CN112198872B

CN112198872B - Multi-navigation-state speed stabilization control method and device for ships and boats

Info

Publication number: CN112198872B
Application number: CN202010916615.4A
Authority: CN
Inventors: 邹雪松; 王根宝; 杨春利
Original assignee: Zhuhai Yunzhou Intelligence Technology Ltd
Current assignee: Zhuhai Yunzhou Intelligence Technology Ltd
Priority date: 2020-09-03
Filing date: 2020-09-03
Publication date: 2021-10-01
Anticipated expiration: 2040-09-03
Also published as: CN112198872A

Abstract

The application is suitable for the technical field of boat control, and provides a multi-navigation-state speed stabilization control method and a multi-navigation-state speed stabilization control device for boats, wherein the method comprises the following steps: acquiring the current expected speed of a boat; determining a target curve from a plurality of resistance-speed curves based on the expected speed, wherein the plurality of resistance-speed curves are obtained by learning controllable parameters of a plurality of resistance-increasing and resistance-reducing accessories, and in the target curve, the expected speed belongs to an approximate linear controllable interval in the target curve; determining target parameter combinations of various resistance-increasing and resistance-reducing accessories according to the target curve; according to the target parameter combination, the controllable parameters of various resistance-increasing and resistance-reducing accessories are adjusted to realize the resistance parameters of a target curve so as to control the expected speed to be positioned in an approximate linear controllable interval of the target curve; acquiring the current speed of the boat in real time, and calculating the speed deviation between the current speed and the expected speed; and on an approximate linear controllable interval of the target curve, adjusting the target thrust according to the speed deviation to realize the closed-loop control of the expected speed.

Description

Multi-navigation-state speed stabilization control method and device for ships and boats

Technical Field

The application belongs to the technical field of boat control, and particularly relates to a multi-navigation-state speed stabilization control method and device for a boat.

Background

Often, a boat needs to maintain its cruise at a certain desired speed value while performing tasks such as mapping or tracking interception, i.e. the boat has a need for a steady speed control of the desired cruise speed. The existing motion control technology mainly carries out track control from course deviation and through position deviation control, so that the speed control of the boat is realized. However, when the boat is in the transition state, it is difficult to stably control the speed in the speed range of the transition state due to the small curvature or the non-linear curvature of the resistance-speed curve.

Disclosure of Invention

In view of this, the embodiment of the present application provides a multi-navigational-state speed stabilization control method and device for a boat, so as to solve the problem in the prior art that it is difficult to implement speed control in a transitional navigational state.

A first aspect of an embodiment of the present application provides a multi-navigational-state speed stabilization control method for a boat, which is applied to a boat equipped with multiple resistance-increasing and resistance-reducing accessories, and the method includes:

acquiring the current expected speed of the boat;

determining a target curve from a plurality of preset resistance-speed curves based on the expected speed, wherein the resistance-speed curves are obtained by learning controllable parameters of the resistance-increasing and resistance-reducing accessories, and in the target curve, the expected speed belongs to an approximate linear controllable interval in the target curve;

determining target parameter combinations of the multiple resistance-increasing and resistance-reducing accessories according to the target curves;

according to the target parameter combination, the controllable parameters of the resistance increasing and reducing accessories are adjusted to realize the resistance parameters of the target curve, so that the expected speed is controlled to be positioned in an approximate linear controllable interval of the target curve;

acquiring the current speed of the boat in real time, and calculating the speed deviation between the current speed and the expected speed; and on an approximate linear controllable interval of the target curve, adjusting the target thrust according to the speed deviation to realize the closed-loop control of the expected speed.

A second aspect of the embodiments of the present application provides a multi-navigational-state speed stabilization control device for a boat, which includes the boat itself, and a plurality of resistance-increasing and resistance-reducing accessory systems, a speed stabilization control system, an automatic navigation guidance control system, a power system and a sensor system installed on the boat; wherein:

the speed stabilizing control system is used for acquiring the current expected speed of the boat; determining a target curve from a plurality of preset resistance-speed curves based on the expected speed; determining target parameter combinations of the multiple resistance-increasing and resistance-reducing accessories according to the target curves; the multiple resistance-speed curves are obtained by learning the controllable parameters of the multiple resistance-increasing and resistance-reducing accessories, and in the target curve, the expected speed belongs to an approximate linear controllable interval in the target curve;

the resistance-increasing and resistance-reducing accessory system is used for adjusting the controllable parameters of the various resistance-increasing and resistance-reducing accessories according to the target parameter combination to realize the resistance parameters of the target curve so as to control the expected speed to be positioned in an approximate linear controllable interval of the target curve;

and the automatic navigation guidance control system is used for realizing the speed stabilization control of the expected speed by adopting a closed-loop motion control algorithm on the approximate linear controllable interval according to the speed deviation input and the adjustment output of the thrust.

A third aspect of the embodiments of the present application provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, where the processor, when executing the computer program, implements the multi-cruise speed stabilization control method for a boat according to the foregoing first aspect.

A fourth aspect of embodiments of the present application provides a computer-readable storage medium, which stores a computer program, which when executed by a processor, implements the multi-cruise speed stabilization control method for a boat according to the first aspect.

A fifth aspect of embodiments of the present application provides a computer program product, which, when running on a terminal device, causes the terminal device to execute the multi-state speed stabilization control method for a boat according to the first aspect.

Compared with the prior art, the embodiment of the application has the following advantages:

according to the embodiment of the application, the current expected speed of the boat is obtained, and the target curve can be determined from various preset resistance-speed curves on the basis of the expected speed. In the target curve, the expected speed belongs to the linear speed interval in the target curve, so that target parameter combinations of various resistance-increasing and resistance-reducing accessories can be determined according to the target curve, the controllable parameters of the various resistance-increasing and resistance-reducing accessories can be adjusted according to the target parameter combinations, and the expected speed can be controlled to be located in the approximate linear controllable interval of the target curve. By adopting the method, the speed stabilization control of the boat in the transitional navigation state can be realized.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings used in the embodiments or the description of the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the application, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.

Fig. 1 is a schematic view of a multi-state speed stabilization control system of a boat according to an embodiment of the present application;

FIG. 2 is a schematic diagram of a multi-state cruise control system of another boat provided in an embodiment of the present application;

fig. 3 is a schematic flowchart illustrating steps of a multi-state speed stabilization control method for a boat according to an embodiment of the present application;

FIG. 4 is a schematic diagram of decomposition and reconstruction of a guidance track or a resistance curve by using a wavelet filtering algorithm according to an embodiment of the present application;

FIG. 5 is a schematic diagram of a periodic speed stabilization control by variable thrust according to an embodiment of the present disclosure;

fig. 6 is a schematic diagram of a terminal device according to an embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. However, it will be apparent to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

For ease of understanding, a description will first be given of the knowledge relating to multi-state cruise control of a boat.

1) The high-speed boat has an unstable speed interval in a transition navigation state.

The multi-navigation state refers to a boat (especially a high-speed boat), and the navigation process of the multi-navigation state is divided into three navigation states, namely a drainage navigation state, a transition navigation state (a semi-drainage semi-sliding state) and a sliding state. Under the conditions of a drainage sailing state and a sliding state, the speed of the boat is approximately linearly controllable, the speed of a transition sailing state is nonlinear, great instability is achieved, and the speed is difficult to stably control. The reason is analyzed as follows.

Defining:

volume Froude velocity parameter

Longitudinal drag X_H＝X(u)+X_vvv²+X_vrvr+X_rrr²。

Straight flight resistance X (u) ═ X_|u|u|u|u。

Coefficient of hydrodynamic force

Wherein upsilon is_sIn order to obtain the speed of the ship,

the displacement of the ship body is shown as g, the gravity acceleration, the water density rho, the velocity component u on the X axis of a ship coordinate system, the velocity component v on the Y axis and the turning angle velocity r. C_r＝C_w+C_pvThe residual drag coefficient and Δ C are the roughness sticking coefficient. Displacement of water from ship body

Length of ship L_bWidth of ship B, tail draft d_AFirst draught d_FAverage draught d_m。

Wet area of hull

Coefficient of wet area C_sVolume of water to be drained of ship

Water line length L_wl. Taking the wet area coefficient C of Groot_sThe wet area S was calculated as 2.75.

A regression estimation formula:

wet area calculation formula for general civil ship in Holland waroning ship pool

The coefficient of friction resistance can be calculated by the Sanghai formula

The friction resistance coefficient can also be calculated by a formula provided by the international ship model test water tank conference (ITTC)

Wherein the Reynolds number

Upsilon is the kinematic viscosity coefficient of water, L_wlIs a water line, upsilon_sIs the velocity.

Wave-making resistance coefficient

C and D are constants, and lambda is wave-making wavelength.

Wherein, wave making length is mL_bThe wave making length is determined by that the wave making length is proportional to the square of wave speed (namely ship speed) according to the deep water mid-plane wave making theory

Calculating the viscous pressure coefficient from the Bapamier approximation formula

Wherein A is_mIs the cross-sectional area, L, of the vessel_rThe length of the hull afterbody, also called the length of the flow-off section, should satisfy

In conclusion, the direct navigation resistance calculation formula is as follows:

it can be seen that the drag is related to the head-to-tail draft difference, average draft, length of the vessel (water line length), width of the vessel, speed, where the stick pressure drag is related to the cross sectional area (draft and width), length of the hull aft body. Hydrodynamic force can change head-to-tail draft difference (trim angle), average draft (lift), cross-sectional area (trim and lift comprehensively change beam width and draft), and influence of speed is added, so that the coefficient of straight flight resistance, namely the curvature of a resistance-speed curve, is changed.

Resistance R of ship body_t＝R_f+R_w+R_pv. Low-speed ship

The wave-making resistance component is less, the friction resistance is about 70-80%, and the viscous pressure resistance accounts for 10%; high-speed ship

The wave resistance is increased to 40-50%, the friction resistance is 50%, and the viscous pressure resistance is only about 5%.

And (3) drainage navigation state: when in use

At this time, the navigational speed is low, and the proportion of the fluid power is very small. The ship body is basically supported by static buoyancy, the ship body has small change between the navigation state and the static buoyancy, the resistance problem can be considered to be irrelevant to the navigation state, and therefore the longitudinal resistance X_H＝X_uuu²Hydrodynamic coefficient of (X)_uuMainly influenced by a frictional resistance of about 80%, C_fAnd velocity v_sIs inversely proportional to the logarithm of 2.6, so that the longitudinal drag and longitudinal velocity are approximately linearly proportional, and the curvature of the curve is relatively large. The speed of this flight state is easily controlled by the engine or motor speed.

Transition flight state: when in use

When the ship is in a water-drainage sailing state, the hydrodynamic force is increased and the water drainage volume of the ship is reduced. The drag characteristics of various vessels in this speed range are closely related to the attitude. Taking into account hydrodynamic coefficients

Coefficient of hydrodynamic force X_uuProportional to the wet area S. Coefficient of friction resistance C of 50%_fAnd velocity v_sIs inversely proportional to the logarithm of 2.6. Wave-making resistance coefficient C accounting for 40% -50%_wAnd velocity v_SProportional to the power of 4. 5% of the viscous pressure coefficient C_pvAnd is inversely related to the wet area S of the flight state, i.e., is directly proportional to the speed. Thus, in this transitional flight state, as the speed increases, the wet area caused by the flight state decreases, and the coefficient of friction resistance C_fReducing wave-making resistance coefficient C_wIncreasing the resistance to a peak resistance value (hump peak value), greatly reducing the first section Cf and the wet area S, and the rear section C_wThe increase in the total drag coefficient is a process of decreasing and then increasing the total drag coefficient as the speed increases. Considering the proportional relation of the square of the speed in the resistance formula, the resistance-speed curve in the transition flight state is complex, a curve with relatively gentle curvature appears, and the shape of a hump may exist. Thus, in the transition flight state, it is difficult to achieve the control target of the desired speed by controlling the power output.

A sliding state: when in use

When the speed of the ship is high, the draft of the bow and the stern of the ship is greatly changed, and the whole ship body is supported to the water surface to carry out 'planing' to advance, the ship in the sailing state is called a planing boat. When the planing boat is in a planing stage, the static buoyancy is small, and the boat body is almost completelySupported by the fluid dynamics N. In the sliding state, the wet area change caused by the navigation state is small along with the increase of the speed, and the friction resistance coefficient C accounts for 50 percent_fAs a velocity v_s2.6 times of logarithm of (A) is reduced, and the wave-making resistance coefficient C accounts for 40% -50%_wAs a velocity v_sIs increased to the 4 th power, so that the longitudinal resistance X is increased_H＝X_uuu²The resistance of the ship is mainly the change of wave-making resistance, the approximately proportional relation is increased, the curvature of the curve is relatively large, and the speed of the ship state is easily controlled by the rotating speed of an engine or a motor.

2) A particular boat work task requires a steady speed control of the desired speed.

As previously mentioned, boats have the need for speed stabilization control of a desired speed of flight when performing tasks such as mapping or tracking interception. For example, in civil surveying and mapping, surveying and surveying tasks, a boat needs to maintain a certain suitable speed so that a measuring instrument such as a sonar does not affect a measurement result due to a change in speed. When a boat needs to approach, track, intercept other boats while underway, it also needs to keep underway at a desired speed for the purpose of keeping in motion while avoiding the risk of collision. When the boats are navigating in a formation, the maintenance of the formation requires each boat to stably navigate at the desired speed. When carrying weapon system to carry out firepower launching task, the boat also needs to be kept at a certain navigational speed, so as to ensure the success of launching task. In addition, when the ships and the boats execute actions such as obstacle avoidance and risk avoidance, according to the dynamic programming result, if the ship routes can be controlled at the expected speed, the track tracking function meeting the time and space constraint conditions is easily realized. Therefore, with the application of boats to the task of higher-precision sailing requirement, speed stabilization control of high-speed boats is very necessary.

3) The prior art does not solve the problem of speed stabilization control of the ships in the transitional navigation state.

The traditional boat navigation motion control is realized by course control and track control.

The course control comprises course keeping and course changing, linear or non-linear control algorithm is adopted, and the output of the rudder angle is usedAnd controlling to realize. The control rudder angle delta phi of the motion controller is f (delta phi, r), and the input data comprises heading error delta phi which is phi_rψ and yaw rate r.

The flight path control scheme can be divided into two types, direct control (i.e. integrated control) and indirect control (i.e. separated control). The flight path control is realized by controlling rudder angle output delta f (delta psi, r, eta), and the input data comprises heading error delta psi_rPsi and heading speed r, and track deviation information η.

And the direct track control is to directly correlate the rudder angle with the track deviation, eliminate the track deviation by directly controlling the rudder angle and further control the ship in a specified track zone. The track direct control compares the position information of the boat measured by the satellite navigation GNSS with the set track, calculates the deviation of the boat from the planned track at the moment, and then uses the calculated track deviation as the input data of the controller, and the track controller calculates a rudder angle instruction according to the deviation value, thereby realizing the control of the boat track. The direct track control can comprehensively consider the actually coupled variables of position, direction and speed, and has excellent control performance and high control precision.

The indirect track control is to decompose the track control into a track control loop, a course control loop and a rudder angle control loop, and to convert the track control problem into the course control problem. The track guidance ring adopts a guidance algorithm, and an expected course value psi is calculated through a ship position error eta (k)_r(k) And (4) giving a heading control loop. The course control loop adopts a control algorithm according to the actual course psi (k) and the expected course value psi_r(k) Pass heading deviation delta psi (k) ═ psi_r(k) Calculating the corresponding rudder angle delta by psi (k)_r(k) And (4) feeding a rudder angle control ring. The rudder angle control loop drives the steering engine by adopting a feedback control algorithm to enable the rudder angle detection value delta (k) and the rudder order delta_r(k) Keeping consistent and finishing track control.

Therefore, the existing track control is realized by position error and heading error, and the problem of stable control of the speed is basically not considered.

For the motion control technique using the cruise control, the velocity deviation Δ v (k) is equal to v_r-v is transfusionData input, engine speed desired value output n_r(k) The method of (1).

Speed control by establishing n_rThe constant speed control is realized by an algorithm for calculating the desired rotation speed by directly using the deviation between the desired speed and the actual speed.

Equation of motion:

wherein, mu, v and r are respectively a longitudinal velocity, a transverse velocity and a heading angular velocity. X_H,X_P,X_RRespectively the hydrodynamic force of the fluid viscosity on the X axis, the propeller thrust and the hydrodynamic force on the rudder. Y is_H,Y_P,Y_RRespectively the hydrodynamic force of fluid viscosity on the Y axis, the propeller thrust and the hydrodynamic force on the rudder.

X_p＝Tcosδ

Y_p＝Tsinδ

Tailo formula

Formula of hankschel

Wherein T is propeller thrust, ρ is water density, and D_pIs the diameter of the propeller, k_TIs the thrust coefficient, J is the advance coefficient, V_AFor acceleration, n is the rotational speed, ω_pIs a wake coefficient, C_bIs a square coefficient, C_pAre diamond shaped coefficients.

The cruise control algorithm controls the cruise mu by directly controlling the rotating speed n of the engine or the motor.

In the transitional flight state, as the speed increases, the wet area S caused by the flight state decreases, and the friction resistance coefficient C_fReducing wave-making resistance coefficient C_wAnd (4) increasing. Curvature K_nIs first followed by S and C_fDecrease rapidly, after reaching a minimum, then with C_wA rapid rise process. This results in two types of poorly controlled resistance-velocity curves: there is a hump shaped curve and there is a gentle slope climbing shaped curve.

For curves with hump shape, when breaking through the resistance peak of starting to slip, the same power output is maintained and even the output of the power system is reduced, S and C_fThe reduction of (b) will also interact with the increase in speed, so that the speed continues to rise, which is more evident on planing boats and hydrofoils with better skidding performance.

The curve of the gentle slope climbing shape exists, the minimum granularity increase and decrease of the power can cause a relatively large speed increase and decrease, and the speed stability control of fine granularity cannot be realized.

Thus, K is in the transition flight state_nWhen the value becomes unstable with the change of the speed, the expectation is calculated by directly using the speedThe algorithm of the rotation speed is not reliable.

4) The technical scheme that this application provided can solve the ships and light boats steady speed control problem of transition attitude.

Speed-speed curvature inspection

It is mainly subjected to wet area S and frictional resistance coefficient C_fWave-making resistance coefficient C_wCoefficient of viscous pressure resistance C_pvThe influence of head-to-tail draft and average draft, these parameters are in inverse or direct proportion to the power function of speed.

Different boat types can achieve different characteristic drag-speed curves. For high-speed boats, such as planing boats and hydrofoils, if the resistance coefficient is increased by adopting underwater hydrofoils with a certain attack angle, the wet area is increased, so that the drainage dynamic curvature curve similar to that of a drainage type boat or a round bilge boat can be realized in a low-medium speed region, and the speed stabilization control is realized. For low-speed ships, such as displacement ships and ships with round bilges, if the resistance coefficient is reduced and the wet area is reduced through the matching of the horizontal wings and the flow baffles, the sliding state curvature curve similar to that of a planing ship can be realized in a high-medium speed area, so that the speed stabilization control is realized.

Drag reduction accessories such as spoilers, wave plates, hydrofoils and the like can be adopted to realize different drag-speed curves. For high-speed boats such as planing boats and the like, the curvature and the unstable speed range of the transitional navigation state can be changed through the anti-drag accessories. After the resistance reducing accessory is adopted for reducing resistance, the speed value of the drainage sailing state corresponding to the resistance peak value is not changed greatly when the drainage sailing state is converted into the transition state, only the resistance is reduced, but the speed value of the transition sailing state is converted into the sliding state, namely the speed value for starting the steady-state sliding is changed greatly, namely the speed value can be obtained, and the speed value for starting the steady-state sliding after the resistance reduction is much smaller than the speed value for starting the non-resistance reduction steady-state sliding. In other words, after drag reduction, the speed interval of the transition flight state is compressed to be smaller, and the speed interval of the steady-state sliding is improved.

For a high-speed boat, the stable interval of low and medium navigational speeds can be enlarged by increasing resistance, and the stable interval of medium and high navigational speeds can be enlarged by reducing resistance, and the comprehensive use of the two methods can realize the stable control of the whole low, medium and high navigational speeds. Therefore, the feasible technical scheme for changing the resistance-speed curvature and the unstable navigational speed interval of the transitional navigational state provided by the embodiment of the application comprises the following steps:

a. the wet area and the resistance coefficient can be increased by utilizing accessories such as underwater side hydrofoils and the like, so that the technical scheme of resistance-speed curvature is improved;

b. the technical scheme that the drag coefficient can be reduced by using accessories such as spoilers, wave pressing plates, horizontal wings and the like, so that the drag-speed curvature is reduced.

Based on above-mentioned technical scheme, in order to satisfy the demand of the accurate speed control of specific task to boats and ships especially unmanned ship, to the unstable transition speed interval problem when the semi-drainage semi-planing navigation attitude that high-speed boats and ships such as planing boat exist, the core that has proposed the embodiment of this application conceives to lie in: the transition navigational speed interval is changed based on the resistance-increasing and resistance-reducing accessories, the real-time expected speed stability control of the high-speed ships such as the planing ships is realized, and the periodic expected speed stability control of the high-speed ships such as the planing ships is realized based on the variable thrust control based on the wavelet filtering algorithm.

In summary, the conventional speed stabilizing control method is realized by controlling the power output change, and the control method cannot solve the speed stabilizing control problem in the unstable speed range in the transient state. In the prior art, a fixed, adjustable and automatically-adjusted resistance reducing device is adopted, and aims to reduce resistance, improve rapidity and improve stability, namely the reduction of the pitch angle amplitude is realized through the resistance reducing device, so that a ship keeps a relatively stable sailing posture, and the sailing efficiency of the ship is improved by reducing the resistance and the energy consumption. This is different from the effect and algorithm of the solution provided in the embodiments of the present application, which aims at stable control of a certain desired speed. In addition, compared with the prior art, the embodiment of the application also provides the design and application of the resistance-increasing accessories and the design and application of a plurality of resistance-reducing accessories.

Exemplarily, referring to fig. 1 and 2, a schematic diagram of a multi-state speed stabilization control device for a planing boat provided by an embodiment of the present application is shown, where the control device includes a plurality of systems, that is: resistance-increasing and resistance-reducing accessory systems, speed-stabilizing control systems, automatic navigation guidance control systems, power systems, sensor systems, and the planing boat and the ship.

1. Resistance-increasing and resistance-reducing accessory system

The resistance-increasing and resistance-reducing accessory system consists of one or more combined resistance-increasing and resistance-reducing execution mechanisms of resistance-reducing accessories such as hydrofoils, spoilers, wave pressing plates and the like, a resistance adjusting control module and a resistance adjusting device effect evaluation module.

The drag-increasing and drag-reducing executing mechanism formed by the drag-increasing and drag-reducing accessories is adjusted and controlled by the drag adjustment control module, and the attack angle and the horizontal displacement of the hydrofoil, the depth of the spoiler and the length and the angle of the wave pressing plate can be adjusted according to instructions, so that different coupled drag-reducing effects are realized, and the control effects of complete maximum drag, no drag reduction, maximum drag-reducing proportion and different drag-increasing and drag-reducing proportions in the middle can be realized.

The resistance adjustment control module automatically generates optimal resistance-increasing and resistance-reducing accessory combination parameter output according to the control requirement of the expected navigational speed of automatic navigation guidance control, the optimal parameter of the speed stabilization control module and the optimal parameter of the effect evaluation of the resistance-increasing and resistance-reducing device, sends different resistance-reducing instruction outputs to the resistance-increasing and resistance-reducing executing mechanism, realizes the feedback control of the resistance-increasing and resistance-reducing executing mechanism by utilizing the feedback of the sensor, realizes the change of the resistance coefficient of the ship, and further realizes the unstable speed space of the transition navigational state.

The resistance adjusting device effect evaluation module can dynamically estimate and update the optimal configuration parameters and the weight parameters of the resistance reduction of each resistance-increasing and resistance-reducing device on line according to different combined resistance-increasing and resistance-reducing input and actual resistance-reducing effects of each resistance-increasing and resistance-reducing device. The resistance-increasing and resistance-reducing device effect evaluation module calculates the resistance-increasing and resistance-reducing response speed and response proportion of different resistance-reducing accessories, converts the resistance-increasing and resistance-reducing response speed and response proportion into the optimal configuration parameters and weight parameters of each resistance-increasing and resistance-reducing device, and uses the optimal configuration parameters and weight parameters as the decision basis of the automatic resistance-increasing and resistance-reducing device adjustment control module, so that the automatic resistance-increasing and resistance-reducing device adjustment control module can implement the fastest and most effective control.

2. Speed stabilizing control system

The speed stabilizing control system consists of a speed stabilizing control module (resistance curve decision) and a speed stabilizing identification module (resistance curve learning identification).

And the stable speed identification module is used for estimating a resistance-speed curve and an unstable speed interval of the transition flight state through a curve fitting algorithm according to the current and historical power output-speed data. And fitting and evaluating the speed-resistance curves of the ship under different resistance reducing conditions under different combined control output quantity conditions of resistance increasing and reducing devices of different combinations by using different resistance increasing and reducing control output data to obtain a resistance curve set under the intervention of the resistance increasing and reducing devices and a corresponding unstable speed interval set.

And the speed stabilizing control module judges the interval range of the navigational speed in different resistance curves according to the navigational speed output of the automatic navigation guidance control system, and selects an optimal navigational speed-resistance curve through a decision algorithm, so that the expected speed required to be stably controlled is far away from the unstable navigational speed interval range of the transitional navigational state in the navigational speed-resistance curve, and the expected speed belongs to the approximately linear speed interval range of the drainage state or the gliding state, thereby realizing the stable control target of the specific expected navigational speed.

3. Automatic navigation guidance control system

The automatic navigation guidance control system is composed of a navigation planning module, a track optimization guidance module and a motion control module, and achieves the automatic driving function of the ship. Planning an airway in real time according to the environment, the task and the sensor data; determining a guidance track and a guidance law according to the air route, the task target and the boat performance; and calculating command output of motion control such as trajectory tracking or stabilization control and the like according to the guidance command and the control model, and sending speed and course commands of the motion control to a propulsion system and a speed stabilization control system, so that automatic navigation and automatic task execution of the boat are realized.

4. Power system

And the power system consists of a rudder system and a propulsion system. The rudder system realizes the steering function of the boat, and the propulsion system realizes the advancing function of the boat.

5. Sensor system

The sensor system includes a satellite navigation system (GNSS), an inertial navigation system (IMU), and the like. The satellite navigation system can acquire navigation position and speed data of the boat; the inertial navigation system can acquire data of course, rolling angle, pitch angle, angular velocity, acceleration and the like of the ship. And the sensor data is used as the input of an automatic navigation guidance control system, a speed stabilizing control system and a resistance reducing control system.

6. Ship with a detachable cover

The ship is a high-speed ship entity, all the subsystems are installed on the ship, the resistance-increasing and resistance-reducing accessory system, the speed-stabilizing control system, the automatic navigation guidance control system and the power system act on the ship, and the state information of the ship is measured and acquired by a sensor.

The technical solution of the present application will be described below by way of specific examples.

Referring to fig. 3, a schematic flow chart illustrating steps of a multi-cruise speed stabilization control method for a boat according to an embodiment of the present application is shown, where the method may be applied to a boat equipped with multiple drag-increasing and drag-reducing accessories, and the method may specifically include the following steps:

s301, acquiring the current expected speed of the boat.

In the present embodiment, the current desired speed of the boat may refer to the sailing speed of the boat to be achieved, and the desired speed may be the speed in any sailing state. Such as a draining voyage state, a planing state, or a transitional voyage state.

Generally, for a drainage sailing state or a gliding state, a control target of a desired speed can be achieved by controlling power output; and for the transitional navigation state, the speed stabilization control of the boat is difficult to realize through the mode. Therefore, the embodiment of the application is mainly used for speed stabilization control in the transition navigation state.

It should be noted that the speed stabilizing control method described in the embodiment of the present application can be applied to the boat with the multi-navigational-state speed stabilizing control device in the foregoing embodiment. Namely, the method is suitable for ships and boats provided with the resistance-increasing and resistance-reducing accessory system, the speed-stabilizing control system, the automatic navigation guidance control system, the power system and the sensor system in the embodiment. The ship can be any type of ship or naval ship, and the embodiment of the application is not limited to this.

S302, determining a target curve from a plurality of preset resistance-speed curves based on the expected speed, wherein the resistance-speed curves are obtained by learning the controllable parameters of the resistance-increasing and resistance-reducing accessories, and in the target curve, the expected speed belongs to an approximate linear controllable interval in the target curve.

In the embodiment of the application, for any type of boat, a plurality of resistance-increasing and resistance-reducing accessories can be installed on the boat, and then the controllable parameters of the resistance-increasing and resistance-reducing accessories under different configuration conditions are learned to obtain a plurality of resistance-speed curves, so that the speed stabilization control of the boat in a transition navigation state can be realized according to the learned resistance-speed curves.

In embodiments of the present application, the plurality of drag enhancing and reduction accessories may include hydrofoils, spoilers, and/or breakwaters. The hydrofoils can achieve drag increasing or reducing effects, and the spoiler and the wave pressing plate can achieve drag reducing effects.

In the specific implementation, the controllable parameters of various resistance-increasing and resistance-reducing accessories are learned to obtain various resistance-speed curves, and the method can be carried out according to the following steps:

firstly, combining a plurality of resistance-increasing and resistance-reducing accessories to obtain a plurality of resistance-increasing and resistance-reducing accessory combinations, wherein each resistance-increasing and resistance-reducing accessory combination comprises at least one of the plurality of resistance-increasing and resistance-reducing accessories, and each resistance-increasing and resistance-reducing accessory is respectively provided with a plurality of controllable parameters. Illustratively, each drag-enhancing drag-reducing accessory combination may include one or more of a hydrofoil drag-enhancing accessory, a hydrofoil drag-reducing accessory, a spoiler drag-reducing accessory, and/or a surfboard drag-reducing accessory.

And then, respectively testing the speed value data corresponding to each resistance-increasing and resistance-reducing accessory combination under the condition of multiple thrusts by adjusting the controllable parameters of each resistance-increasing and resistance-reducing accessory. For each resistance-increasing and resistance-reducing accessory combination, a thrust can be given, and speed value data corresponding to the resistance-increasing and resistance-reducing accessory combination can be tested under the condition of different controllable parameters; and then, by changing the thrust and repeating the steps, speed value data corresponding to each resistance-increasing and resistance-reducing accessory combination under the condition of various propulsion power values are obtained. The controllable parameters of the hydrofoil drag-increasing accessory can comprise the extending angle and the extending length of the hydrofoil, the controllable parameters of the hydrofoil drag-reducing accessory can comprise the attack angle and the horizontal displacement of the hydrofoil, the controllable parameters of the spoiler drag-reducing accessory can comprise the depth of the spoiler, and the controllable parameters of the wave-pressing plate drag-reducing accessory can comprise the length and the angle of the wave-pressing plate.

For the speed value data and the thrust obtained by testing, the resistance data corresponding to each resistance-increasing and resistance-reducing accessory combination can be calculated according to the speed value data and the corresponding thrust, so that various resistance-speed curves can be obtained by fitting based on the speed value data and the resistance data.

In the embodiment of the present application, the resistance-speed curve may be fitted by using a proper curve fitting algorithm according to actual needs, such as a Bezier curve algorithm, a B-spline curve algorithm, a conic curve fitting algorithm, a wavelet multi-scale function fitting algorithm, and the like, which is not limited in the embodiment of the present application.

The method can be applied to the speed stabilizing control process of the transitional navigational state for various resistance-speed curves obtained by learning. In the actual steady speed control, a target curve, which may be an optimal curve matching the desired speed, may be determined from the above-described plurality of resistance-speed curves based on the desired speed.

In a specific implementation, an unstable speed interval set in a transition navigation state corresponding to each resistance-increasing and resistance-reducing accessory combination can be determined according to each resistance-speed curve, wherein the unstable speed interval set comprises an unstable speed interval upper bound and an unstable speed interval lower bound; then, according to the desired speed and the magnitude relation of the upper limit of the unstable speed interval and the lower limit of the unstable speed interval, a target curve is determined from the various resistance-speed curves, so that the desired speed required to be stably controlled is far away from the unstable speed interval range of the transition state in the resistance-speed curve and belongs to the approximately linear speed interval range of the drainage state or the gliding state.

S303, determining target parameter combinations of the multiple drag-increasing and drag-reducing accessories according to the target curves.

Because the target curve is the optimal curve which meets the desired speed required to be stably controlled, the resistance-increasing and resistance-reducing accessory combination corresponding to the target curve can be regarded as the optimal target combination for realizing the desired speed, and the parameters corresponding to the target combination are the target parameters capable of realizing the speed stabilizing control.

In the embodiment of the application, firstly, a target thrust and a target resistance corresponding to a desired speed in a target curve can be determined for the desired speed; and then determining a target combination from the multiple resistance-increasing and resistance-reducing accessory combinations according to the target thrust and the target resistance, wherein the controllable parameters of each resistance-increasing and resistance-reducing accessory in the target combination form a target parameter combination of the target combination.

S304, according to the target parameter combination, the controllable parameters of the resistance increasing and reducing accessories are adjusted to realize the resistance parameters of the target curve, so that the expected speed is controlled to be located in an approximate linear controllable interval of the target curve.

In the embodiment of the application, after the optimal resistance-increasing and resistance-reducing accessory combination and the parameters thereof are determined, the resistance parameters of the target curve can be realized by adjusting the controllable parameters of various resistance-increasing and resistance-reducing accessories to be the parameters in the target parameter combination, so that the control expected speed can be positioned in the approximately linear controllable interval of the target curve, and the speed stabilization control of the boat in the transitional navigation state is realized.

In the embodiment of the application, after the controllable parameters of various resistance-increasing and resistance-reducing accessories are adjusted according to the target parameter combination, the current speed of the boat can be acquired in real time, and the speed deviation between the current speed and the expected speed is calculated; so as to adjust the target thrust based on the speed deviation and the target profile to maintain the boat at the desired speed again to achieve closed loop control of the desired speed.

S305, on the approximate linear controllable resistance-speed interval, a closed-loop motion control algorithm is adopted, and the speed stabilization control of the expected speed is realized according to speed deviation input and adjustment output of the thrust. In the embodiment of the application, for the resistance-speed curves obtained by learning in advance, if all the resistance-speed curves are searched, the navigation speed cannot be realized by changing and matching the resistance-increasing and the resistance-reducing to a certain target curve, and the navigation speed of the boat can be periodically controlled by adopting a variable thrust algorithm according to various resistance-speed curves.

In a specific implementation, according to a resistance-speed curve, the sailing speed of the boat is controlled through the output of the periodic variable thrust force so as to realize a motion control target which approaches to a desired speed within a control time period, and the control method can be carried out as follows:

firstly, after a guidance track output by an automatic navigation guidance control system is obtained, a preset wavelet decomposition algorithm can be adopted to decompose the guidance track so as to filter a high-frequency part in the guidance track and meet a control frequency constraint condition of a power system; then, fitting the frequency-filtered part in the guidance track by adopting a preset wavelet reconstruction algorithm to generate a controllable expected speed sequence of the power system; determining a first curve from the multiple resistance-speed curves according to the controllable expected speed sequence, wherein the first curve is the curve with the highest matching degree with the expected speed sequence in the multiple resistance-speed curves; and decomposing the first curve by using a wavelet algorithm, and filtering wavelet components with too low amplitude in the first curve according to the minimum granularity of the control amplitude of the rotating speed of the engine. Fitting the part of the first curve after amplitude filtering to obtain a second curve; calculating an available rotating speed-speed sequence corresponding to the controllable expected speed sequence according to the corresponding relation between the resistance and the speed, the corresponding relation between the resistance and the thrust and the corresponding relation between the thrust and the rotating speed in the second curve; and generating an expected rotating speed sequence by adopting an optimal combination algorithm according to the rotating speed-speed sequence, so that under the action of the sequence of the expected rotating speed in a control period, the average speed is close to the expected speed, and the total rotating speed adjustment variable quantity in the control period is the minimum optimal control target.

As shown in fig. 4, the method is a schematic diagram of decomposing and reconstructing a guidance track or a resistance curve by using a wavelet filtering algorithm.

In the embodiment of the application, the thrust of the boat can be controlled according to the expected rotating speed sequence so as to periodically control the sailing speed of the boat, and therefore the purpose of stably controlling the specific sailing speed of the boat in a guidance time period is achieved.

It should be noted that, the sequence numbers of the steps in the foregoing embodiments do not mean the execution sequence, and the execution sequence of each process should be determined by the function and the inherent logic of the process, and should not constitute any limitation on the implementation process of the embodiments of the present application.

For convenience of understanding, the multi-state speed stabilization control method for the boat provided by the embodiment of the present application is described below with reference to specific examples. The method may comprise the steps of:

step one, mounting a speed stabilizing control device.

A multi-navigation-state speed stabilizing control device is arranged on the high-speed boat. The apparatus comprises a plurality of systems, namely: the system comprises a resistance-increasing and resistance-reducing accessory system, a speed-stabilizing control system, an automatic navigation guidance control system, a power system, a sensor system and a high-speed boat and ship. The resistance-increasing and resistance-reducing accessory system consists of a resistance-increasing and resistance-reducing executing mechanism, a resistance adjusting control module and a resistance adjusting device effect evaluation module, wherein the resistance-increasing and resistance-reducing executing mechanism is formed by one or more combinations of resistance-increasing and resistance-reducing accessories such as hydrofoils, spoilers, wave pressing plates and the like. For a specific description of the multi-navigation-state speed stabilization control device, reference may be made to the detailed description in the foregoing embodiments, which is not repeated herein.

Step two, controlling learning identification at a stable speed.

The speed stabilizing control learning identification function can obtain resistance-speed curves under different resistance increasing and reducing accessory configuration conditions through learning, the input of the learning process is historical and real-time power output-speed measurement data, and the output is a resistance-speed curve set F ═ F_i＝<P_c,i,f_i>I belongs to N, and corresponding transient unstable attitudeSet of constant speed intervals V { [ V { ]_lower,i,v_upper,i]|i∈N}。

The specific steps of the speed-stabilizing control learning identification are as follows:

1) the system sets different test thrusts according to the configured resistance-increasing and resistance-reducing accessory combination and the controllable parameter combination of each resistance-increasing and resistance-reducing accessory. The resistance-increasing and resistance-reducing accessory combination comprises one or more combinations of resistance-increasing and resistance-reducing accessories such as hydrofoils, spoilers, corrugated boards and the like. The controllable parameters of the hydrofoil resistance-increasing accessory comprise the extension angle and the extension length of the hydrofoil; the controllable parameters of the hydrofoil drag reduction accessory comprise the attack angle and the horizontal displacement of the hydrofoil; the controllable parameters of the spoiler drag reduction accessory include a depth of the spoiler. The controllable parameters of the press plates comprise the length and the angle of the press plates. The combination of resistance-increasing and resistance-reducing combination parameter is set as { P_c,i＝<A_θ,i,A_l,i,B_h,i,C_θ,i,C_l,i>I belongs to N, wherein A_θ,iFor hydrofoil drag-increasing drag-reducing angle of attack parameter, A_l,iFor the hydrofoil resistance-increasing extension length or resistance-reducing horizontal displacement parameter, B_h,iAs a spoiler drag reduction depth parameter, C_θ,iFor the resistance-reducing angle parameter of the corrugated board, C_l,iThe length parameter of the resistance reduction of the corrugated board is shown.

2) And sending instructions to the power system according to different thrusts, then sending resistance adjustment combination instructions to the resistance-increasing and resistance-reducing accessory system in sequence, and testing the speed conditions under different resistance-increasing and resistance-reducing instruction combination conditions. Recording test Propulsion System input data n_r,kI k e N and measured velocity value data v_kAnd l k belongs to N, and the actual thrust is calculated according to the rotating speed and the speed to estimate the resistance data

3) According to data under the same power and different drag reduction effects, fitting a resistance-speed curve set F ═ F by using a system identification algorithm_i＝<P_c,i,f_i>I belongs to N, and the corresponding transient unstable speed interval set V is { V ═ V ^ N ^ I, and the corresponding set of the transient unstable speed interval of the attitude_i＝<P_c,i,v_lower,i,v_upper,i>|i∈N}。

The curve fitting algorithms may include Bezier curve algorithms, B-spline curve algorithms, conic curve fitting algorithms, wavelet multi-scale function fitting algorithms, and the like. When the conic curve fitting is adopted, the three-section fitting can be carried out according to the speed intervals of the three navigation states of the drainage navigation state, the transition navigation state and the sliding state. f. of_iThe fitted curves can be represented by Bezier curve parameters, B-spline curve parameters, conic curve parameters and wavelet multi-scale function parameters.

The method for calculating the transition flight state speed interval parameter can be expressed as follows:

wherein, ε 1 and ε 2 are hyper-parameters, which are small values, determined according to the controllable minimum granularity increment Δ n of the engine or motor, and used to determine the interval with small curve derivative or small curve slope, which is the unstable speed interval. Wherein, min (f)_i(v)>f_i(v_lower,i) Ensures that the resistance at the upper limit of the speed is larger than the hump resistance value (namely the resistance position of the lower limit speed value).

4) And calculating the resistance increasing and reducing effects of different resistance increasing and reducing combinations according to different power outputs at the same speed, and evaluating and calculating the optimal target parameter combination of the resistance increasing and reducing accessory combination according to the resistance increasing and reducing effects.

The velocity sampling sequence is { v }_iI belongs to N, and resistance-increasing and resistance-reducing effect tuple is calculated according to historical data<v_i,R_dt,i,p_c,i>|i∈N}。

Global optimum combination parameter P_c,preferThe unstable transitional navigational speed intervals are separated as much as possible, namely the intersection is minimum or no intersection exists. Wherein (v)_lower,iIs in the drag reduction combination p_c,iThe lower bound of the unstable cruise interval of the resistance-speed curve obtained under the conditions.

Optimal combination parameter P for specific drag reduction requirements_c,prefer(R_dt) So that the performance efficiency of the drag reducing accessory is highest under the required drag reducing conditions. Wherein

Is in the drag reduction combination p_c,iThe time integral of the law of change of drag reduction resistance is the drag reduction resistance result achieved.

And step three, changing a transitional navigational speed interval based on the resistance-increasing and resistance-reducing accessories, and realizing the real-time expected speed stable control of the boat.

The speed stabilizing control algorithm based on the resistance increasing and reducing accessories can have the functions as follows: the interval range of the navigational speed in different resistance-speed curves is judged according to the navigational speed output of the automatic navigation guidance control system, and the optimal resistance-speed curve is selected through a decision algorithm, so that the speed required to be stably controlled is prevented from belonging to the unstable navigational speed interval range of the resistance-speed curve as far as possible, but belongs to the approximate linear speed interval range, and the stable control target of the specific navigational speed is realized.

The speed stabilizing control algorithm based on the resistance-increasing and resistance-reducing accessories specifically comprises the following steps:

1) the automatic navigation guidance control system outputs the expected speed mu of the boat_rAnd heading psi_r。

2) The speed stabilizing control module is used for controlling the speed according to the expected speed mu_rCalculating an optimal resistance-velocity curve f_i：

3) According to F_i＝<P_c,i,f_i>Corresponding P_c,i＝<A_θ,i,A_l,i,B_h,i,C_θ,i,C_l,i>And sending the target parameter combination of the resistance-increasing and resistance-reducing accessory combination to a resistance-increasing and resistance-reducing accessory system, automatically adjusting a control module, and adjusting the controllable parameters of each resistance-increasing and resistance-reducing accessory to the parameters.

4) The automatic adjusting control module of the resistance-increasing and resistance-reducing accessory system is according to P_c,iResistance-increasing drag-reduction is performed so that the desired speed mu_rWorking on a more easily controlled resistance-speed curve.

5) An automatic navigation guidance control system adjusts the output n of the power system according to the resistance-speed curve and the speed deviation of the feedback control_rTo thereby achieve a desired velocity μ_rClosed loop stability control.

And step four, realizing the periodic expected speed stability control of the ships based on the wavelet filtering algorithm.

The speed stabilizing control algorithm principle of variable thrust control can be realized by searching all resistance curves according to the navigational speed output of the automatic navigation guidance control system and by a method of changing the resistance curves by resistance increasing and resistance reducing if the navigational speed is judged, so that the periodic expected speed control can be realized by adopting the variable thrust algorithm.

First, the guidance track may be decomposed using a wavelet decomposition algorithm, the high frequency portion of the guidance track is filtered according to the engine control frequency, and a desired velocity sequence is generated using a wavelet reconstruction algorithm. Then, according to the expected speed value sequence, selecting a relatively optimal resistance curve, fitting an unstable speed interval in an unstable resistance-speed curve by using a wavelet function, and according to the minimum granularity of the control amplitude of the engine, decomposing and reconstructing the resistance-speed curve by using wavelet filtering to obtain a rotation speed value sequence which can be used by the engine. And finally, according to the speed value sequence and the rotating speed value sequence, the variable thrust control output of the engine is realized through an optimal combination algorithm, so that the specific speed stable control target of the boat in a guidance time period is realized.

With reference to fig. 5, the schematic diagram is provided in the embodiment of the present application, where the periodic speed stabilization control is implemented by using variable thrust, and a speed stabilization control algorithm for variable thrust control specifically includes:

1) setting Multi-resolution analysis { S_j|j∈Z}。

Scale function phi (x) sigma_kp_kφ(2x-k),S_jBy phi_jk(x)＝2^j/2φ(2^jx-k) k ∈ Z.

Wavelet function

S_jOrthogonal of (2) complement W_jComposed of { psi_jk(x)＝2^j/2ψ(2^jx-k) k ∈ Z. A cascaded orthogonal decomposition is obtained:

function f ∈ L²(R) is continuous, there is f_j∈S_jAnd f is approached.

Wherein,

2) the automatic navigation guidance control system analyzes { S) according to guidance law and multi-resolution_jI j belongs to Z }, decomposing the guidance track in a guidance time period T by using a wavelet decomposition algorithm, filtering a high-frequency part in the guidance track according to the control frequency of the engine, generating an expected speed sequence by using a wavelet reconstruction algorithm, and outputting the expected speed sequence { mu ] of the boat in a time period T_r,iAnd heading sequence psi_r,i},i∈[1,2^K]. Setting the response frequency of the regulation control of the engine speed as F_u(Hz), then select

For example, F_uT-1 second and k-4 may be set at 20 Hz.

3) The speed stabilizing control module is used for averaging the speed according to the expectation

Calculating an optimal resistance-velocity curve f_i：

For boats without drag-increasing and drag-reducing accessories, only one drag-speed curve is provided.

4) From multi-resolution analysis { S_jJ e Z, wavelet decomposing the resistance-velocity curve, such as with a Harr wavelet. Decomposing the selected resistance-speed curve by using a wavelet decomposition algorithm, filtering wavelet components with too low amplitude in the resistance-speed curve according to the minimum granularity of the control amplitude of the engine, such as delta n, and then generating a usable rotating speed-speed sequence<n_i,v_i>|i∈N}。

5) According to a desired velocity sequence mu_r,iGreat, rotation speed-speed sequence<n_i,v_i>I belongs to N, and an optimal combination algorithm is adopted to obtain an expected rotation speed sequence N_r,i}, optimization function:

6) according to the desired rotation speed sequence n_r,iAnd closed-loop control is performed on the engine or the motor to realize required power output.

7) Within a guidance time period T, the variable thrust output of the algorithm is finally realized

To achieve a stable control requirement for the desired speed over time T.

As described above, the present application provides a multi-state speed stabilization control device for a boat, which includes the boat itself, and a plurality of resistance-increasing and resistance-reducing accessory systems, a speed stabilization control system, an automatic navigation guidance control system, a power system, and a sensor system installed on the boat. The device has the advantages that the problem of unstable speed control of the boat in a transitional navigation state (a semi-drainage semi-sliding state) is solved, and the problem of stable control of high-speed boats such as a planing boat at a desired speed can be solved.

Conventional speed control is achieved by closed-loop control of the output of the powertrain (e.g., engine and transmission, motor and drive) to achieve a desired speed. However, since the planing boat has a semi-planing transition speed range in which the power output and the speed are in a non-linear curve relationship which is difficult to control, the stable control of the desired speed cannot be realized only by the control of the power system output. Therefore, the embodiment of the application provides a speed stabilization control device with the added resistance-increasing accessories and the added resistance-reducing accessories, and the resistance-increasing accessories and the resistance-reducing accessories are utilized to realize the migration of an unstable navigational speed range, so that the expected navigational speed is in a drainage state or a gliding state speed range, and the stable control target of the expected navigational speed is realized.

The resistance-increasing and resistance-reducing accessory system for speed stabilization control comprises a resistance-increasing accessory combination device, a resistance-reducing accessory combination device, a resistance adjustment control module and a resistance adjustment device effect evaluation module. The function of the resistance-increasing and resistance-reducing accessory system can be used for changing the resistance coefficient and adjusting the unstable navigational speed range. The function of the drag reduction accessories is only used for reducing resistance and improving the sailing energy efficiency ratio or used for reducing the longitudinal inclination angle and improving sailing stability.

The resistance-increasing accessory combination that this application embodiment provided comprises the side hydrofoil of installing below the hull waterline, can control according to the resistance-increasing demand and stretch out angle and length. The anti-drag accessory combination realizes the speed stabilization control of the boat by one or more combinations of anti-drag accessories such as hydrofoils, spoilers, wave pressing plates and the like. The resistance-increasing and resistance-reducing accessory has the function of changing the resistance coefficient of the ship by using the resistance-increasing and resistance-reducing accessory. Different resistance coefficients obtain different resistance-speed curves, different unstable navigational speed intervals are formed by the different resistance-speed curves, and the resistance-increasing and resistance-reducing accessory combination enables the expected navigational speed to be out of the range of the unstable navigational speed intervals, so that the stable control of the expected navigational speed is realized.

The resistance adjustment control module that this application embodiment provided includes automatic adjustment hardware and software. The function of the resistance adjustment control module is to generate an optimal configuration instruction of the resistance-increasing and resistance-reducing accessories according to the expected transition speed interval, and implement the resistance-increasing and resistance-reducing effect of the resistance-increasing and resistance-reducing accessories through closed-loop control. The device is different from an automatic resistance-reducing adjusting device in the prior art, and the execution of the resistance-reducing accessories is realized only through closed-loop control so as to realize the effects of stable posture, resistance reduction and energy conservation.

The resistance adjustment device evaluation module provided by the embodiment of the application comprises evaluation hardware and software. The function of the resistance adjusting device evaluating module is to evaluate the resistance increasing and reducing effects of different resistance increasing and reducing accessories, and is a component function which is lacked in the prior art. The resistance adjusting device evaluation module can calculate the resistance increasing and reducing response speed and response proportion of different resistance increasing and reducing accessories according to different combination configurations and actual resistance increasing and reducing effects of the resistance increasing and reducing accessories, and then dynamically estimates and updates the optimal resistance increasing and reducing configuration parameters and weight parameters of each resistance increasing and reducing accessory on line, so that the automatic resistance increasing and reducing accessory adjusting control module can implement the fastest and most effective control.

The speed stabilization control system provided by the embodiment of the application comprises a speed stabilization control module (resistance curve decision) and a speed stabilization identification module (resistance curve learning identification). The speed stabilizing control system is a control system which adopts a technical means of changing an unstable speed interval of a transitional navigational state, and is different from the prior art, and adopts a technical means of only regulating the output of a power system.

The stable speed identification module (resistance-speed curve learning identification module) provided by the embodiment of the application has the functions of estimating the resistance-speed curve of the ship through real-time power output and speed measurement and fitting by a system identification algorithm, and obtaining unstable speed interval parameters of a transition navigational state. Unlike the prior art, one is simply computing the resistance-velocity curve through hydrodynamic simulation, and the other is simply computing the resistance-velocity curve from drag test data fits.

The speed stabilizing control module provided by the embodiment of the application has the function of selecting a proper transient cruise unstable speed interval from the identified resistance-speed curve according to the input expected cruise parameter, so that the expected cruise easily realizes approximately linear control in the selected resistance-speed curve.

The embodiment of the application considers the following conditions when designing the speed stabilizing control of the planing boat based on variable thrust control:

1) there are boat situations where drag-increasing drag-reducing accessories are not installed.

2) The ship provided with the resistance-increasing and resistance-reducing accessories has the condition that the resistance-increasing and resistance-reducing accessories are invalid or have efficiency reduction.

3) The boat provided with the drag-increasing and drag-reducing accessories has a transitional speed range formed by curves with maximum resistance, no drag reduction and maximum drag reduction, and has a cross-overlapped range.

Then, the speed stabilizing control method designed according to the foregoing application cannot completely solve the speed stabilizing control problem of the boat. As shown in FIG. 4, the filtered wavelet function is used as the input of the engine to realize the variable thrust control output of the engine, and the approximation of the average speed and the expected speed can be realized through the superposition effect of the variable thrust in a period, so that the stable control effect of the periodic expected speed target is realized. Unlike the prior art, the variable thrust control is only used to reduce the risk of dolphin jumping and is not used for stable control of the desired speed.

Referring to fig. 6, a schematic diagram of a terminal device according to an embodiment of the present application is shown. As shown in fig. 6, the terminal device 600 of the present embodiment includes: a processor 610, a memory 620, and a computer program 621 stored in the memory 620 and operable on the processor 610. The processor 610, when executing the computer program 621, implements the steps in the embodiments of the multi-state speed stabilization control method for an airship, such as the steps S301 to S304 shown in fig. 3. Alternatively, the processor 610 implements the functions of the modules/units in the above embodiments when executing the computer program 621.

Illustratively, the computer program 621 may be divided into one or more modules/units, which are stored in the memory 620 and executed by the processor 610 to accomplish the present application. The one or more modules/units may be a series of computer program instruction segments capable of performing specific functions, which may be used to describe the execution process of the computer program 621 in the terminal device 600.

The terminal device 600 may include, but is not limited to, a processor 610, a memory 620. Those skilled in the art will appreciate that fig. 6 is only one example of a terminal device 600 and does not constitute a limitation of the terminal device 600 and may include more or less components than those shown, or combine certain components, or different components, for example, the terminal device 600 may also include input and output devices, network access devices, buses, etc.

The Processor 610 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The storage 620 may be an internal storage unit of the terminal device 600, such as a hard disk or a memory of the terminal device 600. The memory 620 may also be an external storage device of the terminal device 600, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and so on, provided on the terminal device 600. Further, the memory 620 may also include both an internal storage unit and an external storage device of the terminal device 600. The memory 620 is used for storing the computer program 621 and other programs and data required by the terminal device 600. The memory 620 may also be used to temporarily store data that has been output or is to be output.

The embodiment of the application also provides a multi-navigation-state speed stabilization control device of the boat, which comprises the boat, and a plurality of resistance-increasing and resistance-reducing accessory systems, speed stabilization control systems, automatic navigation guidance control systems, power systems and sensor systems which are arranged on the boat; wherein:

the automatic navigation guidance control system is used for calculating the expected speed, consists of a navigation planning module, a track optimization guidance module and a motion control module, realizes the automatic driving function of the ship, plans the air route in real time according to the environment, the tasks and the sensor data, determines the guidance track and the guidance law according to the air route, the task target and the performance of the ship, calculates the command output of motion control such as track tracking or stabilizing control according to the guidance command and the control model, and sends the speed and course command of the motion control to the speed stabilizing control system, thereby realizing the automatic navigation and the automatic execution of the tasks of the ship.

Since the multi-navigational speed stabilization control device of the boat is basically similar to the multi-navigational speed stabilization control device of the boat described in the foregoing embodiment, the relevant details can be referred to the description of the foregoing embodiment, and are not repeated herein.

The embodiment of the present application further provides a computer-readable storage medium, which stores a computer program, and the computer program, when executed by a processor, implements the multi-state speed stabilization control method for a boat according to the foregoing embodiments.

The embodiment of the present application further provides a computer program product, which when running on a terminal device, causes the terminal device to execute the multi-state speed stabilization control method for a boat according to the foregoing embodiments.

The above-mentioned embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same. Although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present application and are intended to be included within the scope of the present application.

Claims

1. A multi-navigation-state speed stabilization control method of a boat is characterized by being applied to the boat provided with a plurality of resistance-increasing and resistance-reducing accessories, and comprising the following steps:

acquiring the current expected speed of the boat;

according to the target parameter combination, the controllable parameters of the resistance increasing and reducing accessories are adjusted to realize the resistance parameters of the target curve so as to control the expected speed to be positioned in an approximate linear controllable interval of the target curve;

acquiring the current speed of the boat in real time, and calculating the speed deviation between the current speed and the expected speed;

and adjusting the target thrust according to the speed deviation in an approximately linear controllable interval of the target curve to realize the closed-loop control of the expected speed.

2. The method of claim 1, wherein the plurality of drag-velocity curves are derived by learning the controllable parameters of the plurality of drag-increasing drag-reducing accessories by:

combining the multiple resistance-increasing and resistance-reducing accessories to obtain multiple resistance-increasing and resistance-reducing accessory combinations, wherein each resistance-increasing and resistance-reducing accessory combination comprises at least one of the multiple resistance-increasing and resistance-reducing accessories, and each resistance-increasing and resistance-reducing accessory has multiple controllable parameters;

respectively testing speed value data corresponding to each resistance-increasing and resistance-reducing accessory combination under the condition of various thrusts by adjusting the controllable parameters of each resistance-increasing and resistance-reducing accessory;

calculating resistance data corresponding to each resistance-increasing and resistance-reducing accessory combination according to the speed value data and the corresponding thrust;

and fitting to obtain the various resistance-speed curves based on the speed value data and the resistance data.

3. The method of claim 2, wherein said determining a target profile from a plurality of preset resistance-velocity profiles based on said desired velocity comprises:

determining an unstable speed interval set in a transition navigation state corresponding to each resistance-increasing and resistance-reducing accessory combination according to each resistance-speed curve, wherein the unstable speed interval set comprises an unstable speed interval upper bound and an unstable speed interval lower bound;

and determining the target curve from the plurality of resistance-speed curves according to the expected speed and the size relation of the upper limit of the unstable speed interval and the lower limit of the unstable speed interval.

4. The method of claim 2 or 3, wherein said determining a target combination of parameters for said plurality of drag increasing and reducing accessories based on said target curve comprises:

determining a target thrust and a target resistance in the target curve corresponding to the desired speed for the desired speed;

and determining a target combination from the multiple resistance-increasing and resistance-reducing accessory combinations according to the target thrust and the target resistance, wherein the controllable parameters of each resistance-increasing and resistance-reducing accessory in the target combination form a target parameter combination of the target combination.

5. The method of claim 1, further comprising:

and controlling the sailing speed of the boat through the output of the periodic variable thrust according to the resistance-speed curve so as to realize a motion control target approaching the expected speed in a control time period.

6. The method of claim 5, wherein said controlling the sailing speed of the boat through the output of a periodically varying thrust force according to the resistance-speed curve to achieve a motion control objective that approximates the desired speed over a control time period comprises:

acquiring a guidance track output by an automatic navigation guidance control system, and decomposing the guidance track by adopting a preset wavelet decomposition algorithm to filter a high-frequency part in the guidance track so as to meet a control frequency constraint condition of a power system;

fitting the part after frequency filtering in the guidance track by adopting a preset wavelet reconstruction algorithm to generate a controllable expected speed sequence of the power system;

determining a first curve from the plurality of resistance-velocity curves according to the controllable desired velocity sequence, wherein the first curve is the curve which is matched with the desired velocity sequence in the plurality of resistance-velocity curves with the highest degree;

decomposing the first curve by using a wavelet algorithm, and filtering wavelet components with too low amplitude in the first curve according to the minimum granularity of the control amplitude of the rotating speed of the engine;

fitting the part of the first curve after amplitude filtering to obtain a second curve;

calculating an available rotating speed-speed sequence corresponding to the controllable expected speed sequence according to the corresponding relation of resistance and speed, the corresponding relation of resistance and thrust and the corresponding relation of thrust and rotating speed in the second curve;

according to the rotating speed-speed sequence, an optimal combination algorithm is adopted to generate an expected rotating speed sequence, so that under the action of the sequence of expected rotating speeds in a control period, the requirement that the average speed approaches the expected speed is met, and the total rotating speed adjustment variable quantity in the control period is the minimum optimal control target;

and controlling the thrust of the boat according to the expected rotating speed sequence so as to periodically control the sailing speed of the boat.

7. A multi-navigation-state speed stabilization control device of a boat is characterized by comprising the boat, a plurality of resistance-increasing and resistance-reducing accessory systems, a speed stabilization control system, an automatic navigation guidance control system, a power system and a sensor system, wherein the resistance-increasing and resistance-reducing accessory systems, the speed stabilization control system, the automatic navigation guidance control system, the power system and the sensor system are arranged on the boat;

wherein:

8. A terminal device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the method of multi-modal cruise control of a boat according to any of claims 1 to 6 when executing the computer program.

9. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out a method of multi-modal cruise control of a boat according to any one of claims 1 to 6.