CN111352341A - Ship navigation control online self-adaptive adjustment system and method - Google Patents

Ship navigation control online self-adaptive adjustment system and method Download PDF

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CN111352341A
CN111352341A CN202010192106.1A CN202010192106A CN111352341A CN 111352341 A CN111352341 A CN 111352341A CN 202010192106 A CN202010192106 A CN 202010192106A CN 111352341 A CN111352341 A CN 111352341A
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ship
course
route
heading
navigation
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CN111352341B (en
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张桂臣
陈孟伟
鲁润
孙荣宣
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Power System With Tin Shanghai Co ltd Reddy Ship
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Shanghai Maritime University
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
    • G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
    • G05B13/0205—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric not using a model or a simulator of the controlled system
    • G05B13/024—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric not using a model or a simulator of the controlled system in which a parameter or coefficient is automatically adjusted to optimise the performance

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Abstract

The invention provides an online self-adaptive adjusting method for ship navigation control, which comprises the following steps: s1, setting an ideal route, if no wind wave flow interference force dominant direction exists, taking the ship heading as the ship navigation control direction, otherwise, entering S2; s2, measuring the magnitude and vector direction of the wind wave flow interference force in real time, setting the output value of the ship host and the included angle between the bow direction and the ideal route, and realizing that the vector direction of the resultant force of the propeller thrust and the wind wave flow interference force is the direction in which the current ship centroid points to the nearest reference point; s3, adjusting the included angle between the ship bow direction and the ideal route and/or the output value of the ship main engine to realize the intersection of the vector direction of the resultant force and the ideal route, wherein the included angle between the vector direction of the resultant force and the ideal route is smaller than a set threshold value; s4, self-adaptively controlling a ship steering engine according to the acquired course deviation value, maintaining the ship deviation course within an allowable range, and repeating the steps S3 and S4. The invention also provides an online self-adaptive adjusting system for ship navigation control.

Description

Ship navigation control online self-adaptive adjustment system and method
Technical Field
The invention relates to the technical field of navigation, in particular to an online self-adaptive adjusting system and method for ship navigation control.
Background
At present, the ocean navigation direction of the ship is realized by controlling the bow direction. In the prior art, the heading direction of a ship is required to be the sailing direction of the ship, so that the rudder is required to be frequently adjusted to overcome the interference of marine environmental force, the rudder blade is difficult to keep a middle position, and even if the rudder blade is difficult to keep a middle position, a driver is required to correct the heading direction at regular time to solve the problem of yaw, so that the track route of an ocean vessel is Z-shaped or S-shaped, and the additional resistance generated by the rudder effect influences the sailing speed.
The ocean vessel autopilot is a key device for keeping course, the autopilot takes the deviation of the heading of a ship from a set course as a controlled quantity, the deflection angle of an executive rudder blade as a manipulated variable, and the external wind wave flow interference as a load. In the prior art, when the heading of a ship is taken as the heading, the automatic rudder passively overcomes the external interference, and the problems of frequent adjustment of a steering engine, reciprocating heading change, increased navigation resistance and more fuel consumption occur.
At present, the automatic rudder of a ship has the defects of single control parameter, always pursuing the heading of the ship to be aligned with the set navigation direction, not using the interference force of the stormy wave and current environment for assisting the navigation of the ship, but overcoming the interference of the stormy wave and current environment force to cause great loss of the power of the ship.
The existing ship navigation control method only using ship heading as course control specifically has the following problems:
(1) the ship navigation control target is single, so that frequent adjustment is caused, and extra loss is increased;
(2) the heading of the ship is a control target of the heading, and the interference force of wind wave flow is not used for assisting navigation and is overcome, so that extra oil consumption is caused;
(3) external interference is counteracted through deflection of the rudder blade, so that sailing resistance is increased, and fuel consumption of the ship is high.
Disclosure of Invention
The invention aims to provide an online self-adaptive adjusting system and method for ship navigation control, wherein the heading direction of a ship is no longer a single heading control target, the resultant force vector of the thrust of a ship propeller and the interference force of a storm flow environment is used as the actual navigation direction of the ship, and a ship navigation self-adaptive control module is used for self-adaptively controlling a ship steering engine through an optimized PID algorithm according to a heading deviation value. The navigation is assisted by the interference force of wind, wave and current, the problems of ship course oscillation, frequent adjustment of a steering engine, increased navigation resistance and high fuel consumption are solved, and the online adaptive control of the steering engine of the ship is realized.
In order to achieve the above object, the present invention provides an online adaptive regulation system for ship navigation control, wherein a signal of the online adaptive regulation system is connected with a ship host and a ship steering engine, the ship host is connected with a propeller, and the thrust of the propeller is changed by changing the output value of the ship host to adjust the fuel injection quantity of the ship host, and the system comprises:
the route planning module is used for setting an ideal route comprising a plurality of reference points according to the position information of the starting port and the target port; the route planning module also sets a corresponding ship course given value for the reference point;
the ship position information acquisition module is used for acquiring ship position information in real time and determining the actual navigation movement direction according to the ship position information;
the wind wave flow interference force information acquisition module is used for acquiring the magnitude and the direction of the wind wave flow interference force;
the rudder angle detection module is in signal connection with a ship steering engine and is used for detecting the actual deflection value of a rudder blade;
the ship heading detection module is used for detecting the movement direction of a ship bow;
the ship navigation self-adaptive control module is in signal connection with the ship position information acquisition module, the route planning module, the storm flow interference force information acquisition module, the rudder angle detection module, the ship bow direction detection module, the ship host and the ship steering engine, and is used for setting an output value of the ship host and a deflection value of a rudder blade according to the magnitude and the direction of the storm flow interference force, an ideal route and ship position information when the storm flow interference force is dominant, so that the intersection of the vector direction of resultant force of propeller thrust and the storm flow interference force and the ideal route is realized, and the included angle between the vector direction of the resultant force and the ideal route is smaller than a set threshold value; the ship navigation self-adaptive control module also obtains a navigation deviation value according to the ship course given value and the actual navigation moving direction, and self-adaptively controls a ship steering engine according to the course deviation value to maintain the deviation of the ship from an ideal route within an allowable range.
The ship navigation control online self-adaptive adjusting system also comprises a ship heading navigation control module which is in signal connection with the storm flow interference force information acquisition module, a ship steering engine, a ship host, a course planning module, a ship position information acquisition module and a ship heading detection module and is used for controlling a ship to navigate along an ideal course by taking the ship heading as the course.
The invention also provides an online adaptive adjusting method for ship navigation control, which is realized by adopting the online adaptive adjusting system for ship navigation control, and comprises the following steps:
s1, setting an ideal route by taking the starting port as a route starting point and the destination port as a route terminal point; setting a plurality of reference points on the ideal route;
s2, if there is no dominant direction of the interference force of the wind wave flow, controlling the ship to sail along the ideal route through a ship heading sailing control module; otherwise, go to S3;
s3, measuring the magnitude and the vector direction of the wind wave flow disturbance force in real time; the output value of a ship host and the included angle between the ship heading and an ideal air route are set through a ship navigation self-adaptive control module, so that the vector direction of the resultant force of the propeller thrust and the wind wave flow interference force is the direction in which the current ship centroid points to the nearest reference point;
s4, adjusting an included angle between the heading of the ship and an ideal route and/or an output value of a main engine of the ship through the ship navigation self-adaptive control module to realize the intersection of the vector direction of the resultant force and the ideal route, wherein the included angle gamma between the vector direction of the resultant force and the ideal route is smaller than a set threshold value, and the ship takes the vector direction of the resultant force as the heading;
s5, the ship navigation self-adaptive control module self-adaptively controls a ship steering engine according to the acquired course deviation value and maintains the ship deviation course within an allowable range; steps S2 to S5 are repeated.
Preferably, step S2 further includes: acquiring ship position information in real time, and detecting whether a ship deviating from a route is within an allowable range; and if the allowable range is exceeded, operating the ship to return to the ideal route through the ship heading navigation control module.
Preferably, the step S2 further includes controlling the ship to navigate along the desired route by the ship heading and navigation control module when the ship enters or exits the port, passes through a narrow channel, avoids collision, is in a complicated sea area, and is in a bad sea condition.
Preferably, in steps S3 and S4, the output value of the marine main engine is set to 75% to 85% of the full load of the marine main engine.
Step S5 specifically includes:
s51, calculating heading deviation e (k) yd(k) -y (k); k is a sampling sequence number; y isd(k) Generating a ship course given value for a route planning module according to a reference point on an ideal route, and y (k) being an output value of the actual navigation direction of the ship acquired by a ship position information acquisition module; when heading deviation | e (k) | ≧ Δ |1L, go to S52; otherwise, keeping the current course unchanged; wherein Δ1The ship course dead zone/insensitive zone;
s52, calculating a proportional output up(k)＝Kp(k) e (k); wherein Kp(k) Is a proportionality coefficient;
s53, calculating integral output
Figure BDA0002416295420000031
TI(k) Is an integration time constant;
Figure BDA0002416295420000032
is a trapezoidal integral term; f [ e (k)]In order to integrate the speed change,
Figure BDA0002416295420000041
|Δ1|≤B≤1.5|e(k)|,A≥2|e(k)|；
s54, calculating differential output uD(k) Wherein
Figure BDA0002416295420000042
Where ξ is the low pass filter coefficient, TD(k) Is differential time, Ts(k) Is the sampling time;
s55, constructing an error square sum performance value function J and optimizing Kp(k)、TI(k)、TD(k) The method comprises the following steps Wherein,
Figure BDA0002416295420000043
Figure BDA0002416295420000044
Figure BDA0002416295420000045
Figure BDA0002416295420000046
mu (-) and psi (-) as optimization functions ηp、ηI、ηD∈ (0,1), both learning factors;
s56, p up(k)+uI(k)+uD(k) After amplitude limiting, the amplitude is used as a steering angle OP (k) to be input into a steering engine of a ship, and a rudder blade deflects according to the steering angle OP (k); if steering angle OP (k) does not exceed the full steering limit and steering angle | OP (k) | ≧ Δ |2L, go to S51; otherwise, keeping the current course; wherein Δ2Is a dead zone of the rudder angle.
Preferably, the allowable range specifically refers to the width of a flight line, and the distance between an actual flight line and an ideal flight line is smaller than the sea area of the ship length.
Compared with the prior art, the invention has the beneficial effects that:
(1) when the dominant direction of the wind wave flow interference force exists, the vector direction of the resultant force of the propeller thrust and the wind wave flow interference force is used as the ship navigation direction, the wind wave flow interference force is not an obstacle which needs to be overcome any more, the ship navigation is assisted by the wind wave flow interference force, and the ship navigation control can be realized only by finely adjusting the propeller thrust and the rudder blade deflection angle;
(2) the steering effect of the steering engine and the propulsion of the ship host are adjusted in an online self-adaptive manner along with the interference force of wind, wave and current, the transverse drift can be counteracted without using a GPS, and the navigation resistance is reduced to the maximum extent;
(3) by using the method, the load of the ship steering engine, the steering engine adjusting amplitude and the steering engine adjusting frequency are greatly reduced, the navigation resistance and the energy loss are greatly reduced, and the method has good popularization value.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings used in the description will be briefly introduced, and it is obvious that the drawings in the following description are an embodiment of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts according to the drawings:
FIG. 1 is a schematic diagram of a ship course control in the prior art;
FIG. 1A is a schematic view of a ship in the prior art, wherein the ship is in a sailing state under the disturbance of wind, wave and current;
FIG. 2 is a schematic illustration of various tracks generated by a prior art vessel voyage control method;
FIG. 3 is a schematic diagram of an online adaptive adjustment method for ship navigation control according to the present invention;
FIG. 4 is a schematic diagram of an online adaptive control system for ship navigation control according to the present invention;
FIG. 5 is a schematic diagram of a self-adaptive control steering engine of the ship navigation self-adaptive control module according to the present invention;
FIG. 6 is a schematic diagram of a track generated by a ship through the ship navigation control online adaptive adjustment method of the invention;
FIG. 7A and FIG. 7B are schematic diagrams respectively illustrating the propeller thrust, the ship heading and the ideal course included angle when the wind wave flow disturbance force direction is unchanged and only changes in magnitude, and the wind wave flow disturbance force is unchanged and only changes in direction;
fig. 8A to 8C are schematic diagrams of propeller thrust and an angle between a ship bow direction and an ideal course when the ship moves downwind, upwind and transversely, respectively.
In the figure: 1. a route planning module; 2. a ship position information acquisition module; 3. the wind wave flow interference force information acquisition module; 4. a rudder angle detection module; 5. a ship heading detection module; 6. a ship navigation self-adaptive control module; 7. a marine main engine; 8. a ship steering engine; 9. and the ship heading navigation control module.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
FIG. 1 is a schematic diagram of a ship course control in the prior art, which includes the following steps: a driver sets the ship navigation direction SP of a certain range through a ship course setting module, namely sets the ship heading; under the disturbance of sea environment, wind, wave and flow, the ship heading PV deviates from the set ship heading SP, e1Not equal to 0 and e1If the steering engine is larger than delta (delta is a dead zone and an insensitive zone), the steering engine acts to adjust the deflection of the rudder blade in a follow-up manner, additional ship turning moment is generated, and the ship heading is returned to the set ship heading. The course deviation e is obtained by the electric compass through detecting the actual ship heading value PV1SP-PV; the course control operation module and the control rudder angle generation module generate a control rudder angle according to the equation e1Calculating an operating rudder angle OP; OP is used as an input value of the steering engine; the rudder blade deflection module realizes rudder blade deflection according to OP, and the rudder angle detection module 4 obtains the actual deflection value theta of the rudder blade to obtain the rudder angle deviation e2OP- θ. The hydraulic steering engine of the ocean vessel arranged at the stern part has the function of automatically controlling the position of a rudder blade, and eliminates rudder angle deviation e according to OP and theta2The hydraulic system adjusts the rudder blade deflection until the OP value. The problems of regulation lag, overshoot, oscillation and the like are inevitably caused by the inherent characteristics of the current ship course control system. As shown in fig. 1A, the ship needs to continuously return to a preset route, which results in a large energy consumption of the ship main engine 7 and a waste of energy.
Fig. 2 is a schematic diagram of various tracks generated by the ship navigation control method in the prior art, and the defects of the ocean vessel course control in the prior art can be seen according to the tracks in fig. 2. Track (a) and track (b) in fig. 2 show that the ship sways on both sides of a given course, and although the average course still can surround the forward direction, the ship direction adjustment time is long. The track (a) is convergent, which indicates that the ship navigation control method is feasible; track (b) is divergent and its corresponding vessel control method cannot be used. And (c) the track shows that the ship swings unevenly left and right in the yaw dead zone, the average course deviates from the forward direction for a long time, and the track (c) is also divergent. And the track (d) is the condition that the ship returns to the positive course after the PID course retaining controller corrects the large deviation of the average course, and the power energy waste of the ship is large under the condition. Although the existing ocean vessel autopilot can correct the deviation to enable the vessel to return to the positive course, the existing ocean vessel autopilot cannot provide the force for the lateral drift of the vessel, and the course control is realized by means of a GPS positioning system.
The invention provides an online self-adaptive adjusting system for ship navigation control, as shown in fig. 4, the system is connected with a ship host 7 and a ship steering engine 8 through signals, the ship host 7 is connected with a propeller, and the thrust of the propeller is changed by changing the output value of the ship host to adjust the fuel injection quantity of the ship host, and the system comprises:
the route planning module 1 is used for setting an ideal route according to the position information of an originating port and a target port; preferably, the route planning module 1 contains an electronic map. And a plurality of discontinuous reference points are arranged on the ideal route. The route planning module 1 also sets a corresponding ship course given value for a reference point on an ideal route. Generally, the reference points are compared every two hours of sailing of the ship, the actual sailing deviation condition of the ship is checked and corrected, and if the yaw is larger than a set threshold value, the course is adjusted according to the next reference point to enable the sailing deviation to be 0, so that a new set course is generated. If the yaw does not exceed the set threshold, no adjustment is required.
The ship position information acquisition module 2 is used for acquiring ship position information in real time and generating a ship mass center motion direction according to the ship position information; preferably, the ship position information acquisition module 2 is a GPS module;
the wind wave flow interference force information acquisition module 3 is used for acquiring the magnitude and the direction of the wind wave flow interference force;
the rudder angle detection module 4 is in signal connection with a ship steering engine 8 and is used for detecting the actual deflection value of a rudder blade; the bow direction detection module 5 is used for detecting the movement direction of the bow; preferably, the bow direction detection module 5 is an electric compass;
the ship navigation self-adaptive control module 6 is in signal connection with the ship position information acquisition module 2, the route planning module 1, the storm flow interference force information acquisition module 3, the rudder angle detection module 4, the ship bow direction detection module 5, the ship host 7 and the ship steering engine 8, and is used for setting an output value and a rudder blade deflection value of the ship host according to the magnitude and the direction of the storm flow interference force, an ideal route and the ship position information when the storm flow interference force is dominant, so that the intersection of the vector direction of the resultant force of the propeller thrust and the storm flow interference force and the ideal route is realized, and the included angle between the vector direction of the resultant force and the ideal route is smaller than a set threshold value; the ship navigation self-adaptive control module 6 also obtains a course deviation value according to the ship course set value and the actual navigation moving direction, and self-adaptively controls a ship steering engine 8 according to the course deviation value to maintain the deviation of the ship from an ideal route within an allowable range;
and the ship heading navigation control module 9 is in signal connection with the storm flow interference force information acquisition module 3, the ship steering engine 8, the ship host 7, the route planning module 1, the ship position information acquisition module 2 and the ship heading detection module 5 and is used for controlling the ship to navigate along an ideal route by taking the ship heading as a heading.
The invention also comprises an online adaptive adjusting method for ship navigation control, which is realized by the online adaptive adjusting system for ship navigation control, and as shown in figure 3, the online adaptive adjusting method comprises the following steps:
s1, setting an ideal route by taking the starting port as a route starting point and the destination port as a route terminal point; setting a plurality of reference points on the ideal route;
s2, if there is no wave and current interference force dominant direction, or if the ship deviates from the route and exceeds the allowable range, or the ship is in the port, passes through the narrow channel, avoids collision, is in the complex sea area and bad sea, entering into the ship heading control mode, and controlling the ship to sail along the ideal route through the ship heading control module 9 (this is the prior art); otherwise, entering an online self-adaptive mode of ship navigation control, controlling the ship to navigate through the ship navigation self-adaptive control module 6, and entering S3; the allowable range specifically means a sea area in which the distance between an actual route and an ideal route is smaller than the ship length, with the ideal route as a center, as shown in fig. 6;
s3, measuring the magnitude and vector direction of the wind wave flow interference force in real time, generating the output value of the ship host and the included angle α between the ship heading and the ideal route through the ship navigation self-adaptive control module 6, and realizing the propeller thrust FpThe vector direction of resultant force of the wind wave flow interference force is the direction of the current ship centroid pointing to the nearest reference point; preferably, the output value of the marine main engine 7 is set to 75% to 85% of the full load of the marine main engine 7, and at this output value, the main engine efficiency is the highest and is at the optimum load.
When the included angle α between the ship heading and the ideal air line is adjusted, the steering angle of the rudder blade of the ship steering engine 8 is adjusted, the rudder blade returns to the middle position after being adjusted, and F is ensuredpThe direction is stable, and the additional resistance generated by the rudder effect is eliminated. FpControlled by the output value of the ship main engine 7, when the output value of the ship main engine is large, the oil injection quantity of the ship main engine 7 is high, and the propeller thrust FpAnd also increases.
The key of the ship navigation control is to detect the magnitude and the acting direction of the wind wave flow disturbance force, and the wind wave flow disturbance force in fig. 8A to 8C is respectively a forward force, an inverse force and a transverse force to the ship navigation. The sailing direction of the ship is the direction indicated by the resultant force F, and the thrust of the propeller is FpThe disturbance force of wind, wave and flow is FDThe included angle between the ship heading (propeller thrust direction) and the ideal course is α, and the included angle between the resultant force vector F and the course is gamma, then
Figure BDA0002416295420000081
α in practice must be acute, and
Figure BDA0002416295420000082
then
① when the boat moves down the wind or across the side,
Figure BDA0002416295420000083
② when the ship is running against the wind,
Figure BDA0002416295420000084
the current ocean vessel heading keeping principle is that a control α ≈ 0 is taken as a target, so that the heading of the ocean vessel sails around a given route in a Z-shaped or S-shaped track.
Fig. 7A and 7B show two special cases, namely that the direction of the disturbance acting force of the storm flow is not changed but is changed in magnitude and the direction is not changed but is changed in direction, and it can be seen that the effect of adjusting α is the best.
As shown in FIG. 7A, when the direction of the disturbance acting force of the wind wave flow is not changed but is changed in magnitude, the initial disturbance force is
Figure BDA0002416295420000091
Thrust of the propeller is
Figure BDA0002416295420000092
Resultant force vector
Figure BDA0002416295420000093
On a predetermined course. Reduce the disturbance force of
Figure BDA0002416295420000094
Increase the disturbance force of
Figure BDA0002416295420000095
And the disturbance force direction remains unchanged. If the propeller thrust is not changed, the propeller thrust is still
Figure BDA0002416295420000096
The resultant force vector after the disturbance force is reduced is
Figure BDA0002416295420000097
Deviation from predetermined course O1O2(ii) a The resultant force vector after the increase of the disturbance force is
Figure BDA0002416295420000098
Deviation from predetermined course O1O2(ii) a Therefore, the thrust of the propeller needs to be adjusted, and the resultant force vector after the disturbance force is reduced is
Figure BDA0002416295420000099
Keeping the vessel on a predetermined course O1O2The above step (1); the resultant force vector after the increase of the disturbance force is
Figure BDA00024162954200000910
Keeping the vessel on a predetermined course O1O2In fig. 7A, the adjustment effect is shown to be significant when the propeller thrust acting direction α is changed.
Fig. 7B shows a case where the magnitude of the disturbance force of the wind wave flow is not changed but the direction is changed: initial disturbance force of
Figure BDA00024162954200000911
Thrust of the propeller is
Figure BDA00024162954200000912
Resultant force vector
Figure BDA00024162954200000913
On a predetermined course.
Figure BDA00024162954200000914
The included angle between the interference force and the direction of the air route is reduced,
Figure BDA00024162954200000915
and the included angle between the interference force and the air route direction is increased, and the magnitude of the interference force is kept unchanged. If the propeller thrust is not changed, the propeller thrust is still
Figure BDA00024162954200000916
The resultant force vector after the included angle is reduced is
Figure BDA00024162954200000917
Deviation from predetermined course O1O2(ii) a The resultant force vector after the increase of the included angle is
Figure BDA00024162954200000918
Deviation from predetermined course O1O2(ii) a Therefore, the thrust of the propeller needs to be adjusted, and the resultant force vector after the included angle is reduced is
Figure BDA00024162954200000919
The vessel remaining on the predetermined course O1O2The above step (1); the resultant force vector after the increase of the included angle is
Figure BDA00024162954200000920
The vessel remaining on the predetermined course O1O2In the above, the figure shows that the adjustment effect is obvious when the thrust action direction of the propeller is changed.
S4, adjusting an included angle between the heading of the ship and an ideal route and/or an output value of a main engine of the ship through the ship navigation self-adaptive control module 6 to realize the intersection of the vector direction of the resultant force and the ideal route, wherein the included angle gamma between the vector direction of the resultant force and the ideal route is smaller than a set threshold value, and the ship takes the vector direction of the resultant force as the heading; preferably, the output value of the marine main engine is set to be 75-85% of the full load of the marine main engine.
S5, the ship navigation self-adaptive control module 6 controls a ship steering engine 8 in a self-adaptive mode according to the acquired course deviation value, and the deviation course of the ship is maintained within an allowable range; in the invention, when the included angle gamma is larger than a set threshold value, self-adaptive control can be carried out; and when the distance of the ship deviating from the air route is larger than an allowable range, the self-adaptive control can be carried out. Steps S2 to S5 are repeated.
As shown in fig. 5, the adaptive control of the marine steering engine in step S5 specifically includes:
s51, calculating heading deviation e (k) yd(k) -y (k); k is a sampling sequence number; y isd(k) The course given value of the ship generated by the route planning module 1 and y (k) is the output value of the actual navigation direction of the ship acquired by the ship position information acquisition module 2; when heading deviation | e (k) | ≧ Δ |1L, go to S52; otherwise, keeping the current course unchanged; wherein Δ1The ship course dead zone/insensitive zone; delta1Not a fixed value, preferably Δ1The steady state value is approximately (3-5)%; delta under severe sea conditions1Increase stability and increase the lower delta of calm1The accuracy is reduced and improved;
s52, calculating a proportional output up(k)＝Kp(k) e (k); wherein Kp(k) Is a proportionality coefficient;
s53, calculating integral output
Figure BDA0002416295420000101
TI(k) Is an integration time constant;
Figure BDA0002416295420000102
is a trapezoidal integral term; f [ e (k)]In order to integrate the speed change,
Figure BDA0002416295420000103
|Δ1|≤B≤1.5|e(k)|,A≥2|e(k)|；
s54, calculating differential output uD(k) Wherein
Figure BDA0002416295420000104
Where ξ is the low pass filter coefficient, TD(k) Is differential time, Ts(k) Is the sampling time;
s55 construction error levelingCost function J, optimization Kp(k)、TI(k)、TD(k)；Kp(k)、TI(k)、TD(k) The effect of (a) is to eliminate the error e (k), the magnitude of which affects the control system stability and e (k) convergence speed. PID control parameter initial value Kp(0)、TI(0)、TD(0) The best value of real ship debugging of equipment manufacturers is taken as a default value, and after the system is powered on, K is enabled to be firstlyp(0)、TI(0)、TD(0) And restoring the factory setting.
Wherein,
Figure BDA0002416295420000111
the ship's output y (k) having a monotonic response characteristic to the effect of the control input u (k), i.e.
Figure BDA0002416295420000112
From the sum of squared errors and the performance function
Figure BDA0002416295420000113
The iterative optimization algorithm is
Figure BDA0002416295420000114
The PID control parameter iterative optimization method comprises the following steps:
Figure BDA0002416295420000115
Figure BDA0002416295420000116
μ (-) and ψ (-) are optimization functions which can be any one of the optimization functions (prior art) such as hyperbolic tangent function, Gaussian base function, etc. constructed by fuzzy algorithm, neural network algorithm, sliding mode variable structure, expert experience, intelligent algorithm, etc. ηp、ηI、ηD∈ (0,1), both learning factors, determine convergence rate, initial learning rate of 0.5 or 0.15,selecting a proper value through historical data training, wherein the size of the proper value is increased or decreased according to 0.01 gradient in practical application;
s56, p up(k)+uI(k)+uD(k) After amplitude limiting (the amplitude limiting is to prevent the rudder blade from deflecting beyond a feasible range to cause the steering engine to be out of control) is carried out, the amplitude limiting is used as a steering angle OP (k) to be input into a ship steering engine 8, the steering engine arranged at the stern part of the ship has the function of automatically controlling the position of the rudder blade, and the rudder blade deflects according to the steering angle OP (k); if the steering angle OP (k) does not exceed the full steering limit and the steering angle OP (k) is greater than or equal to Delta2Go to S51; otherwise, keeping the current course; wherein Δ2Is a dead zone of the rudder angle.
The steering angle OP (k) of the invention does not exceed the full steering limit, namely OP (k) is not less than thetaminAnd OP (k) is not more than thetamax，θminLeft full rudder at 30-35 deg., thetamaxThe angle is 30-35 degrees.
As shown in FIG. 6, the invention ensures that the included angle gamma between the course direction and the ship centroid motion direction is minimum and the directions are consistent and convergent, and reduces the action frequency of the steering engine and the amplitude of deviation from the course.
The ship sails to O1Resultant force vector O at position1c1Propeller thrust O1b1+ interference force O1a1Resultant force vector O1c1The rudder blade is positioned at the middle position consistent with the flight path, so that the thrust of the propeller is kept unchanged1b1. However, the interference force at sea has uncertain change, and the magnitude and the direction of the interference force are changed into O1a2When the resultant force vector becomes O1d2The ship movement and inertia influence deviate from the preset route at O2At the location.
The ship sails to O2When the ship is in the position, under the condition that the ship main engine 7 and the steering engine are adjusted together, the thrust of the propeller is adjusted by O1b1Is changed into O2b2After the adjustment is finished, the rudder blade does not have the rudder effect any more when returning to the middle position, and the main engine is kept on a new accelerator, so that the resultant force vector O2c2Propeller thrust O2b2+ interference force O2a2Resultant force vector O2c2He-boatThe lines intersect at a small angle and the adjustment process is gradual, which ensures stability.
Resultant force vector O2c2Sailing to O under the action of ship3At the position, the interference force is changed into O3a3But the propeller thrust is adjusted to O3b3New resultant force vector O3c3Propeller thrust O3b3+ interference force O3a3Resultant force vector O3c3And back to line with the flight path.
Resultant force vector O3c3Sailing to O under the action of ship4At the position, the disturbance force becomes O4a4The direction of the propeller changes almost 180 degrees, which is an extreme case, the thrust direction of the propeller also needs to change greatly, and the flight path is clamped in a disturbance force O4a4And a propulsive force O4b4Only then can the resultant force vector O be ensured4c4Approaching the course, the resultant force vector O4c4Propeller thrust O4b4+ interference force O4a4Resultant force vector O4c4Intersecting or tangent to the course, further approaching the course.
Resultant force vector O4c4Sailing to O under the action of ship5Resultant force vector O at position5d5Propeller thrust O5b5+ interference force O5a5The rudder blade deflects to generate an additional ship-turning moment, and on one hand, the interference force O is overcome5a5Influence, on the other hand, of the heading of the ship approaching the course, the resultant force vector O5d5Not equal to propeller thrust O5b5+ interference force O5a5。O5b5Although approximately parallel to the course and having the same direction, the difference between the invention and the existing ship course keeping method is that the ship heading and the course have at least one intersection point and the included angle between the ship heading and the course is pursued to be minimum and exceeds the minimumThe two intersection points are considered to be approximately coincident.
The ship has large inertia, the motion change of the ship cannot be too fast, and the ship yaws to O under the action of inertia, propeller thrust and rudder effect6At position, resultant force vector O6d6Not equal to propeller thrust O6b6+ interference force O6a6And the ship bow direction approaches to the air route under the continuous action of the rudder effect.
The ship moves to the position O under the action of propeller thrust and rudder effect7When the air course enters between the thrust and the interference of the propeller, the position is automatically converted into a ship course control mode, the rudder blade returns to the middle position to cancel the action of the rudder effect, and the resultant force vector O7c7Propeller thrust O7b7+ interference force O7a7Resultant force vector O7c7Approximately coinciding with the course, this achieves optimal control and navigation results.
According to the invention, the steering engine deflection angle can be automatically and rapidly adjusted to a set deflection value through the error square and the performance value function, and by combining the combined force of the wind wave flow interference force and the propeller thrust as the ship navigation direction, the automatic ship navigation control is realized, and the problems of high ship energy efficiency and frequent course adjustment are effectively solved.
In the prior art, ship navigation control is mainly developed around a course control algorithm, the emphasis is on algorithm optimization, no research is carried out on application of disturbance power in marine environment, and no precedent for assisting ship navigation by disturbance is provided.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (8)

1. The utility model provides an online self-adaptation governing system of boats and ships navigation control, its signal connection boats and ships host computer and boats and ships steering wheel, the screw is connected to the boats and ships host computer, through changing boats and ships host computer output value adjustment boats and ships host computer fuel injection quantity, realizes changing screw thrust size, its characterized in that, the system contains:
the route planning module is used for setting an ideal route comprising a plurality of reference points according to the position information of the starting port and the target port; the route planning module also sets a corresponding ship course given value for the reference point;
the ship position information acquisition module is used for acquiring ship position information in real time and determining the actual navigation movement direction according to the ship position information;
the wind wave flow interference force information acquisition module is used for acquiring the magnitude and the direction of the wind wave flow interference force;
the rudder angle detection module is in signal connection with a ship steering engine and is used for detecting the actual deflection value of a rudder blade;
the ship heading detection module is used for detecting the movement direction of a ship bow;
the ship navigation self-adaptive control module is in signal connection with the ship position information acquisition module, the route planning module, the storm flow interference force information acquisition module, the rudder angle detection module, the ship bow direction detection module, the ship host and the ship steering engine, and is used for setting an output value of the ship host and a deflection value of a rudder blade according to the magnitude and the direction of the storm flow interference force, an ideal route and ship position information when the storm flow interference force is dominant, so that the intersection of the vector direction of resultant force of propeller thrust and the storm flow interference force and the ideal route is realized, and the included angle between the vector direction of the resultant force and the ideal route is smaller than a set threshold value; the ship navigation self-adaptive control module also obtains a navigation deviation value according to the ship course given value and the actual navigation moving direction, and self-adaptively controls a ship steering engine according to the course deviation value to maintain the deviation of the ship from an ideal route within an allowable range.
2. The online adaptive control system for ship navigation control according to claim 1, further comprising a ship heading navigation control module, wherein the ship heading navigation control module is in signal connection with the storm current interference force information acquisition module, the ship steering engine, the ship host, the course planning module, the ship position information acquisition module and the ship heading detection module, and is used for controlling the ship to navigate along an ideal course with the ship heading as a heading.
3. An online adaptive adjustment method for ship navigation control, which is realized by the online adaptive adjustment system for ship navigation control according to any one of claims 1 to 2, and is characterized by comprising the following steps:
s1, setting an ideal route by taking the starting port as a route starting point and the destination port as a route terminal point; setting a plurality of reference points on the ideal route;
s2, if there is no dominant direction of the interference force of the wind wave flow, controlling the ship to sail along the ideal route through a ship heading sailing control module; otherwise, go to S3;
s3, measuring the magnitude and the vector direction of the wind wave flow disturbance force in real time; the output value of a ship host and the included angle between the ship heading and an ideal air route are set through a ship navigation self-adaptive control module, so that the vector direction of the resultant force of the propeller thrust and the wind wave flow interference force is the direction in which the current ship centroid points to the nearest reference point;
s4, adjusting an included angle between the heading of the ship and an ideal route and/or an output value of a main engine of the ship through the ship navigation self-adaptive control module to realize the intersection of the vector direction of the resultant force and the ideal route, wherein the included angle gamma between the vector direction of the resultant force and the ideal route is smaller than a set threshold value, and the ship takes the vector direction of the resultant force as the heading;
s5, the ship navigation self-adaptive control module self-adaptively controls a ship steering engine according to the acquired course deviation value and maintains the ship deviation course within an allowable range; steps S2 to S5 are repeated.
4. The online adaptive control method for ship voyage control according to claim 3, wherein step S2 further comprises: acquiring ship position information in real time, and detecting whether a ship deviating from a route is within an allowable range; and if the allowable range is exceeded, operating the ship to return to the ideal route through the ship heading navigation control module.
5. The online adaptive control method for ship navigation control according to claim 3, wherein step S2 further comprises controlling the ship to navigate along the desired route through the heading navigation control module when the ship enters or exits a port, passes through a narrow channel, avoids collision, is in a complex sea area, and is in a bad sea condition.
6. The online adaptive control method for ship voyage control according to claim 3, wherein in steps S3 and S4, the output value of the ship main engine is set to 75% to 85% of the full load of the ship main engine.
7. The online adaptive ship navigation control adjusting method according to claim 3, wherein step S5 specifically comprises:
s51, calculating heading deviation e (k) yd(k) -y (k); k is a sampling sequence number; y isd(k) Generating a ship course given value for a route planning module according to a reference point on an ideal route, and y (k) being an output value of the actual navigation direction of the ship acquired by a ship position information acquisition module; when heading deviation | e (k) | ≧ Δ |1L, go to S52; otherwise, keeping the current course unchanged; wherein Δ1The ship course dead zone/insensitive zone;
s52, calculating a proportional output up(k)＝Kp(k) e (k); wherein Kp(k) Is a proportionality coefficient;
s53, calculating integral output
Figure FDA0002416295410000021
TI(k) Is an integration time constant;
Figure FDA0002416295410000022
is a trapezoidal integral term; f [ e (k)]In order to integrate the speed change,
Figure FDA0002416295410000031
|Δ1|≤B≤1.5|e(k)|,A≥2|e(k)|；
s54, calculating differential output uD(k) Wherein
Figure FDA0002416295410000032
Where ξ is the low pass filter coefficient, TD(k) Is differential time, Ts(k) Is the sampling time;
s55, constructing an error square sum performance value function J and optimizing Kp(k)、TI(k)、TD(k) The method comprises the following steps Wherein,
Figure FDA0002416295410000033
Figure FDA0002416295410000034
Figure FDA0002416295410000035
Figure FDA0002416295410000036
mu (-) and psi (-) as optimization functions ηp、ηI、ηD∈ (0,1), both learning factors;
s56, p up(k)+uI(k)+uD(k) After amplitude limiting, the amplitude is used as a steering angle OP (k) to be input into a steering engine of a ship, and a rudder blade deflects according to the steering angle OP (k); if steering angle OP (k) does not exceed the full steering limit and steering angle | OP (k) | ≧ Δ |2L, go to S51; otherwise, keeping the current course; wherein Δ2Is a dead zone of the rudder angle.
8. The online adaptive control method for ship navigation control according to claim 3, wherein the allowable range specifically refers to a course width, and a sea area where a distance between an actual course and an ideal course is smaller than a ship length.
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