24 results about "Relative wind" patented technology

The invention belongs to the technical field of ship course control, and discloses an unmanned sailboat sail-rudder cooperative active-disturbance-rejection course control method based on ESO, and the method comprises the following steps: building a nonlinear course motion mathematical model; designing a self-adaptive tracking differentiator to smooth the expected course; the course, the yawing angular velocity, the sail aerodynamic moment and the comprehensive disturbance are observed in real time through ESO; based on a nonlinear state error feedback control law, in combination with the output of the tracking differentiator and the observed value of the ESO, generating a rudder torque control quantity, performing constraint processing on the rudder torque control quantity, and outputting a rudder angle instruction; and a dynamic optimal sail angle is decided according to the lift-drag ratio parameter, the apparent wind speed and the relative wind angle of the sail aerodynamic model corrected in real time, and a sail angle instruction is generated after the dynamic optimal sail angle is compensated and constrained by combining the course deviation. The adaptive capacity to the time-varying wind field and the model uncertainty is enhanced, and the anti-interference performance and the energy efficiency of the system are improved through dynamic optimization and compensation of the sail angle.

The invention discloses a method for evaluating the EEDI contribution of a wing-shaped sail based on actual ship sea trials, and relates to the technical field of ships. The method comprises: conducting actual ship performance tests on ships equipped with sails to obtain main engine power required to maintain a target speed when the sails are in different operating states at various relative wind direction angles; obtaining a net thrust test coefficient of the sail at various relative wind direction angles at the target speed based on the main engine power; obtaining a net thrust simulation coefficient curve of the sail at various relative wind direction angles at the target speed based on a four-degree-of-freedom motion model of the ship; comparing the net thrust simulation coefficient curve of the sail with the net thrust test coefficient of the sail to establish a revised four-degree-of-freedom motion model of the ship in a sail-raising operating state; and calculating sail thrust matrix elements and sail EEDI contribution corresponding to a reference speed and any combination of wind field conditions based on the four-degree-of-freedom motion model of the ship in the sail-raising operating state and the four-degree-of-freedom motion model of the ship without sails. The method has the characteristics of being objective, realistic, and operational.

This application provides a wind velocity measurement apparatus for an aircraft. The wind velocity measurement apparatus for an aircraft includes an aircraft attitude obtaining apparatus, an ultrasonic or laser wind measurement apparatus, an attitude adjustment apparatus, an aircraft parameter obtaining apparatus, and a control apparatus. The ultrasonic or laser wind measurement apparatus is configured to measure a relative wind angle. The aircraft parameter obtaining apparatus is configured to obtain a ground velocity and a set course angle of an aircraft. The control apparatus is capable of adjusting, based on an attitude of the aircraft, an attitude of the ultrasonic or laser wind measurement apparatus via the attitude adjustment apparatus until a transmit end and a receive end of the ultrasonic or laser wind measurement apparatus are both kept horizontal. This application further provides a corresponding wind velocity measuring method for an aircraft, and a greenhouse gas detection apparatus.

This automatic takeoff / landing system for a vertical takeoff / landing aircraft comprises: a relative wind information acquisition unit that acquires the direction of relative wind at a moving object; and a control unit that executes takeoff / landing control to cause the vertical takeoff / landing aircraft to takeoff / land at a landing target point provided on the moving object. The control unit, during takeoff / landing of the vertical takeoff / landing aircraft, executes the takeoff / landing control on the basis of the direction of the relative wind acquired by the relative wind information acquisition unit, in a state in which the aircraft heading of the vertical takeoff / landing aircraft is caused to face the direction of the relative wind.

The invention provides a self-adaptive wind feedforward unmanned ship course control system based on active disturbance rejection, and belongs to the technical field of unmanned ship course control. The system comprises an ultrasonic anemometer for collecting relative wind speed and relative wind direction; the gradient descent module outputs compensation gain based on the difference value between the actual course angle and the expected course angle; the wind feedforward module receives the relative wind speed, the relative wind direction and the compensation gain and outputs wind disturbance compensation; the expansion state observer outputs an actual course angle pre-estimated value, an actual course angle differential pre-estimated value and other unknown disturbance pre-estimated values; the non-linear state error feedback unit performs non-linear combination by using the state error to obtain an expected control quantity; the disturbance compensation unit determines the control quantity of the unmanned ship based on the expected control quantity, the wind disturbance compensation and other unknown disturbance estimation values. Rapid compensation of wind disturbance is achieved through self-adaptive wind feedforward control, and the response speed and stability of sailing direction control of the unmanned ship in a complex wind field are stably improved.

A system for controlling aeraulic conditions existing above an aerial arrival zone includes anemometric components and aeraulic components. The anemometric components deliver speed and bearing angle values that characterize a relative wind speed with respect to the aerial arrival zone and to a superstructure located close to the aerial arrival zone. The aeraulic components are capable of modifying air movements above the aerial arrival zone, and are controlled according to the wind speed and bearing angle values. Such a system is particularly suitable for use on board a ship able to carry a helicopter, in particular on its afterdeck.

The present invention relates to the technical field of ships. Disclosed is a method for actual ship sea trail-based evaluation of an EEDI contribution of a wing sail. The method comprises: carrying out an actual ship performance test on a ship equipped with a sail, to obtain the main engine power required for maintaining a target speed when the sail is in different operation states at relative wind angles; on the basis of the main engine power, obtaining sail net thrust test coefficients of the relative wind angles at the target speed; obtaining a sail net thrust simulated coefficient curve of the relative wind angles at the target speed on the basis of a ship four-degree-of-freedom motion model; comparing the sail net thrust simulated coefficient curve with the sail net thrust test coefficients, and establishing a corrected ship four-degree-of-freedom motion model in a sail-hoisted operation state; and on the basis of the ship four-degree-of-freedom motion model in the sail-hoisted operation state and a non-sail ship four-degree-of-freedom motion model, calculating sail thrust matrix elements and a sail EEDI contribution corresponding to a reference speed and any wind field condition combination. The method has the characteristics of being objective, true, operable, etc.

The application discloses a ship fuel consumption prediction and correction method based on AIS and marine environment data, and relates to the technical field of ship fuel consumption prediction, and comprises the following steps: acquiring AIS dynamic data of a target ship and constructing a continuous navigation state sequence; acquiring wind speed, wind direction, flow speed, flow direction and effective wave height at a corresponding moment according to space-time position matching; calculating relative water body speed and relative wind speed based on vector decomposition, and respectively calculating ship body resistance, wind resistance and wave additional resistance; superimposing the three to obtain total resistance; inversely calculating propelling power according to the dynamic relationship between total resistance and relative water body speed; and finally calculating real-time fuel consumption according to the propelling power and a preset main engine fuel consumption rate. The method realizes ship fuel consumption prediction based on a physical model under the condition of no actual measured fuel consumption data. The application realizes high-precision physical model prediction of ship fuel consumption through dynamic coupling and power inversion of AIS and marine environment data under the condition of no actual measured fuel consumption data.

An EEDI forecasting method for a sail-boosted ship comprises the steps that firstly, a sail aerodynamic characteristic matrix during sail thrust characteristic evaluation is determined, then sail thrust characteristic forecasting and sail rotation angles are determined, and statistical analysis, sail planning and target sail track point homogenization processing are carried out on sail wind power resources in EEDI forecasting; and calculating the EEDI of the sail-boosted ship based on the sail thrust coefficient matrix fx and the wind field probability matrix obtained by taking the corresponding sail rotation angle as the sail control rotation angle. According to the method, statistical analysis is performed on the relative wind condition at the track point, so that a wind field probability distribution matrix of a specific route ship at 0 navigational speed in a global range can be obtained, and analysis of wind power resources is realized. Aiming at a complex sail thrust characteristic forecasting process, the maximum thrust effect generated by a ship by a given sail device with a certain aerodynamic characteristic can be forecasted, factors influencing the sail thrust characteristic are accurately identified, accurate and efficient thrust characteristic forecasting is realized, and engineering forecasting requirements are met.

The present invention discloses a simulation method for remote sensing of wind fields by dual-beam Doppler radar, comprising the following steps: establishing a data simulation model; using the data simulation model to generate a synthetic observation data set including the radar scattering coefficient of the forward beam, the radar scattering coefficient of the backward beam, the Doppler frequency shift of the forward beam, and the Doppler frequency shift of the backward beam for a given wind vector; calculating the theoretical value of the normalized radar backscattering coefficient and calculating the theoretical value of the Doppler frequency shift based on the DopRIM model; constructing a cost function containing four items of observation data, substituting the generated observation data set into the wind vector inversion algorithm to obtain the solutions of the wind speed and relative wind direction at a height of 10 m above the sea surface; comparing the deviation and root mean square error between the given wind vector and the inverted wind vector to evaluate the variation of the inversion accuracy with the wind speed, relative wind direction, incident angle, and antenna angle; the present invention provides a simulation model for the robustness evaluation of subsequent wind vector inversion algorithms.

The invention is applicable to the field of marine ship control, and provides a marine ship dynamic positioning method based on an anemorumbometer, which comprises the following steps: S1, acquiring relative wind speed, wind direction and prow azimuth angle, and converting the relative wind speed, wind direction and prow azimuth angle into absolute wind speed / wind direction under a north-east coordinate system through a rotation matrix; s2, recording the initial position as a target point, and setting the reverse direction of the absolute wind direction as a target angle; s3, establishing a north-east coordinate system and calculating longitudinal / transverse / angular deviation; s4, adjusting a rudder angle accelerator by stages, correcting the transverse deviation, stabilizing the longitudinal position and the course in combination with the deviation trend, and adaptively controlling the frequency; s5, GNSS positioning precision and rudder angle feedback are monitored, and an alarm is given and the task is terminated when abnormity occurs; according to the invention, a single-thrust system is adapted, so that the cost and the maintenance pressure are reduced; the wind disturbance resistance is high, and the positioning stability is improved; energy conservation and safety are both considered, and the scene adaptability is wide.

A method for obtaining fuel consumption saving of a sail based on measured data includes the steps that in order to forecast fuel consumption saving of the sail, recorded data of relative wind directions and relative wind speeds are screened out from a plurality of data recorded by a control system, and boosting force of the sail to a ship under different wind directions and wind speeds is calculated in combination with boosting characteristics of the sail. The product of the boosting force and the navigational speed is the boosting power which can be provided by the sail; secondly, screening out records of the power of the host, and calculating daily fuel consumption corresponding to the power actually sent by the host according to a fuel consumption power curve of the host; summing the power of the main engine and the propulsion power of the sail, and calculating corresponding daily fuel consumption when the actual power sent by the ship is provided according to the fuel consumption power curve of the main engine; and finally, calculating the difference between the two calculated daily fuel consumption to obtain the daily fuel consumption saved by the sail for evaluating the energy-saving effect of the sail and the return on investment cycle.

The invention discloses a sail force matrix verification method through a navigation test, and the method comprises the steps: determining the boosting power generated by a sail through the ship speed and the power change of a main engine when the sail is used or not used by a ship. According to the method, a non-dimensional coefficient curve can be fitted by measuring the navigational speed and power data under at least five relative wind direction angles at the same time, so that the non-dimensional coefficient curve obtained by CFD simulation or a wind tunnel test is verified, and the force matrix of the sail is verified at the same time. According to the invention, the dynamic stress data of the sail in real navigation can be directly obtained, the real marine environment is simulated, and the verification data is more accurate. The sail force matrix is reversely deduced through actual ship test data, and the iteration period of sail design can be greatly shortened.

The application belongs to the field of data processing, and discloses an unmanned aerial vehicle end-to-end flight method, system, terminal and storage medium facing strong wind disturbance and thrust saturation constraints, the method comprising: calculating the relative wind speed vector of the unmanned aerial vehicle in the target simulation environment; calculating the air disturbance vector according to the three-dimensional direction unit vector and the relative wind speed vector; calculating the physical load according to the air disturbance vector, carrying out orthogonal decomposition processing to obtain parallel components and vertical components, and calculating the limit remaining available thrust margin; obtaining the discrete depth map and motion state data, and carrying out feature coding processing to obtain the feature coding result; carrying out alignment fusion processing on the limit remaining available thrust margin and the feature coding result to obtain the comprehensive feature vector; and generating the acceleration instruction vector according to the comprehensive feature vector to control the unmanned aerial vehicle to complete the end-to-end flight task. The application significantly improves the safety and stability of the unmanned aerial vehicle flight in the extreme strong wind environment.

This invention discloses a method for coordinated control of wind and wave stability and heading of a variable-sail unmanned surface vessel (USV), comprising the following steps: S1: Real-time acquisition of multi-source environmental parameters through an onboard sensor system, and calculation of the relative wind speed vector based on the current sea state level; S2: Determination of the USV's operating mode identifier based on the sea state level, relative wind speed vector, and preset rules, and outputting the corresponding initial sail configuration; S3: Construction of a multi-parameter dynamic model based on the multi-source environmental parameters and the initial sail configuration; S4: Generation of control commands satisfying multi-objective optimization based on the multi-parameter dynamic model; S5: Distribution of control commands to the sail actuator and propulsion and rudder control systems, wherein the sail actuator is used to adjust the sail's windward area A and angle of attack. This invention, by constructing a multi-parameter dynamic model, facilitates adaptive and multi-objective coordinated control of the sail configuration based on real-time wind, wave, and current environments and the vessel's state.

The invention discloses an emergency rescue method based on Beidou communication and conduction integrated fusion. The method comprises the steps that S1, an airborne terminal obtains motion state data and environment data in the parachuting process of a pilot; s2, compressing the collected data, and sending the compressed data to a rescue command center through a Beidou short message channel; and S3, the rescue command center decompresses the compressed data, combines the motion state data and the environment data, and uses a prediction model to calculate the landing point of the pilot. According to the method, the relative wind speed vector measured by the airborne sensor is acquired in real time, and high-frequency attitude matrix transformation is combined, so that the problem of lateral deviation caused by a high-altitude complex wind field is effectively solved, the prediction precision of the landing drop point is remarkably improved, and the problem of huge deviation of the calculated drop point caused by wind speed interference is solved. Through relative differential compression and a self-adaptive LSB quantization mechanism, it is ensured that high-dynamic trajectory details of more than 10 Hz can still be completely restored under extremely low bandwidth limitation.

The invention discloses a thrust characteristic forecasting and corner control method for a sail-ship integrated system. The thrust characteristic forecasting and corner control method comprises the steps of determining a single sail thrust characteristic curve of each sail type and a sail ship integrated system total thrust characteristic curve family of each sail type, solving coupling parameters between a single sail and a sail ship, and determining a sail ship integrated system thrust characteristic forecasting model. And determining single sail thrust characteristics of the new sail type, and substituting all relative wind direction angles and sail rotation angles into the forecasting model to calculate and obtain a sailboat integrated system total thrust characteristic curve family under the new sail type. And determining a thrust characteristic curve of the bare ship, and obtaining a net thrust characteristic curve family of the sailboat under the new sail type by subtracting the total thrust characteristic of the sailboat from the thrust characteristic of the bare ship. For any relative wind direction angle, the extreme value of the net thrust characteristics under different sail rotation angles is solved, the thrust extreme value under the wind direction angle is obtained, and the sail rotation angle corresponding to the thrust extreme value serves as the sail control rotation angle. According to the method, the influence trend of the new sail type on the sailboat integrated system can be qualitatively given, the analysis efficiency is improved, and the resource consumption caused by repeatedly carrying out CFD analysis and model tests to demonstrate the sail type influence is reduced.

A user interface for displaying and entering a wind bearing comprises a circle or broken circle with one or more markings about its perimeter. The displayed marking or markings correspond to a relative wind direction input by a user. The displayed markings are able to update automatically as the user faces a new direction.

A vertical shaft propeller type double-wind-wheel wind power (reverse power) power generation device is characterized in that a primary wind wheel is high in rotating speed and power, natural wind energy with low wind speed can be used for starting a secondary wind wheel through a speed reducer, the rotating speed of the secondary wind wheel is low, the diameter of the secondary wind wheel can be properly increased, and therefore relative wind energy with high wind speed can be used for generating power. And therefore, larger power can be output. Due to the fact that the wind direction of the wind energy is opposite, all the blades of the secondary wind wheel can synchronously output force at any position, and the problem that the blades of an existing vertical shaft wind wheel cannot synchronously output force is solved. The blades of the primary wind wheel or the secondary wind wheel are connected with the hub in the horizontal direction, and therefore the problem that the diameter of an existing vertical axis wind wheel cannot be enlarged is solved. A brand new salix leaf type reverse power blade is adopted for a primary wind wheel or a secondary wind wheel, the cross section structure of the blade is in a salix leaf shape, namely, the upper arc face and the lower arc face are completely symmetrical, and the efficient working method of the blade is that a completely horizontal working state is kept, namely, the pitch angle, the zero lift angle, the natural attack angle and the relative attack angle are both 0 degree; as a result, the direction of the rotation resistance is consistent with the chord length direction, so that the rotation resistance is extremely small, the laminar flow boundary layer is relatively stable, and the reverse power efficiency is relatively high. The tail fins are additionally arranged at the blade tails of the salix leaf type reverse power blades, and the tail fins are mainly used for separating wake flow, eliminating conditions for forming turbulent flow, continuing to keep a laminar flow state and reducing wake flow loss and noise.

The present application provides a kind of ship standard height wind speed correction model construction method, medium and system, belong to ship standard height wind speed correction model construction technical field, the present application is by multi-antenna beidou array acquisition carrier phase difference observation data, space baseline network is modeled as weighted undirected graph, introduce wave age parameter dynamic adjustment zanok coefficient and impose gikhonov regularization constraint to obtain sea roughness, fusion obtains the altitude of wind sensor;Original relative wind speed is input into neural-kalman hybrid filter network, covariance self-adaptive estimation is estimated using artificial intelligence, and inner loop is refined iteration to complete nonlinear folding of logarithmic wind profile, and finally corrected wind speed is output after adaptive kalman filtering, solve the technical problem that wind speed height folding error is difficult to real-time accurate compensation caused by dynamic change of ship wind sensor height.

The present disclosure provides a wind energy collector 10 comprising a carousel platform 12 positionable on a surface 14 and a generator 16. The collector 10 comprises at least one elongate support boom 18, one proximal end 20 of which is pivotally disposed on the carousel platform 12 such that the support boom 18 is oscillatable and which is configured to oscillate to drive the fluid pump 16. The collector 10 further comprises a high lift airfoil 24 rotatably disposed at the distal end 22 of the support boom 18 to be higher than the carousel platform 12 and the surface 14, further comprises an orientation device 26 configured to reverse the airfoil 24 between oscillations to maintain a desired angle of attack of the airfoil 24 with respect to the carousel 12 during such oscillations, and a wind indicator device 28 configured to indicate the orientation of the airfoil 24 with respect to the carousel 12 during such oscillations. And a wind deflector disposed between the proximal end 20 and the distal end 22 of the support boom 18 and configured to correct an angle of attack of the airfoil 24 according to a relative wind direction with respect to the carousel 12. In this way, the oscillation of the support boom enables the collection of wind energy via the generator.

The invention discloses a dual-beam Doppler radar wind field remote sensing simulation method. The method comprises the following steps: establishing a data simulation model; generating a synthetic observation data set containing a forward beam radar scattering coefficient, a backward beam radar scattering coefficient, a forward beam Doppler frequency shift and a backward beam Doppler frequency shift for a given wind vector by using the data simulation model; calculating a theoretical value of a normalized radar backscattering coefficient, and calculating a theoretical value of Doppler frequency shift based on a DopRIM model; constructing a cost function containing four observation data, substituting a generated observation data set into a wind vector inversion algorithm, and obtaining a wind speed and a relative wind direction solution at the height of 10m of the sea surface; comparing the deviation and the root mean square error of the given wind vector and the inversion wind vector, and evaluating the change condition of the inversion precision along with the wind speed, the relative wind direction, the incident angle and the antenna included angle; according to the method, a simulation model is provided for robustness evaluation of a subsequent wind vector inversion algorithm.

The present application provides a kind of ship standard height wind speed correction model construction method, medium and system, belong to ship standard height wind speed correction model construction technical field, the present application is by multi-antenna beidou array acquisition carrier phase difference observation data, space baseline network is modeled as weighted undirected graph, introduce wave age parameter dynamic adjustment zanok coefficient and impose gikhonov regularization constraint to obtain sea roughness, fusion obtains the altitude of wind sensor;Original relative wind speed is input into neural-kalman hybrid filter network, covariance self-adaptive estimation is estimated using artificial intelligence, and inner loop is refined iteration to complete nonlinear folding of logarithmic wind profile, and finally corrected wind speed is output after adaptive kalman filtering, solve the technical problem that wind speed height folding error is difficult to real-time accurate compensation caused by dynamic change of ship wind sensor height.

The application belongs to the technical field of ship course control, and discloses an unmanned sailboat rudder and sail collaborative self-disturbance rejection course control method based on ESO, which comprises the following steps: establishing a nonlinear course motion mathematical model; designing an adaptive tracking differentiator to smooth the expected course; using ESO to observe the course, yaw angular velocity, sail aerodynamic moment and comprehensive disturbance in real time; based on a nonlinear state error feedback control law, combining the output of the tracking differentiator and the observation value of the ESO, generating a rudder moment control quantity, outputting a rudder angle instruction after constraint processing of the rudder moment control quantity; according to the lift-drag ratio parameter of the sail aerodynamic model after real-time correction, the apparent wind speed and the relative wind angle, deciding a dynamic optimal sail angle, combining the course deviation to compensate and constrain the dynamic optimal sail angle, and generating a sail angle instruction. The application enhances the adaptability to time-varying wind field and model uncertainty, and improves the anti-disturbance performance and energy efficiency of the system through dynamic optimization and compensation of the sail angle.