CN112947445B - Distributed self-adaptive ship track maintenance system adopting redundant communication - Google Patents
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Abstract
The invention discloses a distributed self-adaptive ship track keeping system adopting redundant communication, which comprises a display setting unit, a control center unit and a steering engine instruction interaction unit. The redundant communication under the condition of double CAN buses is realized through the control center unit, compared with the single CAN bus communication, the communication error CAN be effectively identified and processed, the method has the advantages of no need of manual intervention and self-retransmission, and the all-weather safe and stable communication of the track rudder system is ensured.
Description
Technical Field
The invention relates to the technical field of ship control engineering and ship automatic navigation equipment, in particular to a distributed self-adaptive ship track keeping system adopting redundant communication.
Background
In a specific sailing process of the ship, the main engine drives the propeller to propel, and the steering system is used for maintaining and changing the heading. Along with the development of science and technology, the automation degree of the ship is higher, the steering mode is developed from manual steering to course maintenance track steering without human intervention, and then the current manual setting of the waypoints is achieved, so that the ship automatically runs along the waypoints to maintain the track steering.
In specific engineering practice, the computer/single chip microcomputer is used for receiving the heading, the navigational speed and the position information, carrying out operation by combining with the target heading/position instruction, outputting instruction signals such as the rotating speed of the host, the rudder order and the like to control actuators such as the steering engine, the host and the like, so that the ship automatically and stably navigates on the planned heading/navigational route. Therefore, the performance of the track rudder is important for the safety, economy and maneuverability of ship navigation.
At present, the ship track rudder mainly comprises a course maintaining track rudder and a course maintaining track rudder, wherein the course maintaining track rudder mainly comprises a main machine, is matched with an operation panel to adjust using parameters, is displayed by a pointer instrument, and can only realize a course maintaining function. The track keeping track rudder mainly comprises a control panel of a graphic display screen externally connected with a host, has a screen display function compared with the track keeping track rudder, has a wide parameter adjusting range, and can realize the track keeping function according to a set track. However, because the offshore environment is complex and changeable, the ship is interfered by external environment (wind, wave, current and the like), and meanwhile, the ship has the characteristics of large inertia and strong time lag, so that the actual control of the ship has strong nonlinearity and uncertainty, and the target effect is difficult to achieve.
From the algorithm point of view, the current main stream rudder mainly adopts a traditional PID control algorithm, and the control effect is adjusted by adjusting three control parameters of proportion, integral and differential through a panel. The track rudder system in the prior art mainly has the defects that: firstly, the mechanical track rudder system has the advantages that specific parameters need to be manually adjusted, the environment is not adaptive, and the quality requirement on a driver is high; and secondly, the system is a single system, can not interact information with the comprehensive driving platform, and does not meet the intelligent navigation requirement.
Disclosure of Invention
The invention provides a distributed self-adaptive ship track keeping system adopting redundant communication so as to overcome the technical problems.
The invention discloses a distributed self-adaptive ship track keeping system adopting redundant communication, which comprises the following components:
the device comprises a display setting unit, a control center unit and a steering engine instruction interaction unit;
the display setting unit, the control center unit and the steering engine instruction interaction unit interact information through a CAN1 bus and a CAN2 bus;
the display setting unit includes: a primary display setting module and a secondary display setting module;
the main display setting module is used for setting a track/course maintaining mode, a track parameter, a steering mode and a control parameter of a main driving platform, sending the control center unit to process, and displaying rudder angle and steering engine state information sent by the control center unit;
the auxiliary display setting module is used for setting the operation parameters of the auxiliary cab, sending the operation data to the control center unit for processing, and displaying the operation data obtained after the control center unit processes and the navigation parameters obtained from the integrated navigation system;
the control center unit is used for transmitting the steering instruction interaction unit through calculation according to the track/course maintaining mode, the track parameter, the steering mode and the steering parameters of the main driving platform and the auxiliary driving platform, combining with the current navigation data of the ship acquired from the integrated navigation system, and transmitting the steering angle and steering state information returned by the steering instruction interaction unit to the main display setting module for display; the communication channel selection is used for controlling the CAN1 bus and the CAN2 bus;
the steering engine instruction interaction unit is used for sending an instruction steering angle to the steering engine system according to the steering instruction, receiving steering angle and steering engine state information of the steering engine system and sending the control center unit.
Further, the track parameters include: track direction, planning track and route point; the steering mode includes: standby, non-follow, follow-up, automatic mode; operating parameters of the primary and secondary consoles include: rudder angle, heading and speed; the navigation parameters include: weather information, water depth information, current navigation parameters of the ship and navigation parameters; the weather information includes: true wind speed and direction, relative wind speed and direction, ocean current magnitude direction; the water depth information includes: actual water depth and warning water depth; the current navigation parameters of the ship comprise: current steering angle, roll angle, pitch angle, fin angle, actual heading, commanded heading, yaw distance, slew rate, host rotational speed, and steering mode of the vessel; the navigation parameters include: compass heading, position coordinates, ground heading, ground speed and log speed; the steering engine state information comprises: steering engine current rudder angle, oil temperature and hydraulic information.
Further, the method further comprises the following steps: a monitoring alarm unit; the monitoring alarm unit is used for monitoring the running states of the display setting unit, the control center unit and the steering engine instruction interaction unit, and sending running state information, alarm information and fault information to the display setting unit for display according to the running states.
Further, the display setting unit, the control center unit, the monitoring alarm unit and the steering engine instruction interaction unit are connected and communicated with each other through a CAN1 bus and a CAN2 bus; the CAN1 bus is used for communication by default, the control center unit sends response signals to the CAN1 bus every 1S, if the CAN1 bus receives the response signals, the CAN1 is indicated to be normal in communication, and the CAN1 bus is continuously selected as a communication channel; if no response signal is received, the delay 0.5S system inquires the CAN1 state, if the CAN1 bus does not respond, fault marking is carried out, an alarm instruction is sent to the monitoring alarm unit, and the CAN2 bus is started to serve as a communication channel; when the CAN2 bus is used as a communication channel, the control center unit sends a response signal to the CAN1 bus at regular time, if the CAN1 bus responds, the fault mark of the CAN1 bus is canceled, and the monitoring alarm unit is controlled to stop alarming.
Further, the control center unit is further used for controlling permission conversion between the main display setting module and the auxiliary display setting module; when the main display setting module is selected to be effective, the auxiliary console is in a standby state, and the state of the auxiliary display setting module is displayed as a passive state; when the auxiliary display setting module is selected to be effective, the main driving platform is in a standby state, and the main display setting module is displayed in a passive state.
Further, the main display setting module is further used for performing system setting, installation setting, network setting, working scenario setting and alarm setting.
The invention comprises three parts, namely a display setting unit, a control center unit and a steering engine instruction interaction unit, and takes the ship operation requirement of navigation personnel in the navigation engineering practice into consideration to carry out functional design, and a distributed structure is designed according to the functional design, so that the reliability of a track rudder system is improved. The redundant communication under the condition of double CAN buses is realized through the control center unit, compared with the single CAN bus communication, the communication error CAN be effectively identified and processed, the method has the advantages of no need of manual intervention and self-retransmission, and the all-weather safe and stable communication of the track rudder system is ensured.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to the drawings without inventive effort to a person skilled in the art.
FIG. 1 is a diagram of a network topology of the present invention;
FIG. 2 is a schematic diagram of information interaction for implementing track maintenance in the present invention;
FIG. 3 is a flow chart of a dual CAN bus redundancy communication in accordance with the invention;
FIG. 4 is a schematic diagram of a physical simulation structure of the present invention;
FIG. 5 is a track maintenance diagram of a track maintenance mode in a simulation test of the present invention;
FIG. 6 is a track maintenance diagram of a course maintenance mode in a simulation test of the present invention;
FIG. 7 is a graph comparing test results of a heading retention mode in a simulation test of the present invention;
FIG. 8 is a graph comparing test results of a track hold mode in a simulation test of the present invention;
fig. 9 is a basic schematic of vessel voyage/track maintenance.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The track rudder system is used as core equipment for ship navigation, and is mainly used for maintaining the course/track of the ship in the ocean and open water to assist a pilot in ship operation, and the automation degree of the system determines the automation degree of ship automatic steering. The traditional track rudder system collects real-time information of ship navigation such as heading, steering rate, speed and position from various sensors such as an electronic compass, a velocimeter and a GNSS, calculates a control rudder angle through a track rudder controller, and transmits the rudder command to a steering engine for control, wherein the data transmission is realized through a track rudder control network.
The integrated navigation platform of the ship at present integrates navigation equipment such as GNSS, electric compass, odometer, AIS, radar and the like to form an integrated navigation system of the ship, as shown in figure 2, the track rudder system acquires the real-time position, heading, speed and other ship navigation state information of the ship from the integrated navigation platform, simultaneously sends track rudder state information such as rudder angle and the like to the integrated navigation platform, and sends and receives instruction rudder angle, actual rudder angle and steering engine state with the steering engine system to realize the heading/track maintenance function.
The basic principle of ship navigation/track maintenance is shown in fig. 9, and a ship pilot sets the expected position and heading eta of the ship d It includes the desired location (x, y) and the desired heading ψ. The ship course/track maintaining controller changes the control force and moment tau by controlling the rotating speed of the diesel engine, the side thrusters, the steering engine and other ship power devices, so that the ship is maintained at the expected position/the expected course. Environmental disturbance τ w The ship is subjected to external environmental disturbance caused by wind, current, wave and the like when running in the ocean, the ship can change the position and the course of the ship, and the changed actual position and the course information eta d Will be fed back to the controller and compared to the desired signal, thereby causing the controller to change the operating state of the power plant so that the vessel can be kept in the desired state.
As shown in fig. 1, the present embodiment provides a distributed adaptive ship track maintenance system employing redundant communication, including: the device comprises a display setting unit, a control center unit and a steering engine instruction interaction unit; the display setting unit, the control center unit and the steering engine instruction interaction unit interact information through a CAN1 bus and a CAN2 bus; the display setting unit comprises a main display setting module and a secondary display setting module;
the main display setting module is core display and operation equipment of the track rudder system and is used for setting and displaying ship operation data under various working conditions, and the set contents mainly comprise: setting a track keeping mode or a course keeping mode; setting a track direction, planning a track and a track point, wherein the track direction refers to the direction of the planned track generated according to the artificially set track point; setting standby, non-follow-up, follow-up and automatic modes; and setting rudder angle, course and speed data required by the main steering platform and the auxiliary steering platform when the ship is operated. The displayed content mainly comprises: the steering engine instruction interaction unit returns rudder angle, course and speed data of the ship at the time of navigation of the control center unit, and system setting, installation setting, network setting, working scene setting, planning a track and modifying a waypoint picture.
The auxiliary display setting module is positioned at two sides of the bridge and is mainly used for displaying navigation information and carrying out follow-up operation in the berthing leaning process, and the functions comprise weather (true wind speed and direction, relative wind speed and direction, ocean current size and direction), water depth (actual water depth and warning water depth), ship and sea condition parameters (rudder angle, roll angle, pitch angle, fin angle, actual course, instruction course, yaw distance, rotation speed, host rotating speed, current steering mode and the like), navigation parameters (compass course, position, ground course, speed and log speed), alarm information, setting interfaces (system setting, network setting, alarm setting picture, data source selection and the like) display, and the follow-up steering in the auxiliary display setting module operation mode.
The control center unit is core calculation and communication equipment of the track rudder system, and the functions comprise control algorithm realization, communication of peripheral equipment and steering permission conversion. Implementation of a control algorithm: and calculating information such as a track/course maintaining mode, track parameters, a steering mode, operating parameters of a main cab and a co-cab, and the like, and acquiring information such as the course speed of the ship by combining the comprehensive navigation platform, so as to realize control algorithms such as track rudder course, track and the like. Communication with peripheral devices: exchanging real-time parameters and real-time data with a main display setting module, carrying out logic judgment and state output between various working conditions, carrying out information interaction with a comprehensive navigation platform, receiving weather, water depth, navigational speed, course, route, position and other information of navigation weather equipment through an RS-422 interface, sending track rudder state information to the comprehensive navigation platform through the RS-422 interface, carrying out information interaction of various equipment in a track rudder system, carrying out real-time transmission of rudder command, rudder angle, setting parameters and the like between a dual-redundancy CAN interface and a steering engine command interaction unit, and carrying out real-time data communication of rudder command, rudder angle and the like between the CAN bus and an auxiliary display setting module. Performing steering authority state conversion between the main display setting module and the auxiliary display setting module: when the main display setting module is selected to be effective, the auxiliary console is in a standby state, and the state of the auxiliary display setting module is displayed as a passive state; when the auxiliary display setting module is selected to be effective, the main driving platform is in a standby state, and the main display setting module is displayed in a passive state.
The steering authority state conversion is specifically to identify the characteristic character of the operation position, wherein the device uses 0 to represent the position of the main display setting module and 1 to represent the position of the auxiliary display setting module. The default feature of the system is 0, namely the position of the main display setting module, and the display interface of the auxiliary display setting module is gray at the moment, so that only information such as navigation, weather and the like is displayed, and rudder command receiving and transmitting cannot be performed. The control center unit receives the rudder command of the main display setting module and forwards the rudder command to the steering engine command interaction unit; when the ship is berthed or the ship is steered by other auxiliary display setting modules, the steering position is selected as the auxiliary display setting module in the menu bar set by the main display setting module, at the moment, the characteristic sign is changed to 1, the main display setting module cannot steer, the interface of the auxiliary display setting module is normally color-displayed, steering can be performed, and at the moment, the computing host receives the steering command of the auxiliary display setting module and forwards the steering command to the steering engine command interaction unit.
The steering engine instruction interaction unit is mainly used for carrying out information interaction with the steering engine system, sending an instruction rudder angle to the steering engine system, and receiving the co-operation state of the actual rudder angle of the steering engine and the steering engine system.
As shown in fig. 1, the track rudder system in this embodiment further includes a monitoring alarm unit. The monitoring alarm unit is used for monitoring the running states of the display setting unit, the control center unit and the steering engine instruction interaction unit, and sending running state information, alarm information and fault information to the display setting unit for display according to the running states, so that the working state of the track rudder system can be mastered in time, and faults can be eliminated in time. The monitoring alarm unit can store fault alarm information for at least 3 months, so that the system can be optimized and improved by counting the fault rate.
As shown in fig. 3, the track rudder system in the embodiment adopts a dual-redundancy bus type network communication mode, and a display setting unit, a control center unit, a monitoring alarm unit and a steering engine instruction interaction unit are connected and communicated with a CAN2 bus through a CAN1 bus; the CAN1 bus is used for communication by default, the control center unit sends response signals to the CAN1 bus every 1S, if the CAN1 bus receives the response signals, the CAN1 is indicated to be normal in communication, and the CAN1 bus is continuously selected as a communication channel; if the response signal is not received, the delay 0.5S system inquires the CAN1 state, if the CAN1 bus does not respond, fault marking is carried out, an alarm instruction is sent to the monitoring alarm unit, and the CAN2 bus is started to serve as a communication channel; when the CAN2 bus is used as a communication channel, the control center unit sends a response signal to the CAN1 bus at regular time, if the CAN1 bus responds, the fault mark of the CAN1 bus is canceled, and the monitoring alarm unit is controlled to stop alarming. Therefore, the track rudder system realizes redundant communication under the condition of double CAN buses, CAN effectively identify and process communication errors compared with single CAN bus communication, has the advantage of no need of manual intervention and self-retransmission when transmitting errors and faults, and ensures all-weather safe and stable communication of the track rudder system.
The simulation test is specifically as follows:
in order to verify the practical effect of the ship track maintenance autopilot based on robust self-adaption, a semi-physical simulation experiment and a ship model experiment in a real marine environment are respectively carried out. The semi-physical simulation experiment can connect all modules of the track rudder system into a simulation environment, and has the advantages of convenience in data acquisition, safety and economy. The ship model experiment in the real marine environment is to connect the track rudder system with the ship model in a wireless mode, and mainly test the effectiveness of a control algorithm and each part of modules in the track rudder system.
In the semi-physical simulation of the network track rudder, the controlled object is a ship model, and is realized by another computer simulation, and a mathematical model of the spread spectrum wheel is selected as the controlled object, and main parameters of the controlled object are shown in table 1. The semi-physical simulation experiment system structure is shown in fig. 4, and the track rudder system and the ship model transmit information data through a CAN bus. The ship model transmits real-time navigation data such as navigation speed, course, rotation speed, ship position and the like to the calculation host module, receives working conditions of each module of the track rudder system fed back by the calculation host, simultaneously simulates a steering engine, receives a rudder command from the command control box, and simultaneously transmits an actual rudder angle of the steering engine to the command control box. The information transmission period between the ship model and the instruction control box and the calculation host are 1 second.
In the course of semi-physical simulation experiment of the track rudder system, the track maintenance mode (NAV) and the course maintenance (non-drift) mode (N) D ) The test was performed, and the test results of the track simulation are shown in fig. 5 and 6, respectively. The upper left corner of the picture is taken as a main operation panel to display screenshot, N and N D The ship model simulation platform is arranged right below the ship model simulation platform, a small ship icon is represented as a ship model, a pink solid line is a target track connected according to the coordinates of a route point in a track rudder system, a black dotted line is an actual navigation track of the ship, and the right side is a ship real-time attitude information, marine environment interference setting and sea chart display setting column respectively. From the results of fig. 5 and 6, it can be known that the ship navigation track gradually approaches the target track under the control of the track rudder system, so as to realize the track/course control of ship navigation and verify the performance of the track rudder system.
Subsequently, in a ship model experiment in a real marine environment, an INAC-II unmanned ship is adopted as a ship model, the length of the unmanned ship is 2.0 meters, the width of the unmanned ship is 0.7 meters, the draft is 0.2 meters, the maximum navigational speed is 4m/s, and the unmanned ship model is communicated with a radio station and an onshore track rudder system through a wireless bridge, and the communication speed is 1HZ. The test site is a university of Dalian maritime university Ling Hai school district teaching experiment dock, and the environmental condition is as follows: weather is fine, the sea condition is of level 3, the maximum wind speed is 4m/s, the wind direction is south, the maximum wave height is 0.7m, and the average navigational speed is 2m/s. The track maintenance mode (NAV) and heading maintenance (non-drift) mode (ND) of the track rudder system are mainly tested.
As shown in fig. 7, the heading retention (non-drift) mode (ND) test result shows that the upper left corner is the viewing angle of the unmanned aerial vehicle, the red solid line is the expected track, the unmanned aerial vehicle always tracks the expected track in the whole experimental process, and the path tracking error is less than 0.1m.
The test results of the font style track are returned in the track hold mode as shown in fig. 8. The upper left corner is the unmanned aerial vehicle viewing angle, and the red solid line is the desired track of the zigzag. The overshoot is not existed in the actual ship experiment process, the unmanned ship always tracks the expected flight path in the whole experiment process, the path tracking error is less than 0.2m, and the effectiveness of the flight path rudder system control algorithm and each part of modules is verified.
The whole beneficial effects are that:
the invention can realize the track/course maintenance control of the ship in various working modes, and the monitoring and alarming of the navigation state and steering engine state, improves the safety and reliability during navigation, and accords with the development target of intelligent navigation of the ship.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (5)
1. A distributed adaptive ship track maintenance system employing redundant communications, comprising:
the device comprises a display setting unit, a control center unit and a steering engine instruction interaction unit;
the display setting unit, the control center unit and the steering engine instruction interaction unit interact information through a CAN1 bus and a CAN2 bus;
the display setting unit includes: a primary display setting module and a secondary display setting module;
the main display setting module is used for setting a track/course maintaining mode, a track parameter, a steering mode and a control parameter of a main driving platform, sending the control center unit to process, and displaying rudder angle and steering engine state information sent by the control center unit;
the auxiliary display setting module is used for setting the operation parameters of the auxiliary cab, sending the operation data to the control center unit for processing, and displaying the operation data obtained after the control center unit processes and the navigation parameters obtained from the integrated navigation system;
the control center unit is used for transmitting the steering instruction interaction unit through calculation according to the track/course maintaining mode, the track parameter, the steering mode and the steering parameters of the main driving platform and the auxiliary driving platform, combining with the current navigation data of the ship acquired from the integrated navigation system, and transmitting the steering angle and steering state information returned by the steering instruction interaction unit to the main display setting module for display; the communication channel selection is used for controlling the CAN1 bus and the CAN2 bus;
the steering engine instruction interaction unit is used for sending an instruction steering angle to a steering engine system according to the steering instruction, receiving steering angle and steering engine state information of the steering engine system and sending the control center unit;
the track parameters include: track direction, planning track and route point;
the steering mode includes: standby, non-follow, follow-up, automatic mode;
operating parameters of the primary and secondary consoles include: rudder angle, heading and speed;
the navigation parameters include: weather information, water depth information, current navigation parameters of the ship and navigation parameters;
the weather information includes: true wind speed and direction, relative wind speed and direction, ocean current magnitude direction;
the water depth information includes: actual water depth and warning water depth;
the current navigation parameters of the ship comprise: current steering angle, roll angle, pitch angle, fin angle, actual heading, commanded heading, yaw distance, slew rate, host rotational speed, and steering mode of the vessel;
the navigation parameters include: compass heading, position coordinates, ground heading, ground speed and log speed;
the steering engine state information comprises: steering engine current rudder angle, oil temperature and hydraulic information.
2. A distributed adaptive ship track maintenance system employing redundant communications according to claim 1, further comprising: a monitoring alarm unit;
the monitoring alarm unit is used for monitoring the running states of the display setting unit, the control center unit and the steering engine instruction interaction unit, and sending running state information, alarm information and fault information to the display setting unit for display according to the running states.
3. The distributed self-adaptive ship track maintenance system adopting redundant communication according to claim 2, wherein the display setting unit, the control center unit, the monitoring alarm unit and the steering engine instruction interaction unit are connected and communicated with each other through a CAN1 bus and a CAN2 bus;
the CAN1 bus is used for communication by default, the control center unit sends response signals to the CAN1 bus every 1S, if the CAN1 bus receives the response signals, the CAN1 is indicated to be normal in communication, and the CAN1 bus is continuously selected as a communication channel; if no response signal is received, the delay 0.5S system inquires the CAN1 state, if the CAN1 bus does not respond, fault marking is carried out, an alarm instruction is sent to the monitoring alarm unit, and the CAN2 bus is started to serve as a communication channel;
when the CAN2 bus is used as a communication channel, the control center unit sends a response signal to the CAN1 bus at regular time, if the CAN1 bus responds, the fault mark of the CAN1 bus is canceled, and the monitoring alarm unit is controlled to stop alarming.
4. A distributed adaptive ship track maintenance system employing redundant communications according to claim 3, wherein said control center unit is further configured to control the transfer of rights between said primary display setup module and said secondary display setup module;
when the main display setting module is selected to be effective, the auxiliary console is in a standby state, and the state of the auxiliary display setting module is displayed as a passive state; when the auxiliary display setting module is selected to be effective, the main driving platform is in a standby state, and the main display setting module is displayed in a passive state.
5. A distributed adaptive ship track maintenance system employing redundant communications according to claim 4 wherein said main display setup module is further configured to perform system setup, installation setup, network setup, operational scenario setup, and alarm setup.
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