CN108762074B - Ship control method for improving safety guarantee capability of ship under severe sea conditions - Google Patents
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Abstract
The invention discloses a ship control method for improving safety guarantee capability of a ship facing severe sea conditions, which divides a control strategy into two situations facing severe sea conditions and non-severe sea conditions, wherein when the ship faces severe sea conditions, stability is ensured as a main purpose, a second-order closed-loop gain forming algorithm is adopted to realize stable control of the ship with unstable course, good stability of the ship under heavy wind and waves is ensured, when the ship faces non-severe sea conditions, comprehensive performance is ensured as a main purpose, the second-order closed-loop gain forming algorithm is improved, a nonlinear feedback technology, an integral term and a proportional constant term are added to form an advanced control algorithm, and comprehensive navigation performance is ensured. The two strategies are matched with each other, so that the sailing efficiency of the ship can be guaranteed, and the sailing safety can be guaranteed under special conditions.
Description
Technical Field
The invention relates to the field of ship control engineering and automatic ship navigation, in particular to a ship control method for improving safety guarantee capability of ships under severe sea conditions.
Background
Cargo transported by sea is generally characterized by high value due to large loading capacity. While marine navigation is different from land transportation, the complexity of the environment presents a number of risks. Due to the characteristics of large influence, uncertainty and strong pulsation of the wind waves, great hidden danger is brought to transportation safety. Therefore, the controller design of the intelligent ship must consider how to ensure the stability of the control when the sea state becomes severe.
The traditional ship motion control aims at improving the comprehensive performance of navigation, namely improving six characteristics of stability, accuracy, rapidness, energy conservation, economy and simplicity of control rate, and the six characteristics can give attention when the control rate is designed, so that the ship motion control has a good effect when in normal navigation, but has low robustness under extreme conditions and still needs to be controlled by a driver according to own experience. Therefore, ship motion control under severe sea conditions is a key technical problem to be solved in the development process of intelligent ships, and a mainstream control strategy represented by a closed-loop gain modeling algorithm (CGSA) has not been particularly researched from the perspective of a ship transportation safety guarantee technology. At the same time, there are the following two disadvantages
1) The closed-loop gain forming algorithm is suitable for the characteristic of a stable input and output process. When the ship maneuverability index T0 is negative (i.e., unstable course), the stability of the control is relatively weak, and thus it is not suitable for particularly severe sea conditions.
2) The control algorithm only has one control strategy, has comprehensive performance of heavy navigation and is insufficient for stability under heavy waves.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a control system design method for improving the safety guarantee capability of ships under severe sea conditions. Firstly, a second-order closed-loop gain forming algorithm is provided by using a mirror image mapping technology, stable control of a ship with an unstable course is achieved, and good stability of the ship under heavy storms is guaranteed. And then improving a second-order closed-loop gain forming algorithm, and adding a nonlinear feedback technology, an integral term and a proportional constant term to improve the comprehensive performance of the control algorithm to be used as a control strategy in a normal state. The two strategies are mutually matched, so that the comprehensive navigation performance can be guaranteed, and the stability can be kept under the condition of heavy waves.
In order to achieve the purpose, the technical scheme of the invention is as follows:
a ship control method for improving safety guarantee capability of ships under severe sea conditions is characterized by comprising the following steps:
s1: at time t0, judging the control system switching state, if it is the automatic switching mode, going to step S2, if it is not the automatic switching mode, going to step S3;
s2: reading current wind power information, judging whether the current wind power is less than a set wind speed, if so, entering a step S5, executing an advanced control algorithm control scheme, and if so, entering a step S4, executing a second-order closed-loop gain forming algorithm control scheme;
s3: reading the code of the execution scheme, if the code of the scheme is 1, entering step S5, executing the control scheme of the advanced control algorithm, if the code of the scheme is not 1, entering step S4, executing the control scheme of the second-order closed-loop gain forming algorithm;
s4: executing a second-order closed-loop gain shaping algorithm control scheme with the control law of
Wherein, K0，T0Is the maneuverability index, T, of the vessel1The time constant of the closed-loop system is psi, the heading angle of the ship is psi, the rudder angle is psi, and s is a Laplace operator;
s5: executing an advanced control algorithm control scheme having a control law of
Wherein, K0，T0Is the maneuverability index, T, of the vessel1Time of closed loop systemNumber, rho>1 is a constant for accelerating system response, less than 0.01 is a very small constant for eliminating system static error, omega is less than 1 is a gain coefficient for adjusting nonlinear feedback for saving energy of the system, psi is a ship heading angle and is a rudder angle, and s is a Laplace operator;
s6: and judging whether the reading time is reached, if so, returning to the step S1, otherwise, waiting and continuously executing the current control law.
Further, the set wind speed described in step S2 is 25 m/S.
According to the technical scheme, the guidance strategy is divided into two situations of severe sea condition facing and non-severe sea condition facing, wherein the stability is ensured as the main purpose when the guidance strategy faces severe sea condition, and the stability control of the ship with unstable course is realized by adopting a second-order closed-loop gain forming algorithm, so that the ship has good stability under heavy wind and waves. When the navigation system is oriented to non-severe sea conditions, the comprehensive performance is mainly guaranteed, a second-order closed-loop gain forming algorithm is improved, a nonlinear feedback technology, an integral term and a proportional constant term are added to form an advanced control algorithm, and the navigation comprehensive performance is guaranteed. The two strategies are mutually matched, the comprehensive navigation performance can be guaranteed, the stability can be kept under the condition of heavy wind and waves, the robust control of the ship motion under severe sea conditions and the fast, energy-saving and economical control strategy of the ship motion under the non-severe sea conditions are achieved, and the method has remarkable advantages.
Drawings
FIG. 1 is a flow chart of a vessel control method of the present invention;
FIG. 2 is a schematic diagram of a puzzle sign in an embodiment of the present invention;
FIG. 3 is a prior art simulation result for a nominal model under windless and no-wave conditions;
FIGS. 4 to 9 are simulation results of the second-order closed-loop gain shaping algorithm of the present invention for rudder angle and ship direction angle of a ship under sea conditions of 6-grade wind, 12-grade wind and 15-grade wind, respectively;
FIGS. 10 to 15 are simulation results of the advanced control algorithm of the present invention for a ship under sea conditions of 6-grade wind, 12-grade wind and 15-grade wind;
FIG. 16 is a comparison graph of simulation results of the second-order closed-loop gain shaping algorithm and the advanced control algorithm of the present invention on the sea state of the ship at 15 th wind.
Detailed Description
The following describes embodiments of the present invention in further detail with reference to the accompanying drawings.
In the following detailed description of the embodiments of the present invention, in order to clearly illustrate the structure of the present invention and to facilitate explanation, the structure shown in the drawings is not drawn to a general scale and is partially enlarged, deformed and simplified, so that the present invention should not be construed as limited thereto.
Considering the plane motion of the ship, the Abkowitz research scheme is adopted, only a first order of small quantity is reserved when the fluid dynamic forces X, Y and N are expanded into Taylor series, and considering the bilateral symmetry of the ship, the related derivatives such as
Xv,Xr,X,
Yu,
NuWhen the value is zero, the mathematical model of the three-degree-of-freedom ship plane motion can be obtained as
Superposing a nonlinear force (moment) formula identified by Norrbin and wind wave interference, adopting a one-skimming system to carry out dimensionless operation, and assisting by
And a first-order inertia system mathematical model of the steering engine, and then the speed v and the rotation of the sideslip are consideredThe non-linear Norrbin mathematical model of the bow angular velocity r is presented as
Wherein: i'(4),P′(4),Q′(4)Respectively an inertia force derivative matrix, a viscous force derivative matrix and a rudder force derivative matrix, and the numerical calculation of the two matrixes relates to 10 hydrodynamic derivatives
Yv,
Nv,
Yr,
Nr,Y,NThe solution of (2) is generally calculated by using a regression formula.
Is a state variable, U ═rIs a control input, namely a helm, psi is the ship fore direction and is a helm angle; f'WIND＝[YWIND/(0.5ρL3)NWIND/(0.5ρL4)]T，F′WAVE＝[YWAVE/(0.5ρL3)NWAVE/(0.5ρL4)]TThe concrete expression is detailed in the literature [2]；F′NONIs given by formula (3).
Wherein C is a dimensionless cross flow coefficient, and is 0.3-0.8; l is the length of the ship and d is the draught of the ship.
Obtaining formula (6) by linearizing formula (1)
For vessel heading maintenance, the system model focuses on the dynamics of the response of the heading angle ψ to the rudder angle. To this end, are combined
The state space model shown in the formula (9) is converted into a transfer function form, and the transfer function form is arranged to obtain the formula (7).
In the following description of the present invention, please refer to fig. 1, in which fig. 1 is a flowchart of a control system design method for improving safety guarantee capability of a ship under severe sea conditions according to the present invention. As shown in fig. 1, the method for designing a control system for improving the safety guarantee capability of a ship under severe sea conditions of the present invention is characterized by comprising the following steps:
s1: at time t0, judging the control system switching state, if it is the automatic switching mode, going to step S2, if it is not the automatic switching mode, going to step S3;
the switching state of the control system can be an automatic switching state or a manual switching state, the system automatically judges the selection of the control law according to the wind power information in the automatic switching state, and an operator selects the control law according to the requirements and experience in the manual switching state.
S2: reading current wind power information, judging whether the current wind power is less than a set wind speed, if so, entering a step S5, executing an advanced control algorithm control scheme, and if so, entering a step S4, executing a second-order closed-loop gain forming algorithm control scheme;
and under the automatic switching state, the system automatically judges the selection of the control law according to the wind power information. In the embodiment, 25m/s is used as the set wind speed, and the corresponding wind level is 10-level wind.
S3: reading the code of the execution scheme, if the code of the scheme is 1, entering step S5, executing the control scheme of the advanced control algorithm, if the code of the scheme is not 1, entering step S4, executing the control scheme of the second-order closed-loop gain forming algorithm;
and in the manual switching state, an operator selects a control law according to requirements and experience. The scheme is numbered 1, namely, the operator considers the control scheme to be the main purpose of ensuring the comprehensive performance, namely, the control scheme of the advanced control algorithm is executed. If the code number of the scheme is not 1, the operator considers that the control scheme is mainly used for ensuring the stability, namely the control scheme of the second-order closed-loop gain forming algorithm
S4: executing a second-order closed-loop gain shaping algorithm control scheme with the control law of
Wherein, K0，T0Is the maneuverability index, T, of the vessel1For the time constant of the closed loop system, ψ is the ship heading angle, is the rudder angle, and s is the laplacian operator.
The singular value curve of the complementary sensitivity function T (which is also the transfer function of the system from input to output) is approximately represented as the spectral curve of a second-order inertial system with a maximum singular value of 1, which is equivalent to using a second-order closed-loop gain shaping algorithm. Compared with a typical oscillation link, the damping coefficient is equal to 1, so that the T frequency spectrum is ensured to have no peak value, and the stable robust controller is
S5: executing an advanced control algorithm control scheme having a control law of
Wherein, K0，T0Is the maneuverability index, T, of the vessel1Is the time constant of a closed loop system, p>1 is a constant for accelerating system response, less than 0.01 is a very small constant for eliminating system static error, omega is less than 1 is a gain coefficient for adjusting nonlinear feedback for saving energy of the system, psi is a ship heading angle and is a rudder angle, and s is a Laplace operator;
if it is desired to remove the static error, reference 1 can be used]A simple robust control algorithm of the medium plus integral; to further emphasize its rapidity, document [1] can be adopted]The proportional plus constant processing technology can greatly improve the response speed of a large inertia system; to further improve the energy saving effect, document [3] can be adopted]And document [4 ]]The nonlinear feedback technology added with the sine function forms an advanced ship motion control algorithm after the 3 technology improvements[4],[5]The control law after the above 3 improvements is
S6: and judging whether the reading time is reached, if so, returning to the step S1, otherwise, waiting and continuously executing the current control law.
In order to verify the effectiveness of the guidance algorithm provided by the invention, the part takes a large intelligent number (as shown in fig. 2) as a controlled object, and a computer simulation experiment is carried out by utilizing matlab. The intellect number is the first intelligent bulk cargo ship in the world independently developed by the middle ship group, and is also the first intelligent ship passing the certification of the classification society in the world, and is officially delivered and put into use in 12 months and 5 days in 2017. Table 1 gives the parameters of the wisdom-size ship.
TABLE 1 full-load ship type parameter of Dazhi size
Through calculation, the ship maneuverability indexes of the wisdom number are respectively as follows: k0＝0.18,T0-203.73 because of T0Is a negative number, so the ship is an unstable ship with unstable course, and the control is relatively difficult.
In order to compare the control effects of the existing control method and the two strategies proposed by the invention under different sea conditions, the following sets of experiments were carried out using MATLAB software.
The first group uses the control law (7), prior art, to simulate a nominal model without wind and wave disturbances and model perturbations. The simulation results are shown in fig. 3. The rise time of the system is 10s, the overshoot is 4%, the static error is avoided, and the control performance is good.
The second group adopts a control law (8), namely a second-order closed-loop gain forming algorithm, and simulates the control effect of the ship under the sea conditions of 6-level wind, 12-level wind and 15-level wind under the condition that the wind directions are all 90 degrees. The simulation results are shown in FIGS. 4 to 9, respectively.
And the third group adopts a control law (9), namely an advanced control algorithm, and simulates the control effect of the ship under the sea conditions of 6-grade wind, 12-grade wind and 15-grade wind under the condition that the wind directions are all 90 degrees. The simulation results are shown in FIGS. 10 to 15.
As shown in FIGS. 4-5 and 10-11, in the 6 th wind, the second-order closed-loop gain shaping algorithm has an adjustment time of 600s and a 1.6% static difference. The average rudder angle of the advanced control algorithm is reduced to 3.34 degrees, energy is saved by 12 percent, the static error is successfully eliminated, the adjusting time is reduced from 600s to 300s, the response speed is accelerated, and slightly worse, the overshoot is 8 percent, which is a side effect brought by the acceleration of the response speed of the system. Overall, fig. 7 is more accurate, faster, and more energy efficient than fig. 4.
As shown in FIGS. 6-7 and 12-13, in 12-grade wind, the second-order closed-loop gain shaping algorithm has a static difference of 8.0% and an average rudder angle of 5.15 degrees. The advanced control algorithm reaches a set value in 220s, although 8.0% of static difference exists in 1000s, the static difference can be eliminated finally, the average rudder angle is 4.43 degrees, and the energy is saved by 16.2% compared with that in the prior art shown in figure 5. Overall, the effect of fig. 8 is more accurate, faster, and more energy efficient than that of fig. 5.
As shown in FIGS. 8-9 and 14-15, in 15-grade wind, the second-order closed-loop gain shaping algorithm has 18.0% of static difference and an average rudder angle of 10.0 degrees. The control performance of the advanced control algorithm is poor, the rising time is slow, the average rudder angle of the first 1000s is 11.59 degrees, compared with the average rudder angle of the first 1000s, the energy is more consumed, and the accurate, quick and energy-saving effect of the improved algorithm in front of 12-level wind is not achieved. If the simulation time is increased from 1000s to 1500s, the comparison graph of the simulation results of the two algorithms is shown in fig. 16, and the second-order closed-loop gain forming algorithm has better stability from the perspective of ship navigation safety guarantee.
Therefore, within 12-grade wind, the advanced control algorithm of the formula (9) has a better control effect, and the algorithm is more suitable for being used when the intelligent ship is normally sailed; when the intelligent ship sails in a worse sea condition and the safety is threatened, the control algorithm of the formula (8) is switched to, and the guarantee is ensured.
Through the simulation experiment and comparison with the existing research, the beneficial effects brought by the invention are summarized as the following 2 points:
1) the invention provides two control strategies which can be used in a matched mode, and ship navigation control under different sea conditions can be achieved. And when the sea condition is good, the comprehensive performance is preferably considered, an algorithm with improved comprehensive performance is used, the stability of control is concerned under the condition of severe sea condition, and a second-order closed-loop gain forming algorithm is used. The advantages of the two algorithms complement each other, so that the navigation efficiency of the intelligent ship can be guaranteed, the navigation safety can be guaranteed under special conditions, and the method has important significance for the research and development of the intelligent ship.
2) The harsh environment at sea prompts people to preferentially adopt mature and reliable technologies and products, and the control algorithm which is simple, reliable and obvious in physical significance is easier to pursue in the market. The two control algorithms proposed by the invention are both in a closed-loop gain forming algorithm, so that the characteristics of simplicity and easiness in use are inherited. The physical concept of the theory is clear, the solving process is extremely simple, the adjusting parameters are few, and the method has physical significance and is very convenient for application in engineering practice.
Reference is made to
[1] Zhang obviously storehouse, ship motion simple and direct robust control [ M ]. Beijing scientific Press, 2012.
[2] Zhang shou, jin Yi, control system modeling and digital simulation (2 nd edition) [ M ], Dalian, university of maritime publishers, 2013.
[3] The autopilot control algorithm [ J ] driven by a sine function of course deviation, Chinese navigation, 2011,34(1):1-4.
[4]Zhang Xianku,Zhang Guoqing.Design of ship course-keeping autopilot using a sine function based nonlinear feedback technique[J].Journal of navigation,2016,69(2):246-256.
[5]Zhang Xianku,Yang Guangping,Zhang Qiang,Zhang Guoqing*,Zhang Yuqi.Improved concise backstepping control of course-keeping for ships using nonlinear feedback technique[J].Journal of Navigation,2017,70(6):1401-1414.
[6]Guoqing Zhang,Xianku Zhang*,Wei Guan.Stability analysis and design of integrating unstable delay processes using the mirror-mapping technique[J].J.of Process Control,2014,24(7):1038-1045.
[7] Guogyu, nautics [ M ]. Dalian: university of maritime publisher, 1999.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art should be considered to be within the technical scope of the present invention, and the technical solutions and the inventive concepts thereof according to the present invention should be equivalent or changed within the scope of the present invention.
Claims (2)
1. A ship control method for improving safety guarantee capability of ships under severe sea conditions is characterized by comprising the following steps:
s1: at time t0, judging the control system switching state, if it is the automatic switching mode, going to step S2, if it is not the automatic switching mode, going to step S3;
s2: reading current wind power information, judging whether the current wind power is less than a set wind speed, if so, entering a step S5, executing an advanced control algorithm control scheme, and if so, entering a step S4, executing a second-order closed-loop gain forming algorithm control scheme;
s3: reading the code of the execution scheme, if the code of the scheme is 1, entering step S5, executing the control scheme of the advanced control algorithm, if the code of the scheme is not 1, entering step S4, executing the control scheme of the second-order closed-loop gain forming algorithm;
s4: executing a second-order closed-loop gain shaping algorithm control scheme with the control law of
The transfer function model of the controlled object is as follows:
wherein, K0，T0Is the maneuverability index, T, of the vessel1The time constant of the closed-loop system is psi, the heading angle of the ship is psi, the rudder angle is psi, and s is a Laplace operator;
s5: executing an advanced control algorithm control scheme having a control law of
Wherein, K0，T0Is the maneuverability index, T, of the vessel1Is the time constant of a closed loop system, p>1 is a constant for accelerating system response, less than 0.01 is a very small constant for eliminating system static error, omega is less than 1 is a gain coefficient for adjusting nonlinear feedback for saving energy of the system, psi is a ship heading angle and is a rudder angle, and s is a Laplace operator;
s6: and judging whether the reading time is reached, if so, returning to the step S1, otherwise, waiting and continuously executing the current control law.
2. The method of claim 1, wherein the set wind speed in step S2 is 25 m/S.
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