A jet pump ship speed and heading control method based on multi-modal adaptive disturbance rejection

Abstract

This invention relates to the field of ship power and motion control technology, specifically disclosing a method for controlling the speed and heading of a jet pump ship based on multimodal adaptive disturbance rejection. The method includes: acquiring the speed, heading, and angular velocity of the jet pump ship; inputting the speed, heading, and angular velocity into a dual-channel linear extended state observer to calculate estimated values; calculating the original speed command and rudder angle command based on the estimated values ​​using an active disturbance rejection control law; determining the ship's controlled mode based on the rudder angle command and heading error, and updating the heading angular velocity damping gain and heading proportional gain of the active disturbance rejection control law; compensating the original speed command using the rudder angle command, and then calculating the speed command and bucket-turning command; and controlling the speed and heading of the jet pump ship based on the speed command, bucket-turning command, and rudder angle command. This invention can improve ship tracking accuracy, operational stability, and adaptability to operating conditions.

Description

Technical Field

[0001] This invention relates to the field of ship power and motion control technology, and in particular to a method for controlling the speed and heading of a jet pump ship based on multimodal adaptive disturbance rejection. Background Technology

[0002] Waterjet propulsion vessels rely on the reaction force of water jets from jet pumps to generate thrust. They are characterized by excellent shallow-water navigation, flexible maneuverability, and superior high-speed navigation performance, and are widely used in inland waterway patrols and near-shore operations. However, waterjet propulsion systems have significant inherent nonlinearities: the jet pump speed has an idle dead zone, making it difficult to output effective thrust in the low-speed range, resulting in intermittent thrust output; the propulsion power is determined by the coupling of the pump speed and the bucket tilt angle, and a single speed adjustment cannot meet the thrust requirements under all operating conditions; furthermore, the rudder effect is opposite between forward and reverse navigation, with a significant decrease in rudder effect during reverse navigation and low-speed forward navigation, resulting in strong nonlinearity and multiple disturbance coupling characteristics in speed and heading control.

[0003] To address the characteristic that the thrust of a waterjet propulsion device is determined by its rotational speed, rudder angle, and bucket angle, Chinese invention patent CN115268459A discloses an autonomous berthing control method for an unmanned surface vessel (USV) based on dual waterjet propulsion. This method employs PID algorithms to calculate translation and steering commands at three control layers: bow, lateral, and longitudinal. A power distribution algorithm then synthesizes vector thrust and steering torque using the rudder rotation, bucket angle, and rotational speed of the two waterjet pumps. The vector control combinations for four directions—forward, reverse, right translation, and left translation—are pre-calibrated, and other directions are obtained by linearizing these four directions. Finally, a model-free adaptive control algorithm makes minor adjustments based on the calibrated combinations. However, this scheme's control effectiveness is highly dependent on the pre-calibrated vector combinations, resulting in a large calibration workload and difficulty adapting to varying speeds and sea states. Furthermore, it does not address compensation for propulsion nonlinearities such as idling dead zone and reverse thrust loss, nor does it address online self-tuning of controller parameters.

[0004] Active disturbance rejection control (ADRC) algorithms, which do not rely on precise mathematical models and possess excellent disturbance observation and compensation capabilities, are increasingly being applied to ship motion control. However, existing ship ADRC control schemes still have several shortcomings: (1) The control gain mostly adopts offline fixed parameters, which cannot be dynamically adjusted according to the navigation deviation and the working state of the actuator. Large deviation correction is slow, and small oscillations are easily generated in steady state. The adaptability to multiple working conditions is poor. (2) The operating mode division logic is lacking, and the four types of working states, namely large deviation, convergence transition, steady-state disturbance rejection and actuator saturation, are not distinguished. The control strategy cannot match the stage control requirements. (3) The speed control only adjusts the pump speed and does not combine it with the bucket angle for coordinated control, making it difficult to eliminate the control discontinuity problem caused by the idle dead zone and the thrust loss during reversing; (4) The positive and negative speed rudder effect correction mechanism was not designed specifically, and the heading control is very likely to deviate and lose control when reversing. Summary of the Invention

[0005] This invention aims to solve the problems of fixed heading control parameters, poor adaptability to operating conditions, susceptibility to steady-state jitter, and slow convergence with large deviations in waterjet-propelled vessels. To this end, this invention provides a speed and heading control method for waterjet-propelled vessels based on multimodal adaptive disturbance rejection. This method achieves rapid correction of large deviations, smooth convergence with small errors, high-precision steady-state disturbance rejection, and actuator saturation safety protection across all operating conditions, significantly improving the handling stability and robustness of waterjet-propelled vessels in complex waters and various navigation conditions. It also effectively addresses engineering problems such as the dead zone of the waterjet speed, actuator saturation constraints, wind and wave disturbances, low-speed rudder effect attenuation, and reversed rudder effect at positive and negative speeds, thereby improving the vessel's tracking accuracy, operational stability, and adaptability to operating conditions. It is applicable to heading and speed control scenarios for various small and medium-sized waterjet-propelled vessels.

[0006] This invention provides a speed and heading control method for jet pump-driven ships based on multimodal adaptive disturbance rejection, and the technical solution adopted is as follows: including: Collect the speed, heading, and angular velocity of the jet pump vessel; The speed, heading, and angular velocity are input into the dual-channel linear extended state observer to calculate the estimated values. Based on the estimated values, the original speed command and rudder angle command are calculated using the active disturbance rejection control law. The controlled mode of the ship is determined based on the rudder angle command and heading error, and the heading angular velocity damping gain and heading proportional gain of the active disturbance rejection control law are updated accordingly; specifically: At that time, it was determined to be in rudder angle saturation protection mode. ; and At that time, it was determined to be a large deviation rapid correction mode. ; and When the time is right, it is determined to be a small-error smooth convergence mode. ; and At that time, it was determined to be a steady-state high-precision anti-disturbance mode. ; in, For rudder saturation, , Maximum rudder angle, For rudder angle command, For heading error, For the heading angular velocity damping gain, For bow-direction proportional gain, For the large heading error threshold, For the forward steady-state threshold, The rudder saturation threshold, This represents the minimum value of the bow angular velocity damping gain. This represents the maximum value of the bow angular velocity damping gain. This represents the minimum bow-proportional gain. This is the base value for the bow proportional gain. This represents the maximum forward proportional gain. The original speed command is compensated by the rudder angle command, and then the speed command and bucket tilting command are calculated. The speed and course of the pump-driven vessel are controlled according to the speed command, bucket tilting command, and rudder angle command.

[0007] Furthermore, the updated forward angular velocity damping gain and forward proportional gain of the active disturbance rejection law are used to calculate the original speed command and rudder angle command in the next control cycle.

[0008] Furthermore, the control logic of the rudder angle saturation protection mode is as follows: when the rudder angle approaches its limit travel, the actuator has no adjustment margin, so the bow proportional gain is forced to the base value and the bow angular velocity damping gain is maximized to suppress extreme oscillations. Control logic for large deviation fast correction mode: fast correction, maximizing the heading proportional gain, minimizing the heading angular velocity damping gain, weakening damping constraints, maximizing the improvement of dynamic response speed, and shortening the large deviation adjustment time; Control logic for the small-error smooth convergence mode: Balancing speed and stability, the forward proportional gain decreases linearly and smoothly as the error decreases, while the forward angular velocity damping gain increases inversely as the error decreases, with parameters transitioning continuously to achieve smooth convergence; The control logic of steady-state high-precision anti-disturbance mode: anti-disturbance attitude stabilization, adopting minimum bow proportional gain and maximum bow angular velocity damping gain, weakens the response to high-frequency noise and small wind and wave disturbances, and eliminates the problems of small hull pitching and frequent fine-tuning of the rudder.

[0009] Furthermore, in the active disturbance rejection control law, Thrust command The calculation formula is: in, This represents the longitudinal control gain coefficient. This is an estimate of the ship's pitching speed. For speed control gain, For speed command, for The first derivative, This is the estimated total longitudinal disturbance. according to The original rotational speed command is calculated; Rudder angle command The calculation formula is: in, For heading control gain, Forwarding command, for The second derivative, for The first derivative, For the heading angular velocity damping gain, For bow-direction proportional gain, This is the estimated heading angle. This is an estimate of the bow angular velocity. This is the estimated total disturbance in the heading direction; The estimated values ​​include , , , and .

[0010] Furthermore, the original speed command The calculation formula is: .

[0011] Furthermore, the dual-channel linear expansion state observer includes a speed channel linear expansion state observer and a bow channel linear expansion state observer; The observation equation for the linear expansion state observer of the speed channel is: in, for The first derivative, for The first derivative, This is an estimated speed. For the bandwidth of the speed observer, This represents the longitudinal control gain coefficient. For thrust term, The sway speed of a ship; The observation equations for the bow passage linear expansion state observer are as follows: in, For the bow observer bandwidth, For the jet pump rudder angle, For the bow of the ship, for The first derivative, for The first derivative, for The first derivative.

[0012] Furthermore, the original speed command is compensated using the rudder angle command, calculated using the following formula: in, This is the original rotational speed command after rudder angle compensation. This is the original speed command. Maximum rudder angle, For rudder angle command, This is the rudder deflection compensation coefficient.

[0013] Furthermore, the formula for calculating the rotational speed command is as follows: in, This is the final output speed command. This is the original rotational speed command after rudder angle compensation. This is the maximum rotational speed. This is the idle speed value. This is the coefficient of rotational speed loss caused by lowering the bucket.

[0014] Furthermore, the formula for calculating the tomb raiding command is as follows: in, This is the final output of the tomb raiding command. The angle of inverted bucket corresponding to zero thrust of the water jet propulsion system.

[0015] Furthermore, the heading error is the difference between the heading instruction and the ship's heading.

[0016] The above-described one or more technical solutions in the embodiments of the present invention have at least one of the following technical effects: (1) Based on the rudder angle saturation and heading error, the present invention divides the heading channel into four completely mutually exclusive control modes: rudder angle saturation protection, large deviation rapid correction, small error smooth convergence, and steady-state high-precision anti-disturbance. It determines the unique working mode and tunes the heading proportional gain and angular velocity damping gain online on a cycle-by-cycle basis. It takes into account multiple requirements such as large deviation rapid correction, smooth convergence during the transition process, steady-state anti-disturbance and heading stability, and safety protection under extreme conditions. It overcomes the defect that fixed gain is difficult to take into account dynamic response and steady-state performance, and significantly broadens the range of operating conditions and sea states.

[0017] (2) This invention designs a first-order linear extended state observer for speed motion characteristics and a second-order linear extended state observer for heading rotation characteristics. It synchronously observes system state variables and comprehensive disturbances, and compensates online for unmodeled dynamics, speed-heading channel coupling and external wind, wave and water flow interference. The observer only needs to be tuned to the observer bandwidth, with low computational load and good real-time performance, which can effectively improve the tracking accuracy and operational stability of speed and heading in complex environments.

[0018] (3) The present invention uses the rudder angle command to compensate the original speed command for rudder deflection, thereby offsetting the effective longitudinal thrust reduction caused by ruddering; and then outputs speed command and bucket reversing command in six segments according to the six intervals of forward saturation, high forward, idle forward transition, idle reverse transition, low speed reverse, and reverse saturation, so that the micro thrust in the idle dead zone is continuously adjustable, the reverse thrust loss is automatically compensated, and the forward and reverse thrust switching is smooth without jerking, and the low-speed handling quality and thrust output continuity are significantly improved.

[0019] (4) The present invention corrects the sign of the heading control gain by the reverse rudder effect loss coefficient, and adds low speed rudder effect lower limit protection and actuator amplitude limit constraint to eliminate the hidden dangers of low speed heading failure and reverse heading reversal, and ensure the reliability of heading control and navigation safety under variable speed and sea state conditions.

[0020] (5) This invention uses a decoupled design between the speed channel and the heading channel, with clear hierarchical structure of the control law, extended state observer and self-tuning logic. The physical meaning of the parameters to be adjusted is clear and no precise ship hydrodynamic model is required, which facilitates actual ship calibration and debugging. It can be quickly transferred to the speed and heading control system of various jet pump ships.

[0021] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0023] Figure 1 This is a flowchart of the loop control of the method provided by the present invention.

[0024] Figure 2 This is the pump-bucket joint control curve provided by the present invention.

[0025] Figure 3 This is a simulation diagram of the bow passage provided by the present invention.

[0026] Figure 4 This is a simulation diagram of the airspeed channel provided by the present invention. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention. The following embodiments are used to illustrate this invention but should not be used to limit the scope of this invention.

[0028] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0029] The following is combined Figures 1 to 4 The present invention will be further described in detail below, which describes a method for controlling the speed and heading of a jet pump ship based on multimodal adaptive disturbance rejection: This embodiment provides a method for controlling the speed and heading of a jet pump ship based on multimodal adaptive disturbance rejection, including the following steps: S1: Establish a dynamic model of ship motion and jet propulsion, including a ship speed motion model and a ship bow motion model.

[0030] S1.1: Construct a ship speed motion model and clarify the mapping relationship between the jet pump speed and the ship's motion state.

[0031] The speed dynamics model is as follows: ;in, The longitudinal motion time constant, For the static gain of longitudinal thrust, For the ship's pitching speed, for The first derivative, The speed of the injection pump. This refers to longitudinal external forces, including environmental disturbances.

[0032] The standard form of the speed dynamics model is: The corresponding state space form is: ;in, This represents the longitudinal control gain coefficient. , For thrust term, , This represents the total longitudinal disturbance. .

[0033] S1.2: Construct a ship's bow motion model and clarify the mapping relationship between the jet pump rudder angle and the ship's motion state.

[0034] The bow dynamics model is as follows: ;in, The time constant of the turning motion, For the bow torque gain, For the bow of the ship, for The first derivative, for The second derivative, For the jet pump rudder angle, This refers to the bow outward torque, which includes environmental disturbances.

[0035] The standard form of the bow dynamics model is: The corresponding state space form is: in, Let be the first state vector. This is the second state vector. for The first derivative, for The first derivative, , , For heading control gain, , For the total disturbance in the bow direction, .

[0036] In another implementation, to reflect the rudder effect during forward navigation, reverse navigation, and different speeds, Use the following formula: in, Reverse rudder effectiveness loss coefficient, Basic value of steering torque gain.

[0037] S2: Based on the ship motion and jet propulsion dynamics model, a dual-channel linear expansion state observer is constructed, wherein the dual channels include a speed channel and a heading channel.

[0038] S2.1: The speed channel adopts a first-order LESO to observe the speed state and longitudinal composite disturbance in real time. The observation equation of the linear extension state observer for the speed channel is: in, This is an estimate of the ship's pitching speed. This is the estimated value of the total longitudinal disturbance. For the bandwidth of the speed observer, for The first derivative, for The first derivative.

[0039] S2.2: The heading passage employs a second-order LESO to monitor heading, angular velocity, and combined heading disturbances in real time. The observation equations for the linear expansion state observer in the heading passage are: in, This is the estimated heading angle. This is an estimate of the bow angular velocity. This is the estimated total disturbance in the heading direction. This represents the bandwidth of the bow-head observer. for The first derivative, for The first derivative, for The first derivative.

[0040] S3: Based on the ship motion and jet propulsion dynamics model and the dual-channel linear expansion state observer, construct the active disturbance rejection control law, including the speed channel control law and the heading channel control law.

[0041] S3.1: Speed ​​channel control law: Combined with disturbance compensation, calculate the equivalent thrust command and solve the original speed command in reverse.

[0042] Define speed error : ;in, If the speed command is given, then the control law is: ;in, The speed control gain is a parameter that can be adjusted. for The first derivative is used to derive the thrust command for the waterjet propulsion system. The derivation process is as follows: in, for The first derivative.

[0043] raw speed command for: ,in, It is a symbolic function.

[0044] S3.2: Bow passage control law: Calculate rudder angle command based on observed conditions and disturbances.

[0045] Define heading error : ;in, If the heading command is true, then the control law is: ;in, Bow controller damping ratio, Bow control bandwidth; for The first derivative, for The second derivative is used to derive the rudder angle command. The derivation process is as follows: in, for The second derivative, for The first derivative, For the heading angular velocity damping gain, , For bow-direction proportional gain, .

[0046] S4: Self-tuning and pump-bucket integrated control design.

[0047] S4.1: Bow passage multimodal adaptive tuning. Based on rudder angle commands. Calculate rudder saturation , , The maximum rudder angle is determined based on rudder saturation and heading error. Determine the ship's controlled modes and update the bow angular velocity damping gain based on the ship's controlled modes. and bow proportional gain Based on different modes, for and These two key heading control parameters are adaptively updated every cycle, resulting in a better rudder angle command calculated in the next cycle.

[0048] Modal determination criteria include: large heading error threshold. Heading steady-state threshold and rudder saturation threshold Their values ​​are all set manually. By... and ,and , , By comparison, the controlled modes of the ship can be determined.

[0049] The self-tuning parameters are: heading angular velocity damping gain. and bow proportional gain Based on the ship's controlled modes, the preset minimum bow angular velocity damping gain is used. Maximum value of bow angular velocity damping gain Minimum bow proportional gain Bow proportional gain base value Maximum bow proportional gain Heading steady-state threshold The calculation is performed, and in the next control cycle, the forward angular velocity damping gain calculated in this cycle is used. Bow proportional gain .

[0050] The ship's controlled modes are divided into four mutually exclusive modes, each employing different self-tuning logic, as follows: S4.11: Rudder angle saturation protection mode.

[0051] Judgment conditions: (No need to consider) and (Comparison results, etc.). Control logic: When the rudder angle approaches its limit travel, the actuator has no adjustment margin, forcibly reducing the yaw proportional gain to the base value and maximizing the damping gain to suppress extreme oscillations and ensure system stability. .

[0052] S4.12: Rapid correction mode for large deviations.

[0053] Judgment conditions: and Control logic: For large-angle yaws with no overshoot risk, the core requirement is rapid correction. Maximize proportional gain, minimize damping gain, weaken damping constraints, maximize dynamic response speed, and shorten the adjustment time for large deviations. .

[0054] S4.13: Small error smooth convergence mode.

[0055] Judgment conditions: and Control logic: During the convergence transition phase, both speed and stability must be balanced. The proportional gain decreases linearly and smoothly as the error decreases, while the damping gain increases inversely as the error decreases. Parameters transition continuously without abrupt changes or overshoot, achieving smooth convergence. .

[0056] S4.14: Steady-state high-precision anti-disturbance mode.

[0057] Judgment conditions: and Control logic: The ship is in a steady-state alignment, and the core requirement is disturbance rejection and attitude stability. Minimum proportional gain and maximum damping gain are used to weaken high-frequency noise and the response to small-amplitude wind and wave disturbances, completely eliminating the problems of small hull pitching and frequent rudder adjustments. .

[0058] S4.2: Speed ​​channel pump-bucket joint control design. The original speed command is compensated by the rudder angle command, and then the combination of executable speed command and bucket tilting command is calculated.

[0059] When a ship steers, the rudder obstructs the jet pump outflow and deflects the water flow direction, resulting in a decrease in effective longitudinal thrust. The original speed command is compensated for by rudder angle commands, calculated using the following formula: in, This is the original rotational speed command after rudder angle compensation. This is the original speed command. Maximum rudder angle, For rudder angle command, This is the rudder deflection compensation coefficient, which is usually taken as [0.05, 0.20].

[0060] Based on the original speed command after rudder angle compensation, the speed command and bucket reversing command output by the injection pump are matched in segments to adapt to nonlinear working conditions in the full range of idling, forward and reverse.

[0061] In this embodiment, six intervals are defined, and corresponding calculation formulas for rotation speed commands and bucket tilting commands are designed. Details are as follows: (1) Positive saturation range: The original speed command after rudder angle compensation is greater than the maximum allowable speed, the output speed is limited to the maximum speed, and the bucket maintains a fully open positive thrust state; (2) High positive command range: The original speed command after rudder angle compensation is between idle speed and maximum speed. The output speed directly follows the compensation command, and the bucket maintains a fully open positive thrust state. (3) Idle speed positive transition range: The original speed command after rudder angle compensation is between 0 and idle speed. The output speed is locked to a constant idle speed value. The bucket angle is finely adjusted by linear interpolation to realize continuous adjustment of positive micro thrust. (4) Idle speed reverse transition range: The original speed command after rudder angle compensation is between the negative idle speed loss value and 0. The output speed maintains the constant idle speed value, and the reverse angle transitions linearly in the opposite direction to compensate for the reverse thrust loss. (5) Low-speed reversing range: The original speed command after rudder angle compensation is between the negative maximum speed loss value and the negative idle speed loss value. The output speed is calculated based on the thrust loss coefficient, and the bucket remains in full reversing state. (6) Reversing saturation range: The original speed command after rudder angle compensation is less than or equal to the negative maximum speed loss value, the output speed is limited to the maximum speed allowed for reversing, and the bucket remains in full reversing state.

[0062] The formula for calculating the rotational speed command is: in, This is the final output speed command. This is the maximum rotational speed, determined by the maximum rotational speed of the diesel engine. This is the idle speed value, determined by the diesel engine's idle speed. The coefficient for speed loss caused by lowering the bucket is provided by the manufacturer, and the value range is generally (0.5, 0.9).

[0063] The formula for calculating tomb raiding instructions is: in, This is the final output command for tomb raiding, with a value of [-1, 1], where 1 means the entire tomb is lifted and -1 means the entire tomb is closed. The bucket angle corresponding to zero thrust of the water jet propulsion unit is provided by the manufacturer, and the value range is generally [0.2, 0.4].

[0064] S5: Closed-loop feedback loop control, such as Figure 1 As shown.

[0065] Sensors collect real-time data on the ship's speed, heading, and angular velocity. The actuator feeds back operating status information, inputting speed, heading, and angular velocity into the dual-channel linear extended state observer constructed in step S2, and calculates the estimated values. Based on the estimated values, the original speed command and rudder angle command are calculated using the active disturbance rejection control law constructed in step S3. In this control cycle, when calculating using the active disturbance rejection control law, the heading angular velocity damping gain and heading proportional gain updated in the previous control cycle are used. Based on the original speed command, rudder angle command, and heading error, step S4 involves self-tuning and pump-bucket joint control, specifically including: The controlled mode of the ship is determined based on the rudder angle command and the heading error, and the heading angular velocity damping gain and heading proportional gain of the active disturbance rejection control law are updated. The original speed command is compensated by the rudder angle command, and then the speed command and bucket tilting command are calculated. The system ultimately outputs speed, bucket tilting, and rudder angle commands; based on these commands, the speed and heading of the pump-driven vessel are controlled.

[0066] By repeating the above process, the speed and heading of the jet pump vessel can be continuously tracked and controlled in a loop.

[0067] Using a small cruise ship as the implementation platform, it is equipped with a position sensor (GPS / BeiDou, etc.), an attitude sensor (inertial navigation unit), a waterjet propulsion system and its feedback unit (speed, rudder angle, and bucket angle feedback), and a control system. The control system includes an observer module (the dual-channel linear extended state observer in step S2), a controller module (the active disturbance rejection control law in step S3), and a self-tuning and pump-bucket joint control module (self-tuning and pump-bucket joint control in step S4). Control operation is achieved according to the following process: System initialization: Set control cycle, observer parameters, modal determination threshold, actuator limit parameters, and clear observation state and initial control gain; State estimation: Receive the target speed and target heading instructions from the host computer, activate the dual-channel linear extended state observer, and estimate the motion state and comprehensive disturbance in real time; Control output: The original speed command and rudder angle command are calculated separately. The original speed command is processed by the pump bucket segment collaborative processing to complete the amplitude limiting output, and the speed command and bucket tilting command are obtained. Tuning iteration: Calculate the heading error and rudder angle saturation, lock the current ship controlled mode according to the mutual exclusion judgment rule, and adaptively update the heading angular velocity damping gain and heading proportional gain; it should be noted that the tuning iteration can be calculated simultaneously with the control output, or it can be calculated before or after the control output. Drive execution: Drives the jet pump, steering gear, and bucket-tipping mechanism to perform actions, synchronously collects hull and actuator status data, feeds it back to the control system, and initiates the next control cycle. This continues until the navigation tracking task is completed.

[0068] The parameters of the water jet propulsion system used in this experiment are as follows: idle speed of 700 rpm, maximum speed of 2500 rpm, speed loss coefficient due to lowering the bucket of water being 0.7, and bucket angle corresponding to zero thrust of the water jet propulsion system. It is 0.3. From a mechanical point of view, When the value is 0.3, the force of the water sprayed backward and the force of the water sprayed forward cancel each other out.

[0069] Figure 2 This is a graph showing the pump-bucket linkage control of a waterjet propulsion system. Figure 2 (a) is the speed command. Figure 2 (b) is the tomb raiding instruction; Figure 2The horizontal axis represents the original RPM command after rudder angle compensation. The red dashed line divides it into 6 RPM segments, from left to right: reversing saturation range (corresponding to the horizontal axis in the figure less than -1750rpm), low-speed reversing range (-1750~ -490rpm), idle reversing transition range (-490~0rpm), idle forward transition range (0~700rpm), high forward command range (700~2500rpm), and forward saturation range (above 2500rpm).

[0070] This experiment conducted control tests at different speeds and headings during the journey. The simulation results for the heading channel and speed channel are as follows: Figure 3 and Figure 4 As shown.

[0071] Initially, the heading instruction is 0°; from 50 to 100 seconds, the heading instruction is linearly adjusted from 0° to 30°; from 200 to 250 seconds, the heading instruction is linearly adjusted from 30° to 60°; from 600 to 660 seconds, the heading instruction is linearly adjusted from 60° to 90°; and from 800 to 850 seconds, the heading instruction is linearly adjusted from 90° to 60°.

[0072] Initially, the speed command is 5 m / s; from 200 to 250 seconds, the speed command is linearly adjusted from 5 m / s to 10 m / s; from 600 to 660 seconds, the speed command is linearly adjusted from 10 m / s to 15 m / s; from 800 to 850 seconds, the speed command is linearly adjusted from 15 m / s to 8 m / s.

[0073] Initially, the external disturbances [longitudinal, lateral, and bow] were [0 N, 0 N·m]. To test the anti-disturbance effect, the external disturbances were changed to [4e3, 2.5e3, 3.5e4], [2e4, 1.2e4, 1.7e5], and [1.2e4, 7.5e3, 1e5] at 300 seconds, 700 seconds, and 900 seconds respectively, and continued to act on the implementation vehicle.

[0074] Throughout the simulation: the root mean square error of the heading error was 0.2283°, and the maximum error was 2.6655°; the root mean square error of the speed error was 0.0147 m / s, and the maximum error was 0.1537 m / s.

[0075] The present invention achieves dynamic optimal matching of parameters by relying on multi-modal self-tuning for heading, adapts propulsion nonlinearity by relying on pump-bucket linkage control for speed, and compensates for various disturbances in real time by combining an extended state observer, taking into account both dynamic response speed and steady-state control accuracy, and meeting the navigation control requirements of ships in complex waters and across the entire speed range.

[0076] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling the speed and heading of a jet-pumped vessel based on multimodal adaptive disturbance rejection, characterized in that, include: Collect the speed, heading, and angular velocity of the jet pump vessel; The speed, heading, and angular velocity are input into the dual-channel linear extended state observer to calculate the estimated values. Based on the estimated values, the original speed command and rudder angle command are calculated using the active disturbance rejection control law. The controlled mode of the ship is determined based on the rudder angle command and heading error, and the heading angular velocity damping gain and heading proportional gain of the active disturbance rejection control law are updated accordingly; specifically: At that time, it was determined to be in rudder angle saturation protection mode. ; and At that time, it was determined to be a large deviation rapid correction mode. ; and When the time is right, it is determined to be a small-error smooth convergence mode. ; and At that time, it was determined to be a steady-state high-precision anti-disturbance mode. ; in, For rudder saturation, , Maximum rudder angle, For rudder angle command, For heading error, For the heading angular velocity damping gain, For bow-direction proportional gain, For the large heading error threshold, For the forward steady-state threshold, The rudder saturation threshold, This represents the minimum value of the bow angular velocity damping gain. This represents the maximum value of the bow angular velocity damping gain. This represents the minimum bow-proportional gain. This is the base value for the bow proportional gain. This represents the maximum forward proportional gain. The original speed command is compensated by the rudder angle command, and then the speed command and bucket tilting command are calculated. The speed and course of the pump-driven vessel are controlled according to the speed command, bucket tilting command, and rudder angle command.

2. The method for speed and heading control of jet-pumped ships based on multimodal adaptive disturbance rejection as described in claim 1, characterized in that, The updated forward angular velocity damping gain and forward proportional gain of the active disturbance rejection law are used to calculate the original speed command and rudder angle command in the next control cycle.

3. The method for speed and heading control of jet-pumped ships based on multimodal adaptive disturbance rejection as described in claim 1, characterized in that, Control logic of rudder angle saturation protection mode: When the rudder angle is close to the limit stroke, the actuator has no adjustment margin, so the bow proportional gain is forced to the base value and the bow angular velocity damping gain is maximized to suppress extreme oscillation; Control logic for large deviation fast correction mode: fast correction, maximizing the heading proportional gain, minimizing the heading angular velocity damping gain, weakening damping constraints, maximizing the improvement of dynamic response speed, and shortening the large deviation adjustment time; Control logic for the small-error smooth convergence mode: Balancing speed and stability, the forward proportional gain decreases linearly and smoothly as the error decreases, while the forward angular velocity damping gain increases inversely as the error decreases, with parameters transitioning continuously to achieve smooth convergence; The control logic of steady-state high-precision anti-disturbance mode: anti-disturbance attitude stabilization, adopting minimum bow proportional gain and maximum bow angular velocity damping gain, weakens the response to high-frequency noise and small wind and wave disturbances, and eliminates the problems of small hull pitching and frequent fine-tuning of the rudder.

4. The method for speed and heading control of jet-pumped ships based on multimodal adaptive disturbance rejection as described in claim 1, characterized in that, In the active disturbance rejection control law Thrust command The calculation formula is: in, This represents the longitudinal control gain coefficient. This is an estimate of the ship's pitching speed. For speed control gain, For speed command, for The first derivative, This is the estimated total longitudinal disturbance. according to The original rotational speed command is calculated; Rudder angle command The calculation formula is: in, For heading control gain, Forwarding command, for The second derivative, for The first derivative, For the heading angular velocity damping gain, For bow-direction proportional gain, This is the estimated heading angle. This is an estimate of the bow angular velocity. This is the estimated total disturbance in the heading direction; The estimated values ​​include , , , and .

5. The method for controlling the speed and heading of a jet-pumped ship based on multimodal adaptive disturbance rejection as described in claim 4, characterized in that, raw speed command The calculation formula is: .

6. The method for speed and heading control of jet-pumped ships based on multimodal adaptive disturbance rejection as described in claim 4, characterized in that, The dual-channel linear spread state observer includes a speed channel linear spread state observer and a bow channel linear spread state observer; The observation equation for the linear expansion state observer of the speed channel is: in, for The first derivative, for The first derivative, This is an estimated speed. For the bandwidth of the speed observer, This represents the longitudinal control gain coefficient. For thrust term, The sway speed of a ship; The observation equations for the bow passage linear expansion state observer are as follows: in, For the bow observer bandwidth, For the jet pump rudder angle, For the bow of the ship, for The first derivative, for The first derivative, for The first derivative.

7. The method for speed and heading control of jet-pumped ships based on multimodal adaptive disturbance rejection as described in claim 1, characterized in that, The original speed command is compensated using the rudder angle command. The calculation formula is as follows: in, This is the original rotational speed command after rudder angle compensation. This is the original speed command. Maximum rudder angle, For rudder angle command, This is the rudder deflection compensation coefficient.

8. The method for speed and heading control of jet-pumped ships based on multimodal adaptive disturbance rejection as described in claim 1, characterized in that, The formula for calculating the rotational speed command is: in, This is the final output speed command. This is the original rotational speed command after rudder angle compensation. This is the maximum rotational speed. This is the idle speed value. This is the coefficient of rotational speed loss caused by lowering the bucket.

9. The method for speed and heading control of a jet-pumped ship based on multimodal adaptive disturbance rejection as described in claim 8, characterized in that, The formula for calculating tomb raiding instructions is: in, This is the final output of the tomb raiding command. The angle of inverted bucket corresponding to zero thrust of the water jet propulsion system.

10. The method for speed and heading control of a jet-pumped ship based on multimodal adaptive disturbance rejection as described in claim 1, characterized in that, The heading error is the difference between the heading instruction and the ship's heading.

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