CN109334892B - Simplified robust self-adaptive pitching reduction control method for multi-hull vessel - Google Patents

Simplified robust self-adaptive pitching reduction control method for multi-hull vessel Download PDF

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CN109334892B
CN109334892B CN201811100020.0A CN201811100020A CN109334892B CN 109334892 B CN109334892 B CN 109334892B CN 201811100020 A CN201811100020 A CN 201811100020A CN 109334892 B CN109334892 B CN 109334892B
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CN109334892A (en
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张军
戴小康
刘志林
李国胜
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Jiangsu University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
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Abstract

The invention discloses a simplified robust self-adaptive pitching reduction control method for a multi-hull vessel, which comprises the steps of establishing a coupled motion model of heaving and pitching of the multi-hull vessel, converting the model into a state space form, and decomposing the coupled motion model of heaving and pitching of the multi-hull vessel into a decoupled heaving motion model and a decoupled pitching motion model; respectively designing an extended state observer aiming at the decoupled heave motion model and pitch motion model, wherein the extended state observers are used for estimating the motion state and coupling terms of the multi-hull vessel; and combining the steps, synthesizing the basic control quantity of the multi-hull ship and the estimated coupling term to obtain a virtual control quantity, and distributing the virtual control quantity to the attack angle of the T-shaped wing and the wave pressing plate. The change of the heave height and the pitch angle of the multi-hull vessel is controlled by force and moment generated by an attack angle, the control method provided by the invention is simple and reliable, is easy to realize, and can effectively reduce 20-35% of the heave of the multi-hull vessel and 40-50% of the pitch.

Description

Simplified robust self-adaptive pitching reduction control method for multi-hull vessel
Technical Field
The invention belongs to the field of ship navigation stability control, and particularly relates to a simplified robust self-adaptive pitching reduction control method for a multi-hull ship.
Background
The multi-hull ship is an important development direction of modern high-performance ships and has good transverse stability, wave resistance and maneuverability. However, when the ship sails at a high speed, the unique line type and structure of the multi-hull ship result in that hydrodynamic force at different sailing speeds can generate longitudinal overturning moment with different degrees on the underwater hull, the moment is increased along with the increase of the pitch angle and is dynamically changed along with the sailing speed; on the other hand, the longitudinal restoring moment of the multi-hull vessel is small, so that the pitching/heaving motion amplitude of the multi-hull vessel is too large, the longitudinal motion is easy to destabilize, the navigation performance is affected by non-negligible influence, and the seaworthiness of the multi-hull vessel is seriously affected. Therefore, the pitching reduction control of the multi-hulled vessel is required.
At present, a multihull ship at home and abroad is mainly provided with two types of anti-rolling equipment, namely T-shaped wings and wave pressing plates, and a reasonable control strategy is designed to reduce the heave, the pitch and the heave of the multihull ship. The multi-hull ship motion model has the characteristics of fast time-varying property, strong nonlinearity, multiple uncertainties and the like, and the design of the controller has certain challenges. The traditional longitudinal stabilization control adopts the separation of a pitching channel and a heaving channel, and the gain scheduling proportional-differential control is designed for stabilization, but the control method needs a large amount of time for off-line parameter debugging, the robustness is weak, and the stabilization effect is general. On the other hand, although the fuzzy control and robust control improve the rolling reduction robust performance of the multi-hull vessel, the fuzzy control and robust control have the defects of over conservative controller design, poor adaptive capacity, limited application range, complex design and the like, and are difficult to apply to engineering. At present, no research is available in China on the integration of feedback control law and adaptive online compensation to improve the adaptivity, stability and the like of the anti-rolling control.
Disclosure of Invention
According to the defects and shortcomings of the prior art, the invention provides a simplified robust adaptive pitching reduction control method for a multi-hull vessel, which can improve the adaptivity and stability of pitching reduction control by combining a feedback control law and adaptive online compensation, thereby improving the stability of the multi-hull vessel.
The technical scheme adopted by the invention is as follows:
a simplified robust adaptive pitching reduction control method for a multi-hull vessel comprises the following steps:
step 1, establishing a coupled motion model of heave and pitch of a multi-hull ship, and converting the model into a state space form;
step 2, decomposing the coupled motion model of heave and pitch of the multi-hull vessel into a decoupled heave motion model and a decoupled pitch motion model;
step 3, aiming at the decoupled heave motion model and pitch motion model, respectively designing an extended state observer for estimating the motion state and the coupling term of the multi-hull vessel;
step 4, respectively solving basic control quantities of the heave motion model and the pitch motion model by adopting a proportional-differential control method;
and 5, combining the steps, synthesizing the basic control quantity of the multi-hull ship and the estimated coupling term to obtain a virtual control quantity, and distributing the virtual control quantity to the attack angle of the T-shaped wing and the wave pressing plate.
Further, the coupled motion model of the heaving and pitching of the multi-hull vessel in the step 1 is as follows:
Figure BDA0001806427350000021
Figure BDA0001806427350000022
wherein m is the mass of the multihull vessel; i is55Is the moment of inertia of the multihull vessel about the y-axis; a is33、a55Additional mass and additional moment of inertia for the multihull vessel; b33、b55The damping coefficient of the system; c. C33、c55Is the coefficient of restitution force of the system; a is35、a53、b35、b53、c35、c53Coupling term coefficient of force and moment; x is the number of3、x5Respectively representing heave displacement and pitch angle;
Figure BDA0001806427350000023
respectively representing the heave velocity and the pitch angular velocity;
Figure BDA0001806427350000024
respectively representing heave acceleration and pitch angular acceleration; fT-foil、MT-foilRespectively representing the lift force and the lifting moment of the T-shaped hydrofoil; fflap、MflapRespectively representing the force and moment provided by the press corrugated plate; fwave、MwaveRespectively representing the disturbance force and the moment of the sea waves;
the coupled kinematics model of heave and pitch is transformed by an equivalent mathematical transformation into the following state space form:
Figure BDA0001806427350000025
wherein, the matrix
Figure BDA0001806427350000026
Matrix array
Figure BDA0001806427350000027
Matrix array
Figure BDA0001806427350000028
As defined in the above formula
Figure BDA0001806427350000029
Further, the heave motion model is represented as:
Figure BDA0001806427350000031
wherein x is1＝x3，x1Which is indicative of the displacement of the heave,
Figure BDA0001806427350000032
x2representing heave velocity, the amount of pitch coupled to the heave channel as an uncertainty of the heave channel, i.e.
Figure BDA0001806427350000033
Input force F ═ FT-foil+Fflap，FT-foilRespectively representing the lift of a T-shaped hydrofoil, FflapRespectively representing the force provided by the press plates, FwaveRespectively represent the disturbance force of the sea waves,
Figure BDA0001806427350000034
is the gain value.
The pitch motion model is represented as:
Figure BDA0001806427350000035
wherein x is11Representing pitch angle, x22Denotes pitch angular velocity, and x11＝x5,
Figure BDA0001806427350000036
The amount of heave coupled to the pitch channel motion is used as uncertainty of the pitch channel, i.e. uncertainty
Figure BDA0001806427350000037
Input moment M ═ MT-foil+Mflap，MT-foilRespectively representing T-shaped hydrofoil lifting moment, MflapRespectively representing the moment provided by the press plates, MwaveRespectively represent the disturbance moment of the sea waves,
Figure BDA0001806427350000038
is the gain value.
Further, the following extended state observer is designed for the heave motion model:
Figure BDA0001806427350000039
parameter βiBy adopting the configuration method based on the bandwidth, the following conditions are met:
[β1,β2,β3]＝[ω0α1,ω0 2α2,ω0 3α3]；
wherein, βiFor adjusting the parameters, i is 1, 2, 3, ω0Selecting a gain coefficient α corresponding to the bandwidth of the heave channel extended state observeri＝3！/i！×(3-i)！,i＝1,2,3，e1Is the system state x1With the estimated state z of the observer1Error of (2), z1、z2Is the system state x1、x2Corresponding observer estimated state, z3Is an estimate of the lumped interference of the system, i.e. z1→x1，z2→x2，z3→x3＝f2Error g1i(e1)＝e1，i＝1、2、3；
Figure BDA0001806427350000041
Respectively being estimated states z1、z2、z3First derivative of b1For the gain value, U, corresponding to the heave channel1Designing the virtual control quantity for the heave channel;
designing the following extended state observer aiming at the model of the pitching motion:
Figure BDA0001806427350000042
parameter βiiBy adopting the configuration method based on the bandwidth, the following conditions are met:
[β11,β22,β33]＝[ω1α1,ω1 2α2,ω1 3α3]
wherein, βiiFor adjusting the parameters, i is 1, 2, 3, ω1Is the bandwidth corresponding to the pitch channel extended state observer, e2Is the system state x11With the estimated state z of the observer11Error of (2), z11、z22Is the system state x11,x22Estimate of z33Is an estimate of the lumped interference of the system, i.e. z11→x11，z22→x22，z33→x33＝f22Error g2i(e2)＝e2，i＝1、2、3；
Figure BDA0001806427350000043
Figure BDA0001806427350000044
Respectively being estimated states z11、z22、z33B is the gain value corresponding to the pitch channel, U2Designing the obtained virtual control quantity for the pitching channel;
further, the ratio term kp of the heave motion model is obtained1And a derivative term kd1The method comprises the following steps:
the proportion term is as follows:
Figure BDA0001806427350000045
the derivative term is:
Figure BDA0001806427350000046
wherein, wnLet epsilon be damping ratio, take epsilon 0.85, m be the mass of the multihull vessel, a33As an additional mass of the multi-hulled vessel, c33Is the coefficient of restitution of the system, K1The magnitude of the force generated by the press wave plate;
the method for solving the proportional term and the differential term of the pitching motion model comprises the following steps:
further, the pitching channel is solved to obtain a proportional term kp2And a derivative term kd2The method comprises the following steps:
the proportion term is as follows:
Figure BDA0001806427350000051
the derivative term is:
Figure BDA0001806427350000052
wherein, wnTaking epsilon as a damping ratio, I as the natural frequency of the system, and taking epsilon as 0.855Is the moment of inertia of the multihull vessel about the y-axis, a55To add moment of inertia, c55Is the coefficient of restitution of the system, K2The magnitude of the moment generated by the T-shaped wing;
further, the method for obtaining the comprehensive control quantity of the virtual control law and the coupling term of the multi-hull vessel comprises the following steps:
step 5.1, combining the proportional term and the differential term of the heave motion model and the pitch motion model to respectively obtain the basic control input β of the heave motion model and the pitch motion model1、β2；
Step 5.2, two basic control input comprehensive disturbance lumped interference estimated values z obtained based on the heave and pitch motion models3And z33To determine the final virtual control quantity U of the heave motion model and the pitch motion model1、U2；
Step 5.3, according to the virtual control quantity U of the heave motion model and the pitch motion model1、U2And obtaining the comprehensive control quantity of the multi-hull ship, namely the attack angle input of the T-shaped wing and the wave pressing plate.
Further, the basic control inputs β of the heave motion model and the pitch motion model in said step 5.11、β2Expressed as: the basic control quantities of the heave channel are:
Figure BDA0001806427350000053
the basic control quantities for the pitch channel are:
Figure BDA0001806427350000054
wherein x is1For heave displacement, x2For the heave velocity, a33、a55For additional mass and additional moment of inertia of the multihull vessel, b33、b55Is the damping coefficient of the system, c33、c55The coefficient of the restoring force of the system, m is the mass of the multi-hull ship, and the heave motion model proportion term kp1And a derivative term kd1，I55Is the moment of inertia, x, of the multihull vessel about the y-axis11Pitch angle, x22Is the pitch angular velocity; scaling term kp of multi-hull ship pitching channel2And a derivative term kd2。
Further, the total virtual control amount is:
U1＝β1-z3/b1；
U2＝β2-z33/b2；
wherein, β1As a basic control input for the heave channel, β2As a basic control input for the pitch channel, z3(t)、z33(t) is the lumped disturbance estimate for the heave and pitch channels,
Figure BDA0001806427350000061
further, the method for obtaining the attack angle input of the T-shaped wing and the wave pressing plate comprises the following steps:
Figure BDA0001806427350000062
Figure BDA0001806427350000063
Figure BDA0001806427350000064
wherein, α1Angle of attack for pressed plates, α2Angle of attack, f, for T-shaped wingflapForce generated for pressing the corrugated board, fT-foilForce generated by the T-shaped wing, rho is sea water density, A is T-shaped hydrofoil area, CLIs the coefficient of lift of the hydrofoil, V is the velocity of the fluid relative to the hydrofoil, CL1Is the lift coefficient of the press wave plate, S is the effective area of the press wave plate, lflap、lT-foilRespectively is the arm of force of pressing unrestrained board and T type wing.
The invention has the beneficial effects that: the method realizes the robust adaptive stabilization control of heave and pitch stabilization of the multi-hull vessel and improves the comfort of the multi-hull vessel by the feedback stabilization of a decoupled proportional-differential control law and the online feedforward compensation of the adaptive extended observer.
In the invention, the designed observable states of the feedback control law and the feedforward compensation are a pitch angle, an angular velocity, a heave height and a heave speed, the synthesized total control quantity is calculated into an attack angle of the T-shaped wing and the wave pressing plate, and the change of the heave height and the pitch angle of the multi-hull ship is controlled through the force and the moment generated by the attack angle. By adopting the control algorithm, the control law is simple and reliable, the programming is easy, the engineering is easy to realize, and the heaving and swaying of the multi-hull ship are reduced by 20-35%, and the pitching and swaying are reduced by 40-50%.
Drawings
FIG. 1 is a control schematic of a multi-hulled vessel;
FIG. 2 is a heave displacement and observer estimation value of a multi-hull vessel under the action of a controller under the interference of sea waves and a state quantity curve without the action of the controller;
FIG. 3 is a heave velocity and observer estimation value of a multi-hull vessel under the action of sea wave after a controller is added and a state quantity curve without the action of the controller;
FIG. 4 is a curve of a pitch angle and an observer estimation value of a multi-hull vessel under the action of sea waves after a controller is added and a state quantity without the action of the controller;
FIG. 5 is a curve of the pitch angular velocity and observer estimation value of a multihull vessel under the action of sea wave disturbance with the addition of a controller and state quantities without the addition of the controller.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
The method adopts a simplified feedforward and feedback composite control method to robustly pitch and roll the multi-hull vessel, the control principle is shown in figure 1, and a pitch and roll control system is designed by taking the multi-hull vessel as an object. The control system comprises a DSP controller, a navigation device, an execution structure T-shaped wing and a wave pressing plate. The navigation device comprises a gyroscope and a vertical accelerometer which are arranged near the center of a hull of the multi-hull ship and used for measuring the posture and the position of the multi-hull ship, wherein the pitch angle is obtained through the measurement of the gyroscope, the pitch acceleration is obtained through accurate digital differentiation, the heave speed is obtained through the integration of the accelerometer, and the heave height is obtained through the twice integration of the accelerometer. The DSP controller obtains the heave angle and the pitch angle of the multi-hull vessel through a navigation device, compares the obtained values with expected values, calculates control input according to a pre-designed control strategy and on-line compensation, and distributes the control input to the T-shaped wing and the wave pressing plate actuating mechanism; the execution structure executes the control command to swing the attack angle, control the motion attitude of the multi-hull vessel and perform stabilization. The controller adopts a control structure based on the combination of proportional-differential control and an extended state observer, the controlled observation state is a pitch angle, an angular velocity, a heave height and a heave rate, the synthesized virtual control quantity is calculated into the attack angle of a T-shaped wing and a wave pressing plate, and the change of the heave height and the pitch angle of the multi-hull vessel is controlled through the force and the moment generated by the attack angle.
The specific process of the invention is as follows:
step 1, establishing a coupled motion model of heave and pitch of the multi-hull vessel:
Figure BDA0001806427350000071
Figure BDA0001806427350000072
wherein m is the mass of the multihull vessel; i is55Is the moment of inertia of the multihull vessel about the y-axis; a is33、a55Additional mass and additional moment of inertia for the multihull vessel; b33、b55The damping coefficient of the system; c. C33、c55Is the coefficient of restitution force of the system; a is35、a53、b35、b53、c35、c53Coupling term coefficient of force and moment; x is the number of3、x5Respectively representing heave displacement and pitch angle;
Figure BDA0001806427350000073
respectively representing the heave velocity and the pitch angular velocity;
Figure BDA0001806427350000074
respectively representing heave acceleration and pitch angular acceleration; fT-foil、MT-foilRespectively representing the lift force and the lifting moment of the T-shaped hydrofoil; fflap、MflapRespectively representing the force and moment provided by the press corrugated plate; fwave、MwaveRepresenting wave disturbance forces and moments, respectively.
Through equivalent mathematical transformation, the coupled kinematic model of heave and pitch is converted into the following state space form through equivalent mathematical transformation:
Figure BDA0001806427350000081
wherein the content of the first and second substances,
Figure BDA0001806427350000082
as defined in the above formula (3)
Figure BDA0001806427350000083
Step 2, decomposing the coupled motion model of heave and pitch of the multi-hull vessel into a decoupled heave motion model and a decoupled pitch motion model;
the heave motion model is represented as:
Figure BDA0001806427350000084
wherein x is1Representing heave displacement, x2Represents the heave velocity, and x1＝x3，
Figure BDA0001806427350000085
The amount of pitch coupled to the heave channel being an uncertainty of the heave channel, i.e.
Figure BDA0001806427350000086
Input F ═ FT-foil+FflapT-foil stands for T-shaped wing, flap stands for press wave plate,
Figure BDA0001806427350000087
is the gain value.
The pitch motion model is represented as:
Figure BDA0001806427350000088
wherein x is11Representing pitch angle, x22Denotes pitch angular velocity, and x11＝x5,
Figure BDA0001806427350000089
The amount of heave coupled to the pitch channel motion is used as uncertainty of the pitch channel, i.e. uncertainty
Figure BDA00018064273500000810
Inputting M ═ MT-foil+MflapT-foil stands for T-shaped wing, flap stands for press wave plate,
Figure BDA0001806427350000091
is the gain value.
Step 3, aiming at the decoupled heave motion model and pitch motion model, respectively designing an extended state observer for estimating the motion state and the coupling term of the multi-hull vessel; the method comprises the following specific steps:
the following extended state observer is designed for the heave motion model:
Figure BDA0001806427350000092
parameter βiBy adopting the configuration method based on the bandwidth, the following conditions are met:
[β1,β2,β3]＝[ω0α1,ω0 2α2,ω0 3α3]； (7)
wherein, βiFor adjusting the parameters, i is 1, 2, 3, ω0Selecting a gain coefficient α corresponding to the bandwidth of the heave channel extended state observeri＝3！/i！×(3-i)！,i＝1,2,3，e1Is the system state x1With the estimated state z of the observer1Error of (2), z1、z2Is the system state x1、x2Corresponding observer estimated state, z3Is an estimate of the lumped interference of the system, i.e. z1→x1，z2→x2，z3→x3＝f2，g1i(e1)＝e1，i＝1、2、3；
Figure BDA0001806427350000093
Respectively being estimated states z1、z2、z3First derivative of b1For the gain value, U, corresponding to the heave channel1The obtained virtual control quantity is designed for the heave channel.
Designing the following extended state observer aiming at the model of the pitching motion:
Figure BDA0001806427350000094
parameter βiiBy adopting the configuration method based on the bandwidth, the following conditions are met:
[β11,β22,β33]＝[ω1α1,ω1 2α2,ω1 3α3](9)
wherein, βiiFor adjusting the parameters, i is 1, 2, 3, ω1Is the bandwidth corresponding to the pitch channel extended state observer, e2Is the system state x11With the estimated state z of the observer11Error of (2), z11、z22Is the system state x11,x22Estimate of z33Is an estimate of the lumped interference of the system, i.e. z11→x11，z22→x22，z33→x33＝f22，g2i(e2)＝e2，i＝1、2、3；
Figure BDA0001806427350000095
Figure BDA0001806427350000101
Respectively being estimated states z11、z22、z33B is the gain value corresponding to the pitch channel, U2And designing the obtained virtual control quantity for the pitching channel.
Step 4, respectively solving basic control quantities of the heave motion model and the pitch motion model by adopting a proportional-differential control method; the method comprises the following specific steps:
in a multi-hull ship heave motion model, a proportional term kp in a control law1Can be determined by the system natural frequency wnFound and the natural frequency of the multihull vessel is known, so the proportional term kp1The values of (A) are:
Figure BDA0001806427350000102
derivative term kd1The value is determined by the system natural frequency wnAnd damping ratio ε, so the derivative term kd1The values of (A) are:
Figure BDA0001806427350000103
wherein, wnLet epsilon be damping ratio, take epsilon 0.85, m be the mass of the multihull vessel, a33As an additional mass of the multi-hulled vessel, c33To be the coefficient of restitution of the system, K1The magnitude of the force generated for pressing the corrugated board.
Obtaining the proportional term kp in the pitching motion model by referring to the solution of the proportional term and the differential term in the heave motion model2And a derivative term kd2：
The proportion term is as follows:
Figure BDA0001806427350000104
the derivative term is:
Figure BDA0001806427350000105
wherein, wnTaking epsilon as a damping ratio, I as the natural frequency of the system, and taking epsilon as 0.855Is the moment of inertia of the multihull vessel about the y-axis, a55To add moment of inertia, c55Is the coefficient of restitution of the system, K2The magnitude of the moment generated by the T-shaped wing;
and 5, combining the steps, synthesizing the basic control quantity of the multi-hull ship and the estimated coupling term to obtain a virtual control quantity, and distributing the virtual control quantity to the attack angle of the T-shaped wing and the wave pressing plate.
Step 5.1, combining the proportional term and the differential term of the heave motion model and the pitch motion model to respectively obtain the basic control input β of the heave motion model and the pitch motion model1、β2；
The basic control quantities of the heave channel are:
Figure BDA0001806427350000111
the basic control quantities for the pitch channel are:
Figure BDA0001806427350000112
wherein x is1For heave displacement, x2For the heave velocity, a33、a55For additional mass and additional moment of inertia of the multihull vessel, b33、b55Is the damping coefficient of the system, c33、c55The coefficient of the restoring force of the system, m is the mass of the multi-hull ship, and the heave motion model proportion term kp1And a derivative term kd1，I55Is the moment of inertia, x, of the multihull vessel about the y-axis11Pitch angle, x22Is the pitch angular velocity; scaling term kp of multi-hull ship pitching channel2And a derivative term kd2。
Step 5.2, two basic control input comprehensive disturbance lumped interference estimated values z obtained based on the heave and pitch motion models3And z33To determine the final virtual control quantity U of the heave motion model and the pitch motion model1、U2；
U1＝β1-z3/b1； (16)
U2＝β2-z33/b2； (17)
Wherein, β1As a basic control input for the heave channel, β2As a basic control input for the pitch channel, z3(t)、z33(t) is the lumped disturbance estimate for the heave and pitch channels,
Figure BDA0001806427350000113
step 5.3, according to the virtual control quantity U of the heave motion model and the pitch motion model1、U2And obtaining the comprehensive control quantity of the multi-hull ship, namely the attack angle input of the T-shaped wing and the wave pressing plate.
Figure BDA0001806427350000114
Figure BDA0001806427350000115
Figure BDA0001806427350000116
Wherein, α1Angle of attack for pressed plates, α2Angle of attack, f, for T-shaped wingflapForce generated for pressing the corrugated board, fT-foilForce generated by the T-shaped wing, rho is sea water density, A is T-shaped hydrofoil area, CLIs the coefficient of lift of the hydrofoil, V is the velocity of the fluid relative to the hydrofoil, CL1Is the lift coefficient of the press wave plate, S is the effective area of the press wave plate, lflap、lT-foilRespectively is the arm of force of pressing unrestrained board and T type wing.
The calculation simulation and the water pool experiment show that the sea condition grade of the multihull ship with the navigational speed of 14kn, the course angle of 180 degrees and the ship body water line length of about 48.4m is 4 grades. According to the images of the relationship between heave displacement and time and the images of heave speed and time shown in the attached figures 2 and 3, it is obvious that the heave of the multi-hulled vessel is reduced by 20-35% compared with the multi-hulled vessel without a controller; with reference to fig. 4 and 5, the pitch angle and pitch angular velocity versus time images, it is evident that with the controller, the pitch of the multihull vessel is reduced by 40% -50% compared to without the controller. The stability of the system can be obviously improved, and the rolling reduction performance of the multi-hull ship is improved. Besides, the observer can well estimate the state of the system. The invention is equally applicable to other multihull vessel controls.
The above embodiments are only used for illustrating the design idea and features of the present invention, and the purpose of the present invention is to enable those skilled in the art to understand the content of the present invention and implement the present invention accordingly, and the protection scope of the present invention is not limited to the above embodiments. Therefore, all equivalent changes and modifications made in accordance with the principles and concepts disclosed herein are intended to be included within the scope of the present invention.

Claims (8)

1. A simplified robust adaptive pitch reduction control method for a multihull vessel is characterized by comprising the following steps:
step 1, establishing a coupled motion model of heave and pitch of a multi-hull ship, and converting the model into a state space form;
step 2, decomposing the coupled motion model of heave and pitch of the multi-hull vessel into a decoupled heave motion model and a decoupled pitch motion model;
step 3, aiming at the decoupled heave motion model and pitch motion model, respectively designing an extended state observer for estimating the motion state and the coupling term of the multi-hull vessel; in the step 3, the following extended state observer is designed for the heave motion model:
Figure FDA0002437251100000011
parameter βiBy adopting the configuration method based on the bandwidth, the following conditions are met:
[β1,β2,β3]＝[ω0α1,ω0 2α2,ω0 3α3]；
wherein, βiFor adjusting the parameters, i is 1, 2, 3, ω0Selecting a gain coefficient α corresponding to the bandwidth of the heave channel extended state observeri＝3！/i！×(3-i)！,i＝1,2,3，x1Representing heave displacement, x2Represents the heave velocity, e1Is x1With the estimated state z of the observer1Error of (2), z1、z2Is x1、x2Corresponding observer estimated state, z3Is an estimate of the lumped interference of the system, i.e. z1→x1，z2→x2，z3→x3＝f2，
Figure FDA0002437251100000012
f2The amount of motion coupled to the heave channel for pitch and roll is used as an uncertainty for the heave channel, m being the mass of the multihull vessel; a is33Is an additional mass of the multi-hulled vessel; a is35、b35、c35Coupling term coefficient of force and moment; x is the number of11Represents the pitch angle; x is the number of22Representing pitch angular velocity, FwaveRepresenting the disturbance force of sea waves; error g1i(e1)＝e1，i＝1、2、3；
Figure FDA0002437251100000013
Respectively being estimated states z1、z2、z3First derivative of b1For the gain value, U, corresponding to the heave channel1Designing the virtual control quantity for the heave channel;
designing the following extended state observer aiming at the model of the pitching motion:
Figure FDA0002437251100000021
parameter βiiBy adopting the configuration method based on the bandwidth, the following conditions are met:
[β11,β22,β33]＝[ω1α1,ω1 2α2,ω1 3α3]；
wherein, βiiFor adjusting the parameters, i is 1, 2, 3, ω1Is the bandwidth, x, corresponding to the pitch channel extended state observer11Representing pitch angle, x22Representing pitch angular velocity, e2Is x11With the estimated state z of the observer11Error of (2), z11、z22Is x11、x22Estimate of z33Is an estimate of the lumped interference of the system, i.e. z11→x11，z22→x22，z33→x33＝f22，
Figure FDA0002437251100000022
f22An amount of motion coupled to the pitch channel for heave as an uncertainty for the pitch channel; i is55Is the moment of inertia of the multihull vessel about the y-axis, a55Additional mass and additional moment of inertia for the multihull vessel; a is53、b53、c53Coupling term coefficient of force and moment; mwaveRepresenting the wave moment; error g2i(e2)＝e2，i＝1、2、3；
Figure FDA0002437251100000026
Figure FDA0002437251100000025
Respectively being estimated states z11、z22、z33B is the gain value corresponding to the pitch channel, U2Designing the obtained virtual control quantity for the pitching channel;
step 4, respectively solving basic control quantities of the heave motion model and the pitch motion model by adopting a proportional-differential control method;
and 5, combining the steps, synthesizing the basic control quantity of the multi-hull ship and the estimated coupling term to obtain a virtual control quantity, and distributing the virtual control quantity to the attack angle of the T-shaped wing and the wave pressing plate.
2. The simplified robust adaptive pitch reduction control method for a multihull vessel according to claim 1, wherein the coupled motion model of the multihull vessel heave and pitch in step 1 is:
Figure FDA0002437251100000023
Figure FDA0002437251100000024
wherein the content of the first and second substances,m is the mass of the multihull vessel; i is55Is the moment of inertia of the multihull vessel about the y-axis; a is33、a55Additional mass and additional moment of inertia for the multihull vessel; b33、b55The damping coefficient of the system; c. C33、c55Is the coefficient of restitution force of the system; a is35、a53、b35、b53、c35、c53Coupling term coefficient of force and moment; x is the number of3、x5Respectively representing heave displacement and pitch angle;
Figure FDA0002437251100000031
respectively representing the heave velocity and the pitch angular velocity;
Figure FDA0002437251100000032
respectively representing heave acceleration and pitch angular acceleration;
Figure FDA00024372511000000312
respectively representing the lift force and the lifting moment of the T-shaped hydrofoil; fflap、MflapRespectively representing the force and moment provided by the press corrugated plate; fwave、MwaveRepresenting wave disturbance forces and moments, respectively.
3. The simplified robust adaptive pitch reduction control method for a multihulled vessel as claimed in claim 2, wherein in step 1, the state space form of the coupled kinematics model for heave and pitch is:
Figure FDA0002437251100000033
wherein the content of the first and second substances,
Figure FDA0002437251100000034
4. the simplified robust adaptive pitch reduction control method for a multihull vessel according to claim 2, wherein in step 2, the heave motion model is expressed as:
Figure FDA0002437251100000035
wherein x is1＝x3，x1Which is indicative of the displacement of the heave,
Figure FDA00024372511000000311
x2representing heave velocity, the amount of pitch coupled to the heave channel as an uncertainty, i.e. uncertainty, of the heave channel
Figure FDA0002437251100000036
Input force F ═ FT-foil+Fflap，
Figure FDA0002437251100000037
Is the gain value;
the pitch motion model is represented as:
Figure FDA0002437251100000038
wherein x is11＝x5，x11The pitch angle is shown to be a function of,
Figure FDA00024372511000000310
x22represents pitch angular velocity; the amount of heave coupled to the pitch channel motion is used as uncertainty of the pitch channel, i.e. uncertainty
Figure FDA0002437251100000039
Input moment M ═ MT-foil+Mflap，
Figure FDA0002437251100000041
Is the gain value.
5. The simplified robust adaptive pitch reduction control method for a multihull vessel according to claim 1, wherein the basic control quantities in step 4 are:
heave motion model scale term kp1And a derivative term kd1Comprises the following steps:
Figure FDA0002437251100000042
Figure FDA0002437251100000043
wherein, wnLet epsilon be damping ratio, take epsilon 0.85, m be the mass of the multihull vessel, a33As an additional mass of the multi-hulled vessel, b33Is the damping coefficient of the system, c33To be the coefficient of restitution of the system, K1The magnitude of the force generated by the press wave plate;
scaling term kp for pitching channel2And a derivative term kd2The method comprises the following steps:
Figure FDA0002437251100000044
Figure FDA0002437251100000045
wherein, wnTaking epsilon as a damping ratio, I as the natural frequency of the system, and taking epsilon as 0.855Is the moment of inertia of the multihull vessel about the y-axis, a55To add moment of inertia, b55Is the damping coefficient of the system, c55Is the coefficient of restitution of the system, K2The magnitude of the moment generated for the T-shaped wing.
6. The simplified robust adaptive pitch reduction control method for a multihull vessel according to claim 1, wherein the procedure of step 5 is:
step 5.1, combining the heave motion model and the pitch motionThe proportional term and the differential term of the motion model respectively obtain basic control quantities β of the heave motion model and the pitch motion model1、β2；
Step 5.2, two basic control quantity comprehensive lumped interference estimated values z obtained based on the heave and pitch motion models3And z33To determine the final virtual control quantity U of the heave motion model and the pitch motion model1、U2；
Step 5.3, according to the virtual control quantity U of the heave motion model and the pitch motion model1、U2And obtaining the comprehensive control quantity of the multi-hull ship, namely the attack angle input of the T-shaped wing and the wave pressing plate.
7. The simplified robust adaptive pitch reduction control method for a multihull vessel according to claim 6, wherein the basic control quantities β of the heave motion model and the pitch motion model in step 5.1 are1、β2Expressed as: the basic control quantities of the heave channel are:
Figure FDA0002437251100000051
the basic control quantities for the pitch channel are:
Figure FDA0002437251100000052
wherein x is1For heave displacement, x2For the heave velocity, a33、a55For additional mass and additional moment of inertia of the multihull vessel, b33、b55Is the damping coefficient of the system, c33、c55The coefficient of the restoring force of the system, m is the mass of the multi-hull ship, and the heave motion model proportion term kp1And a derivative term kd1，I55Is the moment of inertia, x, of the multihull vessel about the y-axis11Pitch angle, x22Is the pitch angular velocity; scaling term kp of multi-hull ship pitching channel2And a derivative term kd2。
8. The simplified robust adaptive pitch reduction control method for a multihull vessel according to claim 6, wherein the virtual control quantity is:
U1＝β1-z3/b1；
U2＝β2-z33/b2；
wherein, β1A basic control quantity for the heave channel, β2Is a basic control quantity of the pitch channel, z3、z33As a lumped interference estimate for the heave and pitch channels,
Figure FDA0002437251100000053
m is the mass of the multi-hull vessel, a33Is an additional mass of the multi-hulled vessel.
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