CN114706320A - DP ship thrust optimal distribution simulation method under multi-constraint condition - Google Patents

DP ship thrust optimal distribution simulation method under multi-constraint condition Download PDF

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CN114706320A
CN114706320A CN202210272337.2A CN202210272337A CN114706320A CN 114706320 A CN114706320 A CN 114706320A CN 202210272337 A CN202210272337 A CN 202210272337A CN 114706320 A CN114706320 A CN 114706320A
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ship
thrust
propeller
rotation
matrix
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刘培林
田立锋
王屹
赵福臣
李新飞
李斌
喻龙
张广磊
昝英飞
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Harbin Engineering University
Offshore Oil Engineering Co Ltd
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Offshore Oil Engineering Co Ltd
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    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
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Abstract

The invention discloses a DP ship thrust optimal distribution simulation method under multiple constraint conditions, which establishes a ship motion mathematical model, an interference model between propellers and a propulsion system mathematical model, can keep the target motion or attitude of a ship, comprehensively considers optimization conditions such as total power of the propellers, abrasion of the propellers, a rotation feasible region of the propellers and the like, realizes thrust optimal distribution under the condition of propulsion constraint, ensures that a system can accurately output thrust under the condition of considering the magnitude of the output thrust of the propellers and the rotation feasible region under different marine environments, completes operation tasks under different conditions and lays a foundation for the design of a follow-up dynamic positioning system simulator.

Description

DP ship thrust optimal distribution simulation method under multi-constraint condition
Technical Field
The invention relates to the technical field of oceans, in particular to a DP ship thrust optimal distribution simulation method under a multi-constraint condition.
Background
The dynamic positioning technology can keep the position and heading on a fixed point or a set track through a propeller, can ensure the control precision, is flexible and effective, and can show the powerful advantages especially in a deep sea area with limited anchoring. For dynamically positioned vessels, the thrust distribution module is an indispensable and very critical module. The essence of the thrust allocation problem is to solve an optimization problem, and how to select an optimal result from a plurality of thrust combination modes.
Usually, some technical indexes are selected to form an objective function of an optimization problem, constraint conditions are determined according to the output characteristics of an actual physical system, and then the problem is solved through a corresponding optimization algorithm to obtain an optimal solution. The design of the thrust distribution method usually needs to take the characteristics of a propeller equipped in a target ship propulsion system as a starting point, and respectively designs adaptive thrust distribution algorithms when the marine environment, the operating condition and the propeller constraint of a ship are changed.
In the process of DP ship thrust optimization allocation simulation calculation, the following problems are solved; (1) the conventional thrust force distribution generally adopts a direct distribution method for solving a multivariate equation to obtain the magnitude and direction of the thrust force and a pseudo-inverse method for solving an inverse matrix to obtain the magnitude and direction of the thrust force. Although thrust can be solved, various constraints cannot be considered or cannot be considered simultaneously; (2) due to the problem of paddle-paddle interference between two adjacent propellers, the wake flow of a propeller can influence the thrust generated by the adjacent propeller, and therefore the effect of dynamic positioning can be influenced.
Disclosure of Invention
The invention aims to solve the technical problem of how to provide a DP ship thrust optimal distribution simulation method under a multi-constraint condition, realize thrust optimal distribution under the condition of propulsion constraint, ensure that a system can accurately output thrust under the condition of considering the output thrust of a propeller and a rotation feasible region under different marine environments, complete operation tasks under different conditions and lay a foundation for the design of a follow-up dynamic positioning system simulator.
In order to solve the technical problem, the invention provides a DP ship thrust optimal distribution simulation method under a multi-constraint condition, which is completed by the following steps:
(1) establishing a motion coordinate system of the dynamic positioning ship, wherein the motion coordinate system comprises a northeast coordinate system and a ship-associated coordinate system;
(2) establishing a conversion relation of the motion state of the ship in two coordinate systems;
(3) establishing a rigid body dynamic model of the ship;
(4) establishing a ship hydrodynamics model;
(5) establishing a mathematical model for a propulsion system of the dynamic positioning ship according to the arrangement of the thrusters of the dynamic positioning ship;
(6) confirming the installation position of each thruster;
(7) modeling the resultant thrust of the vessel;
(8) establishing an interference model of the propeller, and determining a thrust interval and a rotation forbidden domain;
(9) establishing a mathematical model of thrust optimization distribution;
(10) and solving by using a function set method to obtain a thrust distribution result, and completing one-time control simulation of ship motion.
Further, in step 2, the method for converting the two coordinates in the ship motion state comprises:
Figure BDA0003554098110000021
Figure BDA0003554098110000022
in the formula:
Figure BDA0003554098110000023
the speed vector of the ship in a northeast coordinate system;
j (ψ) is a rotation matrix between two coordinate systems.
Figure BDA0003554098110000024
υ＝[u,v,r]TThe speed vector of the ship under the coordinate system of the satellite is obtained;
η＝[n,e,ψ]Tis the position and attitude vector of the ship in the northeast coordinate system.
Further, in the step (3), the barycentric coordinates of the ship are set to (x) when rigid body kinematics of the ship is establishedg0), according to the Newton-Euler equation, a rigid body dynamic equation of the ship under an associated coordinate system can be obtained:
Figure BDA0003554098110000031
in the formula: mRBRepresenting the hull inertia matrix:
Figure BDA0003554098110000032
CRBcoriolis-centripetal force matrix representing the hull:
Figure BDA0003554098110000033
m represents the mass of the rigid body of the ship;
Izrepresenting the hull winding obzbThe rotational inertia of the shaft;
υ＝[u,v,r]Trepresenting a velocity vector at a vessel control point;
τRB＝[X,Y,N]Trepresenting the resultant force acting at the control point, X representing the longitudinal force, Y representing the transverse force, and N representing the yaw moment.
Further, in step (4), when the ship hydrodynamic model is established, three assumptions are made: (1) the vessels studied were generic; (2) regarding the ship as a rigid body; (3) the ship movement area is a zero-flow-speed water area in an ideal state;
based on the above three assumptions, the following relationships are established:
Figure BDA0003554098110000034
in the formula: mAFor the additional quality matrix:
Figure BDA0003554098110000035
Dllinear water damping coefficient matrix:
Figure BDA0003554098110000036
Dn(v) is the nonlinear water damping matrix:
Figure BDA0003554098110000041
τh＝[Xh Yh Nh]T: is three-freedom hydrodynamic force acting on the central point of the ship.
Therefore, the rigid body dynamics and the hydrodynamics of the ship are combined to obtain a comprehensive dynamic equation of the ship:
Figure BDA0003554098110000042
in the formula: m is MRB+MA: is a system inertia matrix;
C(υ)＝CRB(υ)+CA(v): is a marine coriolis-centripetal force matrix;
D(υ)＝Dl+Dn(v): a water damping matrix for the vessel;
τ: is the resultant force of the action of the propulsion system on the ship.
Further, in the step (8), a propeller-propeller interference model of the propeller is obtained by establishing a three-dimensional model of the propeller and performing simulation calculation of propeller-propeller interference in the CFD, so that a propeller-propeller interference action domain is obtained, and a rotation feasible domain of each propeller is obtained;
the setting of the thrust interval is determined according to the magnitude of the thrust derating factor, and the formula of the calculation of the thrust derating factor is as follows:
Figure BDA0003554098110000043
in the formula: t is tφThe thrust derating factor is defined as the ratio between the thrust generated by the rear propeller and the thrust generated by the forward propeller, where t is the thrust derating factor when phi is 0.
Further, in step (9), the mathematical model of the thrust optimization distribution is
Figure BDA0003554098110000051
s.t.:s＝τ-B(α)f (a)
fmin≤f≤fmax (b)
Δfmin≤f-f0≤Δfmax (c)
αmin≤α≤αmax (d)
Δαmin≤α-α0≤Δαmax (e)
-∞≤s≤∞ (f)
The first item in the objective function is to reduce power consumption, the second item is to reduce distribution error, the third item is to control the rotation speed of the full-rotation propeller, and the last item is to prevent the full-rotation propeller from entering a singular point position;
in the constraint conditions, the condition (a) is equality constraint, the condition (b) is thrust extreme value limitation, the condition (c) is thrust response limitation, the condition (d) is full-rotation propeller rotation feasible region, and the condition (e) is full-rotation propeller rotation speed limitation;
in the formula: τ ═ XT YT NT]TIs the desired thrust; f is the thrust of the propeller; s is the error of thrust distribution; alpha is the rotation angle of the full-rotation propeller; w, Q, omega is a weight matrix; rho and epsilon are constants; b (α) is the propeller arrangement matrix.
The invention has the technical effects that:
(1) according to the invention, an interference model of the propeller is established according to the propulsion constraint conditions needing to be considered by the dynamic positioning ship propeller, and the rotating feasible region of the propeller is analyzed and calculated, so that the rotating feasible region of the propeller, which does not influence the actual output thrust, is obtained;
(2) the solution mode is improved, the thrust optimization distribution problem is solved by adopting an action set method, and the constraint conditions of optimal power, reduced distribution error, rotation speed, propeller response capability and the like of thrust optimization distribution are fully considered in the final result;
(3) the function set method takes the optimal solution at the last moment as the initial value of the next calculation, so that the iteration times for searching the optimal solution can be reduced, the calculation speed is improved, the response speed of the system is improved, and the thrust distribution effect is superior to that of other methods.
Drawings
FIG. 1 shows a Northeast coordinate system and a ship-associated coordinate system.
FIG. 2 is a layout view of a thruster of a dynamic positioning vessel.
Fig. 3 resultant forces (moments) of the thrusters.
FIG. 4 illustrates a model of interference between fully rotating propellers.
Fig. 5 is a thrust feasible region of a full-circle propeller.
Detailed Description
The present invention is further described with reference to the following drawings and specific examples so that those skilled in the art can better understand the present invention and can practice the present invention, but the examples are not intended to limit the present invention.
The embodiment of the invention provides a DP ship thrust optimal distribution simulation method under a multi-constraint condition, which is shown in the accompanying drawings 1-5, and each step is implemented as follows:
(1) establishing a motion coordinate system of a certain dynamic positioning ship: the north east coordinate system and the ship-associated coordinate system are shown in fig. 1, the north east coordinate system is a coordinate system depending on ship motion in a local area on the earth surface, and the ship-associated coordinate system is mainly used for describing physical quantities such as ship motion speed and angular speed, and is shown in fig. 1.
(2) Converting the motion state of the ship under two coordinate systems, wherein the method comprises the following steps:
Figure BDA0003554098110000061
Figure BDA0003554098110000062
in the formula:
Figure BDA0003554098110000063
the speed vector of the ship in a northeast coordinate system;
j (ψ) is a rotation matrix between two coordinate systems.
Figure BDA0003554098110000064
υ＝[u,v,r]TThe speed vector of the ship under the coordinate system of the satellite is obtained;
η＝[n,e,ψ]Tis that the ship is in the northPosition and attitude vectors in the east coordinate system;
(3) building rigid body dynamic model of ship
Let the ship barycentric coordinate be (x)gAnd 0), obtaining a rigid body dynamic equation of the ship under a random coordinate system according to a Newton-Euler equation:
Figure BDA0003554098110000071
in the formula: mRBRepresenting the hull inertia matrix:
Figure BDA0003554098110000072
CRBcoriolis-centripetal force matrix representing the hull:
Figure BDA0003554098110000073
m represents the mass of the rigid body of the ship;
Izrepresenting the hull winding obzbThe moment of inertia of the shaft;
υ＝[u,v,r]Trepresenting a velocity vector at a vessel control point;
τRB＝[X,Y,N]Trepresenting the resultant force acting at the control point, X representing the longitudinal force, Y representing the transverse force, and N representing the yaw moment.
(4) Establishing ship hydrodynamics model
The dynamic problem of the ship is considered by using Newton's law, so that the dynamic problem is required to be carried out under an inertial reference system, and a motion mathematical model of the ship is calculated by CFD numerical simulation to obtain hydrodynamic parameters so as to ensure the accuracy and the reliability of the mathematical model.
According to the dynamic positioning system research theory, the hydrodynamics model of the ship mainly considers three parts of additional mass inertia force, potential damping force and Archimedes restoring force generated by gravity and buoyancy, and usually related data are obtained through test measurement, and a central point of the ship is selected as a control point during the test. The main force of a ship sailing in the ocean is hydrodynamic force, so that the research on the hydrodynamic force of the ship is a precondition for researching a dynamic positioning system or other related ship motion theories.
Because the hydrodynamic force forming mechanism is very complex, and includes not only linear factors but also nonlinear factors, the invention proposes the following three modeling assumptions: the vessels studied were generic; the ship is regarded as a rigid body; the ship motion area is a zero-flow-speed water area in an ideal state.
Figure BDA0003554098110000074
In the formula: mAFor the additional quality matrix:
Figure BDA0003554098110000081
Dlis a linear water damping coefficient matrix:
Figure BDA0003554098110000082
Dn(v) is the nonlinear water damping matrix:
Figure BDA0003554098110000083
τh＝[Xh Yh Nh]T: is three-freedom hydrodynamic force acting on the central point of the ship.
Therefore, the rigid body dynamics and the hydrodynamics of the ship are combined to obtain a comprehensive dynamic equation of the ship:
Figure BDA0003554098110000084
in the formula: m is MRB+MA: is a system inertia matrix;
C(υ)＝CRB(υ)+CA(v): is a marine coriolis-centripetal force matrix;
D(υ)＝Dl+Dn(v): a water damping matrix for the vessel;
τ: is the resultant force of the action of the propulsion system on the ship.
(5) Establishing mathematical model for propulsion system of dynamic positioning ship according to arrangement of propellers
A mathematical model is established for a propulsion system of a dynamic positioning ship according to the arrangement of the propellers of the dynamic positioning ship, and the mathematical model of the propulsion system is established by a mechanism analysis method and the relative position of each propeller according to the coordinates of the propellers given by ship type data. Because the thrust output by the full-rotation propeller is a vector, each thrust needs to be decomposed into two coordinate axis directions along a ship body coordinate system, all component forces in the same direction are algebraically summed, and product is made between each component force and the corresponding moment arm distance of the component force, and then the products are summed, so that the resultant force and resultant moment of the propulsion system acting on the ship body are obtained, and fig. 2 is a propeller layout diagram.
(6) After looking up the relevant data, the mounting positions of the propellers are obtained as the following table, and the coordinates of No. 1-7 propellers under a ship-associated coordinate system are respectively set as (x)1,y1)，(x2,y2)，(x3,y3)，(x4,y4)，(x5,y5)，(x6,y6)，(x7,y7) Specifically, as shown in Table 1
TABLE 1 propeller mounting positions
Figure BDA0003554098110000091
(7) Modeling the resultant thrust of the ship, wherein resultant force (moment) generated on the ship in a ship body coordinate system is shown in FIG. 3;
then 7 thrusters are arranged onLongitudinal thrust X generated at the central point of ship body coordinate systemTTransverse thrust YTBow turning moment NTThe formula is as follows:
Figure BDA0003554098110000092
the form of converting equation (12) into a vector is:
τ＝B(α)T (13)
in the formula:
τ＝[XT,YT,NT]Tacting on the resultant force of three degrees of freedom on the rotation center of the ship body;
T＝[T1,T2,T3,T4,T5,T6,T7]Ta thrust vector output for the propeller;
b (α) is the propeller arrangement matrix:
Figure BDA0003554098110000093
in the formula: c represents cos () and s represents sin ().
(8) Determining thrust interval and rotation forbidden region
The thrust distribution model needs to have certain limits on the output thrust and the rotation azimuth angle of the propeller. The thrust is limited according to the propelling capacity of the propeller, and the limit of the azimuth angle is mainly directed at the full-rotation propeller, so that the phenomenon that the thrust of the propeller behind the full-rotation propeller is influenced by the wake flow discharged by the full-rotation propeller is avoided, the thrust output by the interfered propeller under the control of the original instruction is reduced, and the actual thrust output by the propeller is influenced.
Many towing tanks have been experimentally studied for the problem of interference between propellers, with very high consistency of results, although different types of propellers are used. The result shows that the thrust loss caused by the interference between the propellers can reach 70 percent at most, and the smaller the distance between the two propellers is, the more serious the thrust loss is. The main reason is the wake of the upstream propeller, which changes the inflow velocity of the downstream propeller. Formula of propeller advance ratio
Figure BDA0003554098110000101
It can be known that when the rotating speed n and the diameter D of the propeller are fixed, the advancing speed V is constantAAn increase results in an increase in the advance coefficient J. Formula comprising propeller open water characteristic, thrust coefficient and torque coefficient
Figure BDA0003554098110000102
Figure BDA0003554098110000103
It can be seen that the advance coefficient J becomes large and the thrust coefficient K becomes largeTAnd a torque coefficient KQAnd decreases. When the rotating speed of the propeller is constant, the thrust and the torque are reduced along with the rotation; in summary, the wake velocity and azimuth angle of the upstream propeller directly affect the hydrodynamic performance of the downstream propeller. Furthermore, the operation of the downstream propeller also has an effect on the hydrodynamic performance of the upstream propeller. The downstream propeller accelerates the upstream propeller wake velocity so that the upstream propeller wake center pressure drops, creating hydrodynamic losses similar to "form drag". Of course, the loss of thrust depends on the specific situation, and the results may be completely different in different operating conditions, and even improved hydrodynamic performance may occur.
The propeller-propeller interference model of the propeller is a propeller-propeller interference action domain obtained by establishing a propeller three-dimensional model and performing propeller-propeller interference simulation calculation in CFD, and further a rotation feasible domain of each propeller is obtained. The wake flow discharged by the propeller extends outwards from the propeller at a certain angle, and is generally 8-10 degrees. In order to avoid interference between the propellers, a thrust forbidden zone needs to be arranged for the full-rotation propeller. The arrangement of the thrust forbidden zone is determined according to the magnitude of the thrust derating factor. Formula for calculation of thrust derating factor:
Figure BDA0003554098110000111
in the formula: t is tφThe thrust derating factor is defined as the ratio between the thrust produced by the rear propeller and the thrust produced by the forward propeller. Where t is the thrust derating factor at phi 0. The model of the interference between the full-circle propellers is shown in fig. 4.
In combination with practical conditions, the thrust limitation and the rotation forbidden zone of the 7 propellers of the dynamic positioning ship are set as follows:
TABLE 2 Propeller thrust restriction and rotation exclusion zone
Figure BDA0003554098110000112
According to the above table, the thrust feasible region of 7 full-rotation propellers can be easily obtained, as shown in fig. 5
(9) Mathematical model for establishing thrust optimization distribution
Figure BDA0003554098110000113
The thrust optimization distribution mathematical model considers the optimal power, reduces the distribution error, considers the rotation forbidden region, the rotation speed and the thrust response capability of the propeller, and avoids the singularity among full-rotation propellers. The first item in the objective function is to reduce power consumption, the second item is to reduce distribution error, the third item is to control the rotation speed of the full-rotation propeller, and the last item is to prevent the full-rotation propeller from entering a singular point position; in the constraint conditions, the condition (a) is an equality constraint, the condition (b) is a thrust extreme value limit, the condition (c) is a thrust response limit, the condition (d) is a full-rotation propeller rotation feasible region, and the condition (e) is a full-rotation propeller rotation speed limit.
In the formula: τ ═ XT YT NT]TIs the desired thrust; f is the thrust of the propeller; s is the error of thrust distribution; alpha is the rotation angle of the full-rotation propeller; w, Q, omega is a weight matrix; rho and epsilon are constants; b (α) is the propeller arrangement matrix.
(10) Using the working set method, for the general positive secondary planning formula (17), one feasible point x of the problem formula (17) is first determined(k)Calculating a point x(k)Has a functional constraint index set Jk。
Figure BDA0003554098110000121
Solving the quadratic programming problem (18) for the corresponding equality constraint.
Figure BDA0003554098110000122
Set its optimal solution as
Figure BDA0003554098110000123
Multiplier vector is Λk. Order to
Figure BDA0003554098110000124
Namely to consider PkIs from point x(k)Go out to
Figure BDA0003554098110000125
In the direction of (e.g. finding P)kThen find out
Figure BDA0003554098110000126
Figure BDA0003554098110000127
Solving (18) can therefore be formulated as solving:
Figure BDA0003554098110000128
is provided with
Figure BDA0003554098110000129
The set of functional constraint indicators of is Jk+1Then according to
Figure BDA00035540981100001210
And x(k)Different relationships between them to adjust JkThe objective function value is continuously reduced. Continuing in this line, J is obtained*Thereby obtaining the optimal solution x of the formula (17)*。
And at this point, the solution of the action set method is finished, a thrust distribution result is obtained, and one-time control on the ship motion is completed. The ship motion mathematical model established in the invention and the obtained thrust optimization distribution result are compared with the real ship dynamic positioning capability analysis report, and the simulation result is basically consistent with the real ship dynamic positioning capability analysis report, so that the method has higher precision and reliability.
The optimal solution at the last moment is used as the initial value of the next calculation by adopting an action set method, so that the iteration number for searching the optimal solution is reduced, the calculation speed and the response speed of the system are improved, the method is successfully applied to the thrust distribution real-time solution of the dynamic positioning simulation system of the marine vessel, and the thrust saturation and the rotation forbidden domain are effectively avoided.
Because the direct distribution method and the pseudo-inverse method are used for solving the thrust distribution problem, the simultaneous multiple constraint conditions cannot be considered, and the active set method is just suitable for solving the quadratic programming problem with inequality constraint, the thrust optimization distribution simulation problem under the condition of solving multiple constraints is proper.
The above-mentioned embodiments are merely preferred embodiments for fully illustrating the present invention, and the scope of the present invention is not limited thereto. The equivalent substitution or change made by the technical personnel in the technical field on the basis of the invention is all within the protection scope of the invention. The protection scope of the invention is subject to the claims.

Claims (6)

1. A DP ship thrust optimization distribution simulation method under a multi-constraint condition is completed through the following steps, and is characterized in that:
(1) establishing a motion coordinate system of the dynamic positioning ship, wherein the motion coordinate system comprises a northeast coordinate system and a ship-associated coordinate system;
(2) establishing a conversion relation of the motion state of the ship in two coordinate systems;
(3) establishing a rigid body dynamic model of the ship;
(4) establishing a ship hydrodynamics model;
(5) establishing a mathematical model for a propulsion system of the dynamic positioning ship according to the arrangement of the thrusters of the dynamic positioning ship;
(6) confirming the installation position of each thruster;
(7) modeling the resultant thrust of the vessel;
(8) establishing an interference model of the propeller, and determining a thrust interval and a rotation forbidden domain;
(9) establishing a mathematical model of thrust optimization distribution;
(10) and solving by using an action set method to obtain a thrust distribution result, and completing one-time control simulation of the ship motion.
2. The DP ship thrust optimal distribution simulation method under multi-constraint condition of claim 1, characterized by: in step 2, the method for converting the two coordinates in the ship motion state comprises the following steps:
Figure FDA0003554098100000011
Figure FDA0003554098100000012
in the formula:
Figure FDA0003554098100000013
a speed vector of the ship in a northeast coordinate system;
j (ψ) is a rotation matrix between two coordinate systems.
Figure FDA0003554098100000014
υ＝[u,v,r]TThe speed vector of the ship under the coordinate system of the satellite is obtained;
η＝[n,e,ψ]Tis the position and attitude vector of the ship under the northeast coordinate system.
3. The DP ship thrust optimal distribution simulation method under multi-constraint condition of claim 1, characterized by: in the step (3), the barycentric coordinates of the ship are set to be (x) when rigid body kinematics of the ship is establishedg0), according to the Newton-Euler equation, a rigid body dynamic equation of the ship under an associated coordinate system can be obtained:
Figure FDA0003554098100000021
in the formula: mRBRepresenting the hull inertia matrix:
Figure FDA0003554098100000022
CRBcoriolis-centripetal force matrix representing the hull:
Figure FDA0003554098100000023
m represents the mass of the rigid body of the ship;
Izrepresenting the hull winding obzbThe rotational inertia of the shaft;
υ＝[u,v,r]Trepresenting a velocity vector at a vessel control point;
τRB＝[X,Y,N]Trepresenting the resultant force acting at the control point, X representing the longitudinal force, Y representing the transverse force, and N representing the yaw moment.
4. The DP ship thrust optimal distribution simulation method under multi-constraint condition of claim 1, characterized by: in step (4), when the ship hydrodynamic model is established, three assumptions are made: (1) the vessels studied were generic; (2) regarding the ship as a rigid body; (3) the ship movement area is a zero-flow-speed water area in an ideal state;
based on the above three assumptions, the following relationships are established:
Figure FDA0003554098100000025
in the formula: mAFor the additional quality matrix:
Figure FDA0003554098100000024
Dllinear water damping coefficient matrix:
Figure FDA0003554098100000031
Dn(upsilon) is a nonlinear water damping matrix:
Figure FDA0003554098100000032
τh＝[Xh Yh Nh]T: is three-freedom hydrodynamic force acting on the central point of the ship.
Therefore, the rigid body dynamics and the hydrodynamics of the ship are combined to obtain a comprehensive dynamic equation of the ship:
Figure FDA0003554098100000033
in the formula: m is MRB+MA: is composed ofA system inertia matrix;
C(υ)＝CRB(υ)+CA(v): is a marine coriolis-centripetal force matrix;
D(υ)＝Dl+Dn(v): a water damping matrix for the vessel;
τ: is the resultant force of the action of the propulsion system on the ship.
5. The DP ship thrust optimal distribution simulation method under multi-constraint condition of claim 1, characterized by: in the step (8), a propeller-propeller interference model of the propeller is obtained by establishing a three-dimensional model of the propeller and performing simulation calculation of propeller-propeller interference in CFD (computational fluid dynamics), so that a scope of action of the propeller-propeller interference is obtained, and a feasible rotation domain of each propeller is obtained;
the setting of the thrust interval is determined according to the magnitude of the thrust derating factor, and the formula of the calculation of the thrust derating factor is as follows:
Figure FDA0003554098100000034
in the formula: t is tφThe thrust derating factor is defined as the ratio between the thrust generated by the rear propeller and the thrust generated by the forward propeller, where t is the thrust derating factor when phi is 0.
6. The DP ship thrust optimal distribution simulation method under multi-constraint condition of claim 1, characterized by: in step (9), the mathematical model of the thrust optimization distribution is
Figure FDA0003554098100000041
s.t.:s＝τ-B(α)f (a)
fmin≤f≤fmax (b)
Δfmin≤f-f0≤Δfmax (c)
αmin≤α≤αmax (d)
Δαmin≤α-α0≤Δαmax (e)
-∞≤s≤∞ (f)
The first item in the objective function is to reduce power consumption, the second item is to reduce distribution error, the third item is to control the rotation speed of the full-rotation propeller, and the last item is to prevent the full-rotation propeller from entering a singular point position;
in the constraint conditions, the condition (a) is equality constraint, the condition (b) is thrust extreme value limitation, the condition (c) is thrust response limitation, the condition (d) is full-rotation propeller rotation feasible region, and the condition (e) is full-rotation propeller rotation speed limitation;
in the formula: τ ═ XT YT NT]TIs the desired thrust; f is the thrust of the propeller; s is the error of thrust distribution; alpha is the rotation angle of the full-rotation propeller; w, Q, omega is a weight matrix; rho and epsilon are constants; b (α) is the propeller arrangement matrix.
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Publication number Priority date Publication date Assignee Title
WO2024119706A1 (en) * 2022-12-07 2024-06-13 上海船舶设备研究所 Power-based anti-rolling device and power-based anti-rolling control method for ship

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024119706A1 (en) * 2022-12-07 2024-06-13 上海船舶设备研究所 Power-based anti-rolling device and power-based anti-rolling control method for ship

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