Furthermore, the central control system is connected to the video acquisition system of the towing pool, which is used to acquire video images of the experimental process in real time and store the video data in association with resistance data, thrust data, and torque data.

[0006] Furthermore, the data synchronization acquisition system includes a first data acquisition system and a second data acquisition system; The automatic speed control system includes a propeller speed controller and a servo motor; The fixture control system includes a drive unit, a fixture actuator, a fixture opening and closing sensor, a rotary encoder, a laser sensor, and a power supply; The safety monitoring and emergency braking system for ship models includes limit switches, safety relays, and clamping actuators; During the installation of the automatic speed control system, the power unit and servo motor are installed inside the ship model, and counterweights are added to position the ship model at the designed waterline position. After installation, the first data acquisition system is connected to the power unit, the servo motor is connected to the propeller speed controller, and the other end of the propeller speed controller is connected to the central control system. After the connection is completed, the central control system is used to adjust the propeller speed, and the first data acquisition system is used to test the propeller thrust and torque to complete the debugging. A model boat is mounted on the underside of the trailer, and the model boat is placed on the towing pool via a sliding rail. During the installation of the clamp control system, the motor driver, clamp opening and closing sensor, and power supply are installed on the clamp actuator and connected in sequence. The clamp opening and closing sensor is connected to the central control system. The rotary encoder and laser sensor are connected to the power supply and connected to the central control system in sequence. After the connection is completed, the central control system is tested to check the closing and opening of the clamp actuator. During the safety monitoring and ship model emergency braking system, the limit switch is installed on the crossbeam at the stern of the ship model, and the other end is connected to the safety relay and the clamp actuator. After the connection is completed, the ship model is dragged to check whether the safety monitoring and ship model emergency braking system can clamp the ship model in an emergency. During the installation of the ship model resistance data synchronous acquisition system, the airworthiness instrument is installed on the ship model. The airworthiness instrument is connected to the second data acquisition system, which is located in the central control system. After the connection is completed, the ship model is pushed, and the resistance of the second test data acquisition system changes. After debugging, the ship model self-propulsion test is carried out.

[0007] Furthermore, the automatic speed control system adjusts the propeller speed during the self-propelled test using a speed-fixture coordinated control strategy, which includes: Release coordination: When the trailer speed reaches 95% of the target value and the acceleration approaches zero, a pre-release preparation command is issued first, and the speed command is simultaneously adjusted to the pre-release speed (10%~15% lower than the target speed). After the clamping actuator is fully released, the speed is then ramped back to the target speed. Locking coordination, during deceleration, when the trailer is far from the locking position When the speed command is reduced to zero, the linear ramp is lowered until the propeller stops completely before the clamping actuator locks down.

[0008] Furthermore, in the clamp control system, automatically sending release or locking commands to the clamp actuator according to preset test stages includes: the central control system using speed-based methods based on the real-time position of the trailer. The dynamic release algorithm of the position safety envelope automatically triggers the release or locking commands of the fixture actuator corresponding to each preset test stage, and introduces a safety speed envelope in the automatic triggering of the release of the fixture actuator corresponding to each preset test stage; specifically including: Release conditions, from acceleration phase to constant speed test phase; assuming the target speed of the trailer is... The actual speed is The distance the trailer traveled from the starting point was The following conditions must be met simultaneously for release: ; ; In the formula, Minimum safe distance; acceleration The acceleration approaches zero, and it enters a state of uniform velocity; This is the allowable threshold for acceleration, used to determine whether the trailer has entered a state of uniform motion; when the absolute value of the trailer's acceleration is less than... At that time, it was assumed that the trailer was approaching a constant speed, and acceleration was negligible; The calculation formula is: ; in, For clamp release permission flag, when When the value is True, the central control system sends a release command to the clamping actuator, allowing the model ship to enter self-propulsion mode. For minimum safe release distance, This represents the absolute value of the trailer's real-time acceleration. The preset normal value is used to determine whether the trailer has entered a state of uniform motion; Predictive release is introduced, which predicts the time required to reach a stable speed based on the current acceleration and issues a release command in advance, so that the clamping actuator releases the moment the speed reaches the target. ; In the formula, For predicting time; If the predicted time If the speed is sufficient, a release preparation command will be issued 0.3 seconds in advance, and the system will be officially released when the speed reaches the target.

[0009] Furthermore, the central control system utilizes speed-based [mechanism] based on the trailer's real-time location. The dynamic release algorithm of the position safety envelope automatically triggers the locking commands of the fixture actuators corresponding to each preset test stage, including: Lock-up condition: from deceleration phase to braking phase; Let the trailer braking deceleration be... The maximum forward distance of the model boat relative to the trailer is ; Safety Lock Position It should satisfy the following condition: When the trailer begins to brake, even if the model boat lurches forward relative to the trailer... The crossbeam at the stern of the ship model does not touch the pressure plate of the clamping actuator; Let the distance from the front of the trailer to the airworthiness instrument be... The initial position of the ship model is [distance] from the front of the trailer. ,but: ; in, Total towing distance; For safety margin; Dynamic calculation: Inertial forward thrust distance of the ship model at different experimental speeds It is proportional to the square of the velocity, and the following empirical formula can be used: ; in, The forward thrust distance of the model ship due to inertia. The current relative speed of the ship model; The forward acceleration coefficient is determined experimentally. Therefore, the locking position changes dynamically with the current trailer speed as follows: ; in, The clamp locking trigger position changes dynamically with the speed of the ship model; When the trailer's real-time location At that time, the central control system (1) immediately issues a clamp locking command.

[0010] Furthermore, the safety monitoring and emergency braking system for model boats monitors the model boat's position and status in real time, and automatically triggers emergency braking when abnormal conditions are detected, including: A predictive protection algorithm based on the velocity-position safety envelope is introduced to dynamically calculate the safety envelope according to the current speed of the ship model and actively intervene before a collision occurs. Definition of safety envelope: ; in, The current relative speed of the ship model; The average deceleration during emergency braking of the clamp; This represents the total system delay. To ensure a fixed safety margin, For safe envelope distance; Predictive judgment logic: Real-time calculation of the remaining distance between the current ship model and the seaworthiness instrument. ; like If the collision is imminent, it is determined that a collision is about to occur, and Level 1 emergency braking is triggered; like If this occurs, a level two warning will be triggered, and the vehicle will automatically decelerate and prepare to brake.

[0011] Another objective of this invention is to provide an integrated measurement and control method for self-propulsion experiments of towed water tank model boats. This method is implemented in the integrated measurement and control system for self-propulsion experiments of towed water tank model boats and includes the following steps: S1, System initialization and configuration, sets the experimental process through the central control system, including preset test condition parameters and test stage triggering conditions; S2, Automatic Start and Acceleration: Sends a start command to the trailer control system in the towing pool, and the trailer begins to accelerate at the preset speed; at the same time, the central control system sends a command to the automatic speed control system, which automatically sends a command to the propeller speed controller according to the current speed conditions, and adjusts the propeller to the target speed. S3, Automatic Grip Release: When the trailer accelerates to the preset constant speed test starting position, the gripper control system, based on the instructions of the central control system, releases the gripper according to the speed. The dynamic release algorithm of the position safety envelope automatically controls the fixture actuator to release the ship model, enabling the ship model to enter the self-propulsion state; S4, synchronous data acquisition: During the uniform speed test section, the data synchronous acquisition system synchronously acquires the ship model resistance data fed back by the airworthiness instrument and the propeller thrust and torque data fed back by the power instrument with a unified time reference, and transmits them to the central control system in real time for storage and processing. S5, Automatic deceleration and braking: When the trailer reaches the preset deceleration position, the automatic speed control system automatically reduces the propeller speed; when the trailer reaches the preset braking section, the clamp control system controls the clamp actuator to lock, braking the model boat. S6, Safety Monitoring and Emergency Intervention: Throughout the experiment, the safety monitoring and emergency braking system for the model boat monitors the movement position and speed of the model boat in real time through rotary encoders, laser sensors, and limit switches. When abnormal movement of the model boat or system failure is detected, the system automatically triggers the emergency braking device, which stops the model boat boat on the trailer through the clamping actuator to prevent the airworthiness instrument balance from bending and being damaged.

[0012] In step S2, the automatic speed control system automatically sends a command to the propeller speed controller based on the current speed conditions, and adjusts the propeller to the target speed using a self-optimizing closed-loop control algorithm based on the real-time forced force-thrust difference, including: The forced force of the airworthiness instrument is collected using the central control system. In response, the automatic fine-tuning speed command aims to adjust the forced force to zero: ; ; in, The initial rotational speed is obtained by looking up a table based on the trailer speed; The ideal value is 0; This is an error signal; for The final speed command is constantly output to the motor; This refers to the error in the integral gain; For proportional gain, For integral gain, For integration variables; When coercive force When the time is positive, the thrust is insufficient, so the rotational speed is increased; When coercive force When the value is negative, the thrust is too large, so the rotational speed is reduced; Optimization convergence criterion: when If the speed remains stable for more than 1 second, the system is determined to have reached the autopilot point and the current speed is locked as the optimal speed for that speed.

[0013] Furthermore, the integrated measurement and control method for self-propulsion experiment of towed water tank model boat runs on a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it can realize the steps in the integrated measurement and control method for self-propulsion experiment of towed water tank model boat. Combining all the above technical solutions, the beneficial effects of this invention are as follows: First, this invention aims to solve the technical problems of existing self-propelled ship model experiments, such as high reliance on manual labor, large number of personnel, and potential safety hazards. The system includes: a central control system, a data synchronization acquisition system, an automatic speed control system, a clamp control system, and a safety monitoring and ship model emergency braking system. The central control system is connected to the airworthiness instrument, power instrument, propeller speed controller, motor driver, clamp opening and closing sensor, rotary encoder, and laser sensor. It synchronously acquires ship model resistance data and propeller thrust and torque data using a unified time reference, and automatically adjusts the propeller speed and controls clamp release and locking according to a preset test procedure. The safety monitoring and ship model emergency braking system monitors the ship model's position and speed in real time. When an abnormality is detected, it automatically triggers the ship model emergency braking device, causing the ship model to quickly stop on the trailer or move away from the danger zone, preventing the airworthiness instrument's balance from bending and breaking. This invention reduces the number of operators required for self-propelled experiments to one person, while effectively preventing damage to the airworthiness instrument and other equipment through an automatic safety protection mechanism, thus improving experimental safety and efficiency.

[0014] Secondly, this invention reduces the number of operators required for self-propelled experiments from four to one, significantly reducing reliance on manual labor and labor costs. Through a safety monitoring and emergency braking module, it achieves automatic safety protection during the experiment, automatically triggering braking under abnormal conditions to effectively prevent damage to airworthiness instruments and other equipment. This invention uses a unified time reference to synchronously collect drag, thrust, and torque data, ensuring data synchronization and the reliability of correlation analysis. Through automatic speed control and automatic fixture control, it achieves standardization and repeatability of the experimental process, reducing human error. Attached Figure Description

[0015] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the disclosure of this invention and, together with the description, serve to explain the principles of this disclosure; Figure 1 This is an overall effect diagram of the clamp control system and safety monitoring and ship model emergency braking system provided by the present invention; Figure 2 This is an overall effect diagram of the clamp control system and safety monitoring and ship model emergency braking system provided by the present invention installed on the ship model; Figure 3This is an overall effect diagram of the clamp control system and safety monitoring and ship model emergency braking system provided by the present invention installed on a trailer; Figure 4 This is an overall effect diagram of the automatic speed control system provided by the present invention; Figure 5 This is an overall effect diagram of the installation of the airworthiness instrument provided by the present invention; Figure 6 This is an overall effect diagram of the integrated measurement and control system for self-propulsion experiment of towed water tank model provided by the present invention installed on a trailer; Figure 7 This is a flowchart of the integrated measurement and control method for self-propulsion experiment of towed water tank model provided by the present invention; In the diagram: 1. Central control system; 2. Motor driver; 3. Fixture actuator; 4. Fixture opening / closing sensor; 5. Power supply; 6. Safety relay; 7. Rotary encoder; 8. Limit switch; 9. Laser sensor; 10. Laptop computer; 11. Model boat; 12. Trailer; 13. First data acquisition system; 14. Propeller speed controller; 15. Power instrument; 16. Servo motor; 17. Second data acquisition system; 18. Airworthiness instrument; 19. Towing pool. Detailed Implementation

[0016] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0017] The innovation of this invention lies in its proposed self-propelled experimental system for model ships. Through a central control system 1, it coordinates data synchronous acquisition, automatic speed control, automatic clamp control, and safety monitoring and emergency braking modules. This system can automatically collect resistance, thrust, and torque data according to a preset process, adjust propeller speed, and control clamp movements. Simultaneously, it monitors the model ship's motion status in real time and automatically triggers emergency braking in case of abnormalities. The entire system fundamentally solves the key technical bottlenecks in existing self-propelled model ship experiments, such as the large number of experimental personnel, significant safety hazards, poor consistency, and cumbersome operation. It boasts outstanding advantages such as high intelligence, simple operation, high efficiency, and complete functionality, demonstrating strong practicality, good promotional value, and significant innovation.

[0018] Example 1, as Figures 1-6The integrated measurement and control system for self-propulsion experiment of towed water tank model provided in this embodiment of the invention includes: a central control system 1, a data synchronization acquisition system, an automatic speed control system, a clamp control system, and a safety monitoring and emergency braking system for the model. For example, the central control system 1 is connected to the airworthiness instrument 18, the power instrument 15, the propeller speed controller 14, the motor driver 2, the clamp opening and closing sensor 4, the rotary encoder 7, and the laser sensor 9, respectively; serving as the control core of the entire system. A laptop computer 10 is connected to the central control system 1, allowing the test personnel to operate the central control system 1 via the laptop computer 10. The data synchronization acquisition system includes a first data acquisition system 13 and a second data acquisition system 17, which are integrated into the central control system 1. It is used to synchronously acquire the model resistance data output by the airworthiness instrument 18 and the propeller thrust data and torque data output by the power instrument 15 with a unified time reference, so as to ensure the strict synchronization of multi-source data.

[0019] An automatic speed control system, integrated into the central control system 1, includes a propeller speed controller 14 and a servo motor 16; the central control system 1 is used to automatically send speed adjustment commands to the propeller speed controller 14 according to preset test condition parameters, and to perform propeller speed adjustment during the self-propelled test according to the speed adjustment commands. For example, the preset test condition parameters include one or more speed conditions, and the corresponding propeller target speed sequence for each speed condition, to achieve automated continuous testing under multiple conditions.

[0020] For example, adjusting the propeller speed during a self-propelled test includes: During self-propelled testing, the timing of releasing and locking the clamp directly affects the propeller load. If the clamp is released before the model boat 11 has stabilized, the model boat 11 may not be able to move forward normally due to insufficient thrust; if the clamp is locked while the model boat 11 still has forward inertia, it may cause impact to the clamp and the model boat 11.

[0021] This invention proposes a speed-fixture cooperative control strategy, in which the central control system 1 simultaneously manages two subsystems: speed regulation and fixture control, which work together according to the following logic: Release coordination: When the speed of trailer 12 reaches more than 95% of the target value and the acceleration approaches zero, the system first issues a pre-release preparation command, and simultaneously adjusts the speed command to the pre-release speed (10%~15% lower than the target speed). After the clamp actuator 3 is fully released, the speed is then ramped back to the target speed. This strategy can avoid the forward lurch of the ship model 11 caused by the sudden increase in thrust at the moment of clamp release.

[0022] Locking coordination: During the deceleration phase, when trailer 12 is away from the locking position... At that time, the system first reduces the speed command linear ramp to zero (deceleration time). (It can be preset to 2~5 seconds), and the clamping actuator 3 will be locked after the propeller has completely stopped, so as to eliminate the risk of collision between the ship model 11 and the clamp caused by the residual thrust of the propeller.

[0023] It can be seen that the speed-fixture coordinated control strategy of the present invention links speed adjustment with the timing of fixture action, eliminating the impact and safety hazards caused by independent control of speed and fixture action in traditional methods, and improving the smoothness and safety of the experimental process.

[0024] For example, the fixture control system is integrated into the central control system 1 and is used to automatically send release or lock commands to the fixture actuator 3 according to the preset test stages. It includes a drive device, fixture actuator 3, fixture opening and closing sensor 4, rotary encoder 7, laser sensor 9 and power supply 5. For example, the preset test phases include acceleration, constant speed test, deceleration and braking phases; The release or locking commands of the fixture actuator 3 corresponding to each pre-set test stage are automatically triggered by the central control system 1 based on the real-time position of the trailer 12.

[0025] For example, the central control system 1 uses speed-based [method / mechanism] based on the real-time position of the trailer 12. The dynamic release algorithm of the position safety envelope automatically triggers the release or locking commands of the clamp actuator 3 corresponding to each preset test stage. To ensure that the ship model 11 has reached a stable speed during release and that the sensors of the seaworthiness instrument 18 will not bend or be damaged due to inertia during locking, the central control system 1 automatically triggers the clamp release commands corresponding to each stage based on the real-time position of the trailer 12, including: based on speed The dynamic release algorithm for the position safety envelope introduces a safety velocity envelope, specifically including: 1) Release conditions (from acceleration phase to constant speed test phase); Let the target speed of the trailer be... The actual speed is The distance the trailer traveled from the starting point was .

[0026] The release conditions must be met simultaneously: (The speed has reached more than 95% of the target value); (At least the minimum safe distance was maintained, such as 5 meters, to ensure a stable water flow); acceleration (Acceleration approaches zero, indicating that the velocity has reached uniformity). This is the allowable threshold for acceleration, used to determine whether trailer 12 has entered a state of uniform motion; when the absolute value of the acceleration of trailer 12 is less than... At that time, it was assumed that trailer 12 was approaching a constant speed, and acceleration was negligible; The calculation formula is: ; in, For clamp release permission flag, when When the value is True, the central control system sends a release command to the clamping actuator, allowing the model ship to enter self-propulsion mode. For minimum safe release distance, This represents the absolute value of the trailer's real-time acceleration. To preset positive numbers, Value The specific value is determined based on the water tank trailer and is used to determine whether the trailer has entered a state of uniform motion. Introducing predictive release: Based on the current acceleration, predict the time required to reach the stable speed, and issue a release command in advance so that the clamping actuator 3 can be released just when the speed reaches the target, reducing the waiting time.

[0027] ; In the formula, For predicting time; If the predicted time If the speed is sufficient, a release preparation command will be issued 0.3 seconds in advance, and the system will be officially released when the speed reaches the target.

[0028] 2) The locking condition in the automatic triggering of the clamp locking command for each stage is (deceleration stage → braking stage). The goal is to lock the model boat 11 onto the trailer 12 before it decelerates. The locking position needs to be dynamically calculated based on the current position and speed of the trailer 12 and the possible forward inertia of the model boat 11.

[0029] Let the trailer braking deceleration be... (A known constant, determined by the trailer braking system), the maximum forward distance of model boat 11 relative to the trailer is: (It can be calibrated experimentally, for example, 0.2~0.5 meters).

[0030] Safety Lock Position It should satisfy the following condition: When the trailer begins to brake, even if the boat model 11 lurches forward relative to the trailer... The crossbeam at the stern of the ship model 11 will not touch the pressure plate of the clamping actuator 3.

[0031] Let the distance from the front of trailer 12 to the airworthiness instrument be... (Given constants), the initial position of model ship 11 is at a distance from the front of the trailer. (Given), then: ; in, Total trailer travel (effective length of the pool); For safety margin (e.g., 0.1 meters); Dynamic calculation: Due to the varying inertial forward thrust Δ of the ship model at different experimental speeds. s model It is proportional to the square of the velocity, and the following empirical formula can be used: ; in, The forward thrust distance of the model ship due to inertia. The current relative speed of the ship model; The forward acceleration coefficient is determined experimentally. ; Therefore, the locking position changes dynamically with the current trailer speed as follows: ; in, The clamp locking trigger position changes dynamically with the speed of the ship model; When the trailer's real-time location At that time, the central control system (1) immediately issues a clamp locking command.

[0032] For example, in the process of the central control system 1 automatically triggering clamp release or locking commands at each stage based on the real-time position of the trailer, the command is based on speed. The C language code for the dynamic release algorithm of the location safety envelope is as follows: / * ========== Algorithm parameter definition ========= * / #define TARGET_SPEED2.0f / / Target trailer speed (m / s) #define SPEED_RATIO0.95f / / Percentage of speed reaching the target value (95%) #define MIN_RELEASE_DIST5.0f / / Minimum release distance (m) #define ACC_THRESHOLD0.05f / / Acceleration threshold (m / s²) #define PREDICT_LEAD_TIME0.3f / / Predict early release time (s) #define TOTAL_STROKE50.0f / / Total effective stroke of the pool (m) #define FRONT_DIST1.0f / / Distance from the front of the trailer to the airworthiness instrument (m) #define MODEL_INIT_POS0.5f / / Distance (m) between the initial position of the model boat and the front of the trailer #define K_FACTOR0.02f / / Inertial forward acceleration coefficient (s² / m) #define SAFETY_MARGIN0.1f / / Safety margin (m) / * Global state variables * / float drag_position = 0.0f; / / Real-time position of the trailer (m) float drag_speed = 0.0f; / / Real-time speed of the trailer (m / s) float drag_accel = 0.0f; / / Real-time acceleration of the trailer (m / s²) bool clamp_released = false; / / Whether the clamp has been released bool clamp_locked = true; / / Whether the clamp is locked (initial locking) / * Sensor data acquisition functions (implementation needs to be based on actual hardware) * / float GetDragPosition(void); / / Get trailer position from encoder or laser sensor float GetDragSpeed(void); / / Get trailer speed from encoder float GetDragAccel(void); / / Calculate acceleration using velocity derivative. / * Control output function * / void ReleaseClamp(void); / / Release the clamp void LockClamp(void); / / Locking clamp / * ========== Release condition check ========== * / bool CheckRelease(void) { / / Condition 1: Speed ​​has reached more than 95% of the target value bool speed_ok = (drag_speed>= SPEED_RATIO * TARGET_SPEED); / / Condition 2: The driving distance exceeds the minimum safe distance bool dist_ok = (drag_position>= MIN_RELEASE_DIST); / / Condition 3: Acceleration approaches zero (has entered uniform motion) bool acc_ok = (fabs(drag_accel) <ACC_THRESHOLD); / / If the release has not yet occurred and all conditions are met, release it immediately. if (!clamp_released&&speed_ok&&dist_ok&&acc_ok) { return true; } / / Predictive release (optional): Issue release preparation instructions in advance if (!clamp_released&&drag_accel>0) { float t_pred = (TARGET_SPEED - drag_speed) / drag_accel; if (t_pred>0&&t_pred<= PREDICT_LEAD_TIME) { / / Issue the release command in advance so that the clamp releases just as the speed reaches the target. return true; } } return false; } / * ========== Lockout condition judgment (dynamic safety envelope) ========== * / bool CheckLock(void) { / / If it is already locked, there is no need to lock it again. if (clamp_locked) return false; / / Calculate the forward thrust of the model ship based on the current speed. float delta_s_model = K_FACTOR * drag_speed * drag_speed; / / Dynamic locking position float lock_position = TOTAL_STROKE - FRONT_DIST + MODEL_INIT_POS -delta_s_model - SAFETY_MARGIN; / / Lock immediately when the trailer's real-time position exceeds the dynamic locking position. if (drag_position>= lock_position) { return true; } return false; } / * ========== Main control loop (periodic call, e.g., every 10ms) ========== * / void MainControlLoop(void) { / / Update trailer status (read from sensors) drag_position = GetDragPosition(); drag_speed = GetDragSpeed(); drag_accel = GetDragAccel(); / / Calculate the period by dividing the difference between the two speeds. / / Fixture release logic if (!clamp_released&&CheckRelease()) { ReleaseClamp(); clamp_released = true; clamp_locked = false; } / / Fixture locking logic if (clamp_released&&!clamp_locked&&CheckLock()) { LockClamp(); clamp_locked = true; clamp_released = false; } / / Redundancy safety: If the limit switch is triggered (hardware signal), it will be forcibly locked (external interrupt handling, only shown here). if (LimitSwitchTriggered()) { LockClamp(); clamp_locked = true; clamp_released = false; } }

[0033] For example, the safety monitoring and emergency braking system for the model boat 11 is connected to the central control system 1 and is used to monitor the movement position and status of the model boat 11 in real time, and automatically trigger emergency braking when abnormal conditions are detected. It includes a limit switch 8, a safety relay 6, and a clamping actuator 3. Multiple monitoring methods ensure experimental safety.

[0034] For example, real-time monitoring of the movement position and status of the ship model 11, and automatic triggering of emergency braking when abnormal conditions are detected, includes: The safety monitoring of the self-propulsion test of Ship Model 11 relied solely on manual visual inspection, which presented the following problems: First, the judgment dimension is too narrow, only detecting whether the ship model 11 has reached its limit position, and it cannot identify early signs of danger such as abnormal speed, abnormal attitude, and sudden changes in thrust / drag.

[0035] Secondly, the braking method is abrupt. Once emergency braking is triggered, the clamp immediately clamps the ship model 11 at maximum speed, which may cause damage to the ship model 11 or the clamp due to the impact.

[0036] Third, it lacks predictive capabilities and can only take action after an anomaly has occurred, unable to proactively intervene before an anomaly is about to occur.

[0037] Fourth, there is no feedback during the braking process, and it is impossible to confirm whether the model ship 11 has been effectively braked after clamping, which poses a risk of "false braking".

[0038] This invention introduces a predictive protection algorithm based on the speed-position safety envelope, which dynamically calculates the safety envelope based on the current speed of the ship model 11 and actively intervenes before a collision occurs.

[0039] Definition of safety envelope: ; in, The current relative speed of the model boat (or the speed of the trailer); The average deceleration of the clamp during emergency braking (as determined experimentally, e.g.) ); This represents the total system delay (sensor sampling, control calculation, actuator response, e.g., 0.1s). For a fixed safety margin (e.g., 0.05m), For safe envelope distance; Predictive judgment logic: Real-time calculation of the remaining distance between the current ship model and the seaworthiness instrument. (Measured by laser sensor 9); like If the collision is imminent, it is determined that a collision is about to occur, and Level 1 emergency braking is triggered; like If this occurs, a level two warning will be triggered, and the vehicle will automatically decelerate and prepare to brake.

[0040] It can be seen that this predictive protection algorithm based on the speed-position safety envelope advances the safety judgment from "already approaching" to "approaching," braking earlier at high ship model speeds and braking later at low speeds, ensuring safety while maximizing the test section length. Compared to a fixed distance threshold, such as braking when 1 meter remains, this algorithm's speed adaptability avoids the contradiction of insufficient braking distance at high speeds and premature braking at low speeds.

[0041] As another example, the central control system 1 is also connected to a video acquisition system for the towing pool, used to acquire video images of the experimental process in real time, and to associate and store the video data with resistance data, thrust data, and torque data, so as to facilitate the traceability and analysis of the experimental process.

[0042] For example, in the safety monitoring and emergency braking system for the model ship, the limit switch 8 is installed on the crossbeam at the stern of the model ship 11 and connected to the safety relay 6. The other end of the safety relay 6 is connected to the clamping actuator 3, forming an independent hardware braking circuit for emergency braking of the model ship 11 in extreme situations.

[0043] Example 2, as Figures 1-6 In another embodiment of the present invention, before the self-propulsion experiment of the boat model 11 begins, the integrated measurement and control system for the self-propulsion experiment of the towed pool boat model is installed sequentially. During the installation of the automatic speed control system, firstly, the power unit 15 and servo motor 16 are installed inside the boat model 11, and counterweights are added to position the boat model 11 at the designed waterline. After installation, the first data acquisition system 13 is connected to the power unit 15, the servo motor 16 is connected to the propeller speed controller 14, and the other end of the propeller speed controller 14 is connected to the central control system 1. After connection, the central control system 1 is used to adjust the propeller speed, and the first data acquisition system 13 is used to test the propeller thrust and torque, completing the debugging.

[0044] For example, a boat model 11 is mounted on the underside of the trailer 12, and the boat model 11 is arranged on the towing pool 19 via a slide rail.

[0045] During the installation of the clamp control system, the motor driver 2, clamp opening / closing sensor 4, and power supply 5 are respectively installed on the clamp actuator 3 and connected in sequence. The clamp opening / closing sensor 4 is connected to the central control system 1. Next, the rotary encoder 7 and laser sensor 9 are respectively connected to the power supply 5 and then connected to the central control system 1 in sequence. After the connection is completed, the central control system 1 is tested to check the closing and opening of the clamp actuator 3. During the safety monitoring and ship model emergency braking system process, the limit switch 8 is installed on the crossbeam of the ship model 11, with the other end connected to the safety relay 6. The other end of the safety relay 6 is connected to the clamp actuator 3. After the connection is completed, the ship model is dragged to check whether the safety monitoring and ship model emergency braking system can clamp the ship model 11 in an emergency.

[0046] During the installation of the ship model resistance data synchronous acquisition system, the airworthiness instrument 18 is installed on the ship model 11. The airworthiness instrument 18 is connected to the second data acquisition system 17, which is located in the central control system 1. After the connection is completed, the ship model 11 is pushed, and the resistance of the second test data acquisition system 17 changes. After the debugging is completed, the ship model self-propulsion test can be carried out.

[0047] Example 3, as Figure 7 As shown, the present invention also provides an integrated measurement and control method for self-propulsion experiments of towed water tank model boats, based on the above system, including the following steps: S1, System Initialization and Configuration: The experimental process is set through the central control system 1, including preset test condition parameters (speed sequence and corresponding propeller target speed) and test phase trigger conditions (acceleration, constant speed test, deceleration and braking commands based on trailer position).

[0048] S2, Automatic Start-up and Acceleration: The experimental operator sends a start command to the trailer control system of the towing tank 19, and the trailer 12 begins to accelerate at the preset speed. At the same time, the central control system 1 sends a command to the automatic speed control system, which automatically sends a command to the propeller speed controller 14 according to the current speed conditions to adjust the propeller to the target speed.

[0049] For example, the automatic speed control system automatically sends a command to the propeller speed controller 14 according to the current speed conditions to adjust the propeller to the target speed, including: Traditional open-loop lookup tables cannot detect whether a ship model is in a self-propulsion balanced state. This invention proposes a self-optimizing closed-loop control algorithm based on real-time forced force-thrust difference, utilizing the forced force collected by the central control system 1 from the airworthiness instrument 18. In response, the automatic fine-tuning speed command aims to adjust the forced force to zero: ; ; in, The initial rotational speed, obtained by looking up a table based on the trailer speed, was pre-calibrated by an open-water test. The ideal value is 0; As an error signal, in the self-optimization logic, the current forcing force is directly taken. As a deviation value; for The final speed command is constantly output to the motor; This refers to the error in the integral gain; For proportional gain, For integral gain, For integration variables; When coercive force When the time is positive, the thrust is insufficient, so the rotational speed is increased; When coercive force When the value is negative, the thrust is too large, so the rotational speed is reduced; Optimization convergence criterion: when If the speed remains stable for more than 1 second, the system is determined to have reached the autopilot point and the current speed is locked as the optimal speed for that speed.

[0050] The following is an example of the self-optimizing closed-loop control parameter code for a self-optimizing closed-loop control algorithm based on real-time forced force-thrust difference: #define FORCE_THRESHOLD0.05f / / Force threshold (N), below which equilibrium is considered achieved. #define KP0.01f / / Proportional gain (rpm / N) #define KI0.001f / / Integral gain (rpm / (N·s)) #define STABLE_TIME1.0f / / Stable duration (s) float force_const = 0.0f; / / Force measured by the airworthiness instrument (N) float n_base = 0.0f; / / Base RPM obtained from a lookup table float n_cmd = 0.0f; / / Final RPM command float integral = 0.0f; / / Integral term float stable_timer = 0.0f; / / Stable timer void SelfOptimizingControl(float force_const, float n_base, float dt){ / / Calculation error (force, target is 0) float error = force_const; / / PI adjustment (Note the negative sign: a positive force indicates insufficient thrust, requiring an increase in speed) integral += error * dt; / / Incentive limit to prevent incentive saturation if (integral>100.0f) integral = 100.0f; if (integral<-100.0f) integral = -100.0f; n_cmd = n_base - (KP * error + KI * integral); / / Limit: The rotational speed must not exceed the safe range. if (n_cmd>N_MAX) n_cmd = N_MAX; if (n_cmd <N_MIN) n_cmd = N_MIN; / / Convergence judgment if (fabs(force_const) <FORCE_THRESHOLD) { stable_timer += dt; if (stable_timer>= STABLE_TIME) { / / Reached the autopilot point, locking the current speed n_optimal = n_cmd; is_converged = true; } } else { stable_timer = 0.0f; is_converged = false; } }

[0051] S3, Automatic Grip Release: When trailer 12 accelerates to the preset constant speed test starting position, the grip control system, according to the instructions of the central control system 1, releases the grip based on the speed. The dynamic release algorithm of the position safety envelope automatically controls the fixture actuator 3 to release the ship model 11, so that the ship model 11 enters the self-propulsion state.

[0052] S4, Synchronous Data Acquisition: During the uniform speed test section, the data synchronous acquisition system synchronously acquires the resistance data of the ship model 11 fed back by the airworthiness instrument 18 and the propeller thrust and torque data fed back by the power instrument 15, using a unified time reference, and transmits them to the central control system 1 in real time for storage and processing.

[0053] S5, Automatic Deceleration and Braking: When the trailer reaches the preset deceleration position, the automatic speed control system automatically reduces the propeller speed. When the trailer reaches the preset braking section, the clamp control system controls the clamp actuator 3 to lock, braking the model boat.

[0054] S6, Safety Monitoring and Emergency Intervention: Throughout the experiment, the safety monitoring and emergency braking system for the model boat monitors the movement position and speed of the model boat in real time through the rotary encoder 7, laser sensor 9, and limit switch 8. When abnormal movement of the model boat 11 is detected (such as a sudden increase in speed or exceeding the safe range) or a system malfunction, the system automatically triggers the emergency braking device, which uses the clamping actuator 3 to quickly stop the model boat 11 on the trailer 12, preventing the balance of the airworthiness instrument 18 from bending and being damaged.

[0055] Using a standard ship model (such as a scaled-down model of a KCS container ship) in a towing pool 19 as a specific scenario, the experimental results of the system of this invention and traditional experimental personnel are compared on several key indicators.

[0056] During the self-propulsion experiment of the model boat in the traditional towed pool 19, one experimenter turned on the airworthiness instrument 18 to begin collecting force data from the model boat. Another experimenter collected propeller thrust and torque data through a separate data acquisition system and notified the trailer driver to start the trailer. Simultaneously, another experimenter was instructed to manually adjust the propeller speed. Once the propeller speed reached the target speed and the trailer reached a constant speed, another experimenter was instructed to operate the clamps to release the model boat. At the same time, another experimenter was instructed to take photos and videos of the model boat's movement. When the trailer was about to reach the end of the towed pool 19, one experimenter used the clamps to secure the model boat, and another experimenter was instructed to manually reduce the propeller speed. After the clamps secured the model boat, the trailer driver was instructed to reduce the trailer speed, and two experimenters were instructed to temporarily stop the data acquisition system and begin data extraction. The trailer driver then drove the trailer to the initial end to begin the next experimental test. This method suffers from several drawbacks, including asynchronous data acquisition (two systems record independently, requiring manual alignment afterward, with time deviations reaching 0.5 to 2 seconds), reliance on repeated manual trial and error for self-propulsion point adjustment (taking 30 to 45 minutes per working condition), the need for repeated communication between the experimenter and the trailer driver during clamp release (opening the clamp while the trailer is moving at a constant speed and closing it before the trailer decelerates), and the possibility of the clamp not being tightened properly. These issues lead to low experimental efficiency, poor data repeatability, and the risk of the seaworthiness instrument 18 bending and deforming due to untimely manual response.

[0057] The integrated measurement and control system for self-propulsion experiments of towed water tank model boats proposed in this invention integrates the work of the aforementioned five personnel into a central control system 1, requiring only one person to monitor and complete the entire experiment. Based on the boat model's speed and propeller speed, the system calculates the boat model's position during acceleration and deceleration, and at different speeds... The dynamic release algorithm for the position safety envelope allows for parameter settings that enable the experiment to be completed by one experimenter and one trailer driver. Its advantages include: (1) By synchronously collecting the force, thrust and torque through a unified hardware clock, the time deviation is less than 1 millisecond, the accuracy of the self-propulsion factor calculation is improved by an order of magnitude, and the repeatability error is reduced to less than 2%. (2) The self-optimizing closed-loop control based on forced force feedback is adopted to automatically adjust the propeller speed to the self-navigation point, and the single working time is reduced from 30~45 minutes to 2~3 minutes, and the efficiency is increased by 10~15 times; (3) Based on the fusion of multiple conditions (position, speed, relative speed of the ship model, thrust), the optimal release time is automatically determined, and the utilization rate of the test section is increased from 70% to 95%; (4) By constructing a redundant safety mechanism, the success rate of emergency braking is increased from approximately 80% to over 99.5%, and the braking distance is shortened by 80%, completely avoiding accidents caused by the inertia of the ship model leading to the bending and deformation of the sensors of the airworthiness instrument 18. This invention has achieved significant technological progress in terms of labor costs, experimental efficiency, data quality, and security.

[0058] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications, equivalent substitutions and improvements made by those skilled in the art within the scope of the technology disclosed in the present invention and within the spirit and principles of the present invention should be covered within the scope of protection of the present invention.

Claims

1. An integrated measurement and control system for self-propulsion experiments of towed water tank model boats, characterized in that, The system includes: The central control system (1) is used to send control commands to the data synchronization acquisition system, the automatic speed control system, the clamp control system, and the safety monitoring and ship model emergency braking system. The data synchronization acquisition system is integrated into the central control system (1) and is used to synchronously acquire the ship model resistance data output by the airworthiness instrument (18) and the propeller thrust data and torque data output by the power instrument (15) with a unified time reference. An automatic speed control system is integrated into the central control system (1). The central control system (1) is used to automatically send speed adjustment commands to the propeller speed controller (14) according to preset test condition parameters, and to perform propeller speed adjustment during the self-propelled test according to the speed adjustment commands. The preset test condition parameters include one or more speed conditions and the corresponding propeller target speed sequence under each speed condition. The fixture control system is integrated into the central control system (1) and is used to automatically send release or locking commands to the fixture actuator (3) according to the preset test stages; the preset test stages include acceleration, constant speed test, deceleration and braking stages; The safety monitoring and emergency braking system for the model ship is connected to the central control system (1) and is used to monitor the movement position and status of the model ship (11) in real time and automatically trigger emergency braking when abnormal conditions are detected.

2. The integrated measurement and control system for self-propulsion experiment of towed water tank model boat according to claim 1, characterized in that, The central control system (1) is connected to the video acquisition system of the towing pool (19) for real-time acquisition of video images of the experimental process, and the video data is associated with and stored with resistance data, thrust data and torque data.

3. The integrated measurement and control system for self-propulsion experiment of towed water tank model boat according to claim 1, characterized in that, The data synchronization acquisition system includes a first data acquisition system (13) and a second data acquisition system (17); The automatic speed control system includes a propeller speed controller (14) and a servo motor (16). The fixture control system includes a drive unit, a fixture actuator (3), a fixture opening and closing sensor (4), a rotary encoder (7), a laser sensor (9), and a power supply (5); The safety monitoring and emergency braking system for the ship model includes a limit switch (8), a safety relay (6), and a clamping actuator (3). During the installation of the automatic speed control system, the power unit (15) and servo motor (16) are installed inside the boat model (11), and counterweights are added to position the boat model (11) at the designed waterline position. After installation, the first data acquisition system (13) is connected to the power unit (15), the servo motor (16) is connected to the propeller speed controller (14), and the other end of the propeller speed controller (14) is connected to the central control system (1). After connection, the central control system (1) is used to adjust the propeller speed, and the first data acquisition system (13) is used to test the propeller thrust and torque to complete the debugging. A boat model (11) is installed under the trailer (12), and the boat model (11) is laid on the towing pool (19) via a sliding rail; During the installation of the clamp control system, the motor driver (2), clamp opening and closing sensor (4) and power supply (5) are installed on the clamp execution mechanism (3) and connected in sequence. The clamp opening and closing sensor (4) is connected to the central control system (1). The rotary encoder (7) and laser sensor (9) are connected to the power supply (5) and connected to the central control system (1) in sequence. After the connection is completed, the central control system (1) is checked to test the closing and opening of the clamp execution mechanism (3). During the safety monitoring and ship model emergency braking system, the limit switch (8) is installed on the crossbeam at the tail of the ship model (11), and the other end is connected to the safety relay (6) and the clamp execution mechanism (3). After the connection is completed, the ship model is dragged to check whether the safety monitoring and ship model emergency braking system has clamped the ship model (11) in an emergency. During the installation of the ship model resistance data synchronous acquisition system, the airworthiness instrument (18) is installed on the ship model (11). The airworthiness instrument (18) is connected to the second data acquisition system (17). The second data acquisition system (17) is located in the central control system (1). After the connection is completed, the ship model (11) is pushed, and the resistance of the second test data acquisition system (17) changes. After the debugging is completed, the ship model self-propulsion test is carried out.

4. The integrated measurement and control system for self-propulsion experiment of towed water tank model boat according to claim 1, characterized in that, The automatic speed control system adjusts the propeller speed during self-propulsion testing using a speed-fixture coordinated control strategy. This strategy includes: Release coordination: when the trailer (12) speed reaches 95% of the target value and the acceleration approaches zero, a pre-release preparation command is issued first, and the speed command is simultaneously adjusted to the pre-release speed (10%~15% lower than the target speed). After the clamping actuator (3) is fully released, the ramp is restored to the target speed. Locking coordination, during deceleration, when the trailer is far from the locking position When the speed command linear ramp is reduced to zero, the clamp actuator (3) lock command is issued after the propeller has completely stopped.

5. The integrated measurement and control system for self-propulsion experiment of towed water tank model boat according to claim 1, characterized in that, In the clamp control system, the release or locking command is automatically sent to the clamp actuator (3) according to the preset test stages, including: the central control system (1) using speed-based methods based on the real-time position of the trailer (12). The dynamic release algorithm of the position safety envelope automatically triggers the release or locking commands of the fixture actuator (3) corresponding to each preset test stage, and introduces a safety speed envelope in the automatic triggering of the release of the fixture actuator (3) corresponding to each preset test stage; specifically including: Release conditions, from acceleration phase to constant speed test phase; assuming the target speed of the trailer is... The actual speed is The distance the trailer traveled from the starting point was The following conditions must be met simultaneously for release: ； ； In the formula, Minimum safe distance; acceleration The acceleration approaches zero, and it enters a state of uniform velocity; This is the allowable threshold for acceleration, used to determine whether the trailer has entered a state of uniform motion; when the absolute value of the trailer's acceleration is less than... At that time, it was assumed that the trailer was approaching a constant speed, and acceleration was negligible; The calculation formula is: ； in, For clamp release permission flag, when When the value is True, the central control system sends a release command to the clamping actuator, allowing the model ship to enter self-propulsion mode. For minimum safe release distance, This represents the absolute value of the trailer's real-time acceleration. The preset normal value is used to determine whether the trailer has entered a state of uniform motion; Predictive release is introduced. Based on the current acceleration, the time required to reach the stable speed is predicted, and a release command is issued in advance so that the clamping actuator (3) releases at the moment the speed reaches the target. ； In the formula, For predicting time; If the predicted time If the speed is sufficient, a release preparation command will be issued 0.3 seconds in advance, and the system will be officially released when the speed reaches the target.

6. The integrated measurement and control system for self-propulsion experiment of towed water tank model boat according to claim 5, characterized in that, The central control system (1) utilizes speed-based positioning based on the real-time location of the trailer (12). The dynamic release algorithm of the position safety envelope automatically triggers the locking commands of the fixture actuators (3) corresponding to each preset test stage, including: Lock-up condition: from deceleration phase to braking phase; Let the trailer braking deceleration be... The maximum forward distance of the model boat relative to the trailer is ; Safety Lock Position It should satisfy the following condition: when the trailer begins to brake, even if the boat model (11) is lurching forward relative to the trailer. The crossbeam at the stern of the ship model does not touch the pressure plate of the clamping actuator (3); Let the distance from the front of the trailer to the airworthiness instrument be... The initial position of the ship model is [distance] from the front of the trailer. ,but: ； in, Total towing distance; For safety margin; Dynamic calculation: Inertial forward thrust distance of the ship model at different experimental speeds It is proportional to the square of the velocity, and the following empirical formula can be used: ； in, The forward thrust distance of the model ship due to inertia. This represents the current relative speed of the ship model; The forward acceleration coefficient is determined experimentally. Therefore, the locking position changes dynamically with the current trailer speed as follows: ； in, The clamp locking trigger position changes dynamically with the speed of the ship model; When the trailer's real-time location At that time, the central control system (1) immediately issues a clamp locking command.

7. The integrated measurement and control system for self-propulsion experiment of towed water tank model boat according to claim 1, characterized in that, The safety monitoring and emergency braking system for ship models monitors the movement position and status of the ship model (11) in real time, and automatically triggers emergency braking when abnormal conditions are detected, including: A predictive protection algorithm based on the velocity-position safety envelope is introduced to dynamically calculate the safety envelope according to the current speed of the ship model and actively intervene before a collision occurs. Definition of safety envelope: ； in, This represents the current relative speed of the ship model; The average deceleration during emergency braking of the clamp; This represents the total system delay. To ensure a fixed safety margin, For safe envelope distance; Predictive judgment logic: Real-time calculation of the remaining distance between the current ship model and the seaworthiness instrument. ; like If the collision is imminent, it is determined that a collision is about to occur, and Level 1 emergency braking is triggered; like If this occurs, a level two warning will be triggered, and the vehicle will automatically decelerate and prepare to brake.

8. An integrated measurement and control method for self-propulsion experiments of towed water tank model boats, characterized in that, This method is implemented in the integrated measurement and control system for self-propulsion experiments of towed water tank model boats as described in any one of claims 1-7, and the method includes the following steps: S1, System initialization and configuration, setting the experimental process through the central control system (1), including preset test conditions parameters and test stage triggering conditions; S2, Automatic Start and Acceleration: Send a start command to the trailer control system of the towing pool (19), and the trailer (12) begins to accelerate at the preset speed; at the same time, the central control system (1) sends a command to the automatic speed control system, and the automatic speed control system automatically sends a command to the propeller speed controller (14) according to the current speed conditions to adjust the propeller to the target speed. S3, Automatic clamp release: When the trailer (12) accelerates to the preset constant speed test start position, the clamp control system releases the clamp based on the speed according to the instructions of the central control system (1). The dynamic release algorithm of the position safety envelope automatically controls the fixture actuator (3) to release the ship model (11), so that the ship model (11) enters the self-propulsion state; S4, synchronous data acquisition: During the uniform speed test section, the data synchronous acquisition system synchronously acquires the resistance data of the ship model (11) fed back by the airworthiness instrument (18) and the propeller thrust and torque data fed back by the power instrument (15) with a unified time reference, and transmits them to the central control system (1) for storage and processing in real time. S5, Automatic deceleration and braking: When the trailer travels to the preset deceleration position, the automatic speed control system automatically reduces the propeller speed; when the trailer travels to the preset braking section, the clamp control system controls the clamp actuator (3) to lock and brake the model boat. S6, Safety monitoring and emergency intervention: Throughout the experiment, the safety monitoring and emergency braking system for the model ship monitors the movement position and speed of the model ship in real time through the rotary encoder (7), laser sensor (9) and limit switch (8); when abnormal movement of the model ship (11) or system failure is detected, the system automatically triggers the emergency braking device, and stops the model ship (11) on the trailer (12) through the clamping actuator (3) to prevent the balance of the airworthiness instrument (18) from bending and being damaged.

9. The integrated measurement and control method for self-propulsion experiment of towed water tank model boat according to claim 8, characterized in that, In step S2, the automatic speed control system automatically sends a command to the propeller speed controller (14) according to the current speed conditions, and adjusts the propeller to the target speed using a self-optimizing closed-loop control algorithm based on the real-time forced force-thrust difference, including: The central control system (1) collects the force of the airworthiness instrument (18). In response, the automatic fine-tuning speed command aims to adjust the forced force to zero: ； ； in, The initial rotational speed is obtained by looking up a table based on the trailer speed; The ideal value is 0; This is an error signal; for The final speed command is constantly output to the motor; This refers to the error in the integral gain; For proportional gain, For integral gain, For integration variables; When coercive force When the time is positive, the thrust is insufficient, so the rotational speed is increased; When coercive force When the value is negative, the thrust is too large, so the rotational speed is reduced; Optimization convergence criterion: when If the speed remains stable for more than 1 second, the system is determined to have reached the autopilot point and the current speed is locked as the optimal speed for that speed.

10. The integrated measurement and control method for self-propulsion experiment of towed water tank model boat according to claim 8, characterized in that, The integrated measurement and control method for self-propulsion experiment of towed water tank model runs on a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it can realize the steps in the integrated measurement and control method for self-propulsion experiment of towed water tank model.

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