CN112946566A - Tugboat maneuvering method for distinguishing left side and right side of target by tow linear array - Google Patents
Tugboat maneuvering method for distinguishing left side and right side of target by tow linear array Download PDFInfo
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S3/00—Direction-finders for determining the direction from which infrasonic, sonic, ultrasonic, or electromagnetic waves, or particle emission, not having a directional significance, are being received
- G01S3/80—Direction-finders for determining the direction from which infrasonic, sonic, ultrasonic, or electromagnetic waves, or particle emission, not having a directional significance, are being received using ultrasonic, sonic or infrasonic waves
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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
- B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
- B63B35/66—Tugs
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- G—PHYSICS
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Abstract
The invention provides a tugboat maneuvering method for distinguishing left and right sides of a target by a tugboat linear array, which comprises the following steps of establishing a tugboat optimal steering angle comparison table with discretized target initial signal-to-noise ratio and target initial azimuth as independent variables; estimating an initial signal-to-noise ratio and an initial orientation of a target in real time; and determining specific parameters of the tug maneuvering, and performing the tug maneuvering according to the parameters. The tug maneuvering method for resolving the target port and starboard by the tow line array enables the tow line array to generate distortion of a sufficient degree and avoids serious self-noise interference, so that port and starboard resolution is realized at minimum cost.
Description
Technical Field
The invention belongs to the field of underwater acoustic engineering, and particularly relates to a tugboat maneuvering method for resolving a target port and starboard by a tow line array.
Background
A single line array formed by nondirectional hydrophones has a port and starboard fuzzy phenomenon, and one solution to the phenomenon is to distort the array shape by a tug steering maneuver, use the estimated array shape as a planar array beam, and compare the output energy of the port and starboard beams, thereby judging a target and a mirror image source.
In order to obtain better port and starboard resolution performance, the array distortion degree is expected to be as large as possible, and the target signal-to-noise ratio is expected to be as high as possible. When the tug is more maneuvered, the array distortion degree is larger, but the tug deviates from the end shooting direction of the towline array by a larger extent to cause serious self-noise interference, thereby reducing the target signal-to-noise ratio; when the tug maneuvering is relatively flat, the influence of the tug noise on the target signal-to-noise ratio is relatively small, but the array distortion degree is difficult to meet the requirement. Therefore, it is necessary to select a suitable maneuver strategy to distort the towed line array to a sufficient degree and avoid the self-noise interference from being severe, so as to achieve port and starboard resolution at a minimum cost.
In view of the above, a method for maneuvering a tugboat to tow a linear array to distinguish a target port and starboard is urgently needed.
Disclosure of Invention
Therefore, the invention aims to provide a tugboat maneuvering method for resolving a target port and starboard by a tow line array.
The invention relates to a tugboat maneuvering method for resolving a target port and starboard by a tow line array, which comprises the following steps:
s1, establishing a tug optimal steering angle comparison table with discretized target initial signal-to-noise ratio and target initial azimuth as independent variables;
s2: estimating an initial signal-to-noise ratio and an initial orientation of a target in real time;
s3: and determining specific parameters of the tug maneuvering, and performing the tug maneuvering according to the parameters.
Further, the specific process of step S1 is,
s101, setting parameters for realizing the resolution of the target port and starboard, including a mirror image source inhibition ratio and inhibition time; setting a discretized target initial signal-to-noise ratio, a target initial position and a steering angle;
s102, based on the deformation condition of a towline array caused by the steering maneuver of the tug, considering the influence of the relative position of the tug and the towline array on the signal to noise ratio of the target, and traversing and calculating the time required by resolving the port and the starboard of the target under the conditions of the initial signal to noise ratio of each target, the initial azimuth of the target and the steering angle;
and S103, obtaining a tug optimal steering angle comparison table with the discretized initial signal-to-noise ratio and the target initial azimuth as independent variables according to the time calculated in the step S102 and the tug optimal steering criterion.
Further, the influence of the relative position of the tugboat and the tow line array on the target signal-to-noise ratio in the step S102 is calculated through the following formula;
SNR＝SNRorg-α·γ；
wherein SNR represents a target signal-to-noise ratio interfered by self-noise of the towing ship, and SNRorgThe initial signal-to-noise ratio of the target is shown, alpha represents an interference coefficient, and gamma represents an acute angle between a head array element-tail array element connecting line of the towing line array and a head array element-towing ship connecting line.
Further, the image rejection ratio in step S102 is calculated by the following formula,
wherein a (phi, omega) represents the direction vector of the target signal, a (-phi, omega) represents the direction vector of the reverse direction of the target signal, N represents the number of array elements, SNR represents the target signal-to-noise ratio interfered by the self-noise of the tug, H
Represents a conjugate transposed symbol;
said a (φ, ω) is calculated by the following formula,
a(φ,ω)＝[exp(jk(x1cosφ+y1sinφ)),exp(jk(x2cosφ+y2sinφ)),…,exp(jk(xNcosφ+yNsinφ))]
wherein x isN,yNRespectively representing the horizontal and vertical coordinates of the Nth array element, j represents an imaginary number unit, N represents the number of the array elements, phi represents a target bulwark angle, omega represents the signal center frequency, and k represents a wave number;
said k is calculated by the following formula,
k＝2πω/c
where c represents the speed of sound and ω represents the signal center frequency.
Further, in step S103, the optimal steering angle criterion of the tug is that, taking the discretized target initial signal-to-noise ratio and the target initial azimuth as an index, and under the condition that the resolution time is at least θ ° greater than the lower limit of the steering angle that can be achieved, the steering angle corresponding to the shortest resolution time is taken as the optimal steering angle corresponding to the index.
Further, the step S2 of calculating the initial SNR of the target specifically includes using a space spectrogram to express the ratio of the energy of the target in the direction to the noise floor as a gain form, and subtracting the matrix gain 10lgN to obtain the initial SNR of the targetorg(ii) a Wherein N represents the number of array elements.
Further, the specific process of step S3 is to determine the optimal steering angle of the tug by querying the optimal steering comparison table calculated in step S1 according to the target initial snr and the target initial azimuth estimated in step S2, and then maneuver the tug according to the optimal steering angle of the tug.
Compared with the prior art, the technical scheme of the invention has the following advantages:
the steering angle is used as the most important towing ship maneuvering factor to be analyzed, and as the towing ship maneuvering strategy can generate complex influence on the distortion degree of the towing linear array and the relative position of the towing ship and the towing linear array, the target port and starboard distinguishing effect is further influenced, traversing simulation needs to be carried out on various possible towing ship maneuvering conditions according to the target direction and the signal-to-noise ratio, so that the most appropriate maneuvering mode is selected. The power parameters of the tug boat comprise the speed, the turning radius and the turning angle, and the conventional speed is adopted because the speed is limited by various factors such as flow noise and the like; since the change of the turning radius does not affect the turning angle which makes the resolution time shortest, the conclusion obtained under a certain turning radius is also applicable to the situations of other turning radii, so that the conventional turning radius is adopted; the steering angle has a large influence on the target port and starboard resolving power, so the steering angle is used as the most important towing ship maneuvering factor to be analyzed.
To achieve port and starboard resolution at minimum cost, it is desirable to minimize the time from the tug turn to the completion of target port resolution. Because the array calculation is complex and cannot meet the real-time requirement, the optimal steering angle comparison table of the tug with the discretized target initial signal-to-noise ratio and the target initial orientation as independent variables is established off line, the tug maneuvering strategy is determined by table lookup according to the real-time estimated target initial signal-to-noise ratio and the target initial orientation in the actual detection process, and finally the port and starboard resolution is completed in the shortest time.
Drawings
FIG. 1 is a flow chart of a method provided by an embodiment of the present invention
FIG. 2 is a table of simulation data at-10 dB in an embodiment of the present invention;
FIG. 3 is a table of simulation data at-20 dB in an embodiment of the present invention;
FIG. 4 is a table of simulation data at-30 dB for an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The tugboat maneuvering method for resolving the target port and starboard by the tow line array comprises the following steps:
s1, establishing a tug optimal steering angle comparison table with discretized target initial signal-to-noise ratio and target initial azimuth as independent variables;
s2: estimating an initial signal-to-noise ratio and an initial orientation of a target in real time;
s3: and determining specific parameters of the tug maneuvering, and performing the tug maneuvering according to the parameters.
Further, the specific process of step S1 is,
s101, setting parameters for realizing the resolution of the target port and starboard, including a mirror image source inhibition ratio and inhibition time; setting a discretized target initial signal-to-noise ratio, a target initial position and a steering angle;
s102, based on the deformation condition of a towline array caused by the steering maneuver of the tug, considering the influence of the relative position of the tug and the towline array on the signal to noise ratio of the target, and traversing and calculating the time required by resolving the port and the starboard of the target under the conditions of the initial signal to noise ratio of each target, the initial azimuth of the target and the steering angle;
and S103, obtaining a tug optimal steering angle comparison table with the discretized initial signal-to-noise ratio and the target initial azimuth as independent variables according to the time calculated in the step S102 and the tug optimal steering criterion.
Further, the influence of the relative position of the tugboat and the tow line array on the target signal-to-noise ratio in the step S102 is calculated through the following formula;
SNR＝SNRorg-α·γ；
wherein SNR represents a target signal-to-noise ratio interfered by self-noise of the towing ship, and SNRorgThe initial signal-to-noise ratio of the target is shown, alpha represents an interference coefficient, and gamma represents an acute angle between a head array element-tail array element connecting line of the towing line array and a head array element-towing ship connecting line.
Further, the image rejection ratio in step S102 is calculated by the following formula,
wherein a (phi, omega) represents the direction vector of the target signal, a (-phi, omega) represents the direction vector of the reverse direction of the target signal, N represents the number of array elements, SNR represents the target signal-to-noise ratio interfered by the self-noise of the tug, H
Represents a conjugate transposed symbol;
said a (φ, ω) is calculated by the following formula,
a(φ,ω)＝[exp(jk(x1cosφ+y1sinφ)),exp(jk(x2cosφ+y2sinφ)),…,exp(jk(xNcosφ+yNsinφ))]
wherein x isN,yNRespectively representing the horizontal and vertical coordinates of the Nth array element, j represents an imaginary number unit, N represents the number of the array elements, phi represents a target bulwark angle, omega represents the signal center frequency, and k represents a wave number;
said k is calculated by the following formula,
k＝2πω/c
where c represents the speed of sound and ω represents the signal center frequency.
Further, in step S103, the optimal steering angle criterion of the tug is that, taking the discretized target initial signal-to-noise ratio and the target initial azimuth as an index, and under the condition that the resolution time is at least θ ° greater than the lower limit of the steering angle that can be achieved, the steering angle corresponding to the shortest resolution time is taken as the optimal steering angle corresponding to the index.
Further, the step S2 of calculating the initial SNR of the target specifically includes using a space spectrogram to express the ratio of the energy of the target in the direction to the noise floor as a gain form, and subtracting the matrix gain 10lgN to obtain the initial SNR of the targetorgAnd N is the number of array elements.
Further, the specific process of step S3 is to determine the optimal steering angle of the tug by querying the optimal steering comparison table calculated in step S1 according to the target initial snr and the target initial azimuth estimated in step S2, and then maneuver the tug according to the optimal steering angle of the tug.
Specifically, an index for achieving the target port and starboard resolution is set, and it is considered that the target port and starboard resolution can be achieved when the mirror source suppression ratio is 1dB or more for at least 100 seconds.
And setting the discretized target initial signal-to-noise ratio, the target initial position and the steering angle. Setting the target initial signal-to-noise ratio to be-10 dB, -20dB and-30 dB, setting the target initial azimuth to be a value with an interval of 10 degrees in an interval of 30 degrees to 150 degrees, and setting the steering angle to be a value with an interval of 10 degrees in an interval of 10 degrees to 60 degrees.
And traversing and calculating the time required by resolving the target side by side under the conditions of initial signal-to-noise ratio of each target, initial azimuth of each target and steering angle by using the array parameters shown in the table 1.
TABLE 1 array parameters table
For the initial SNR of-10 dB, -20dB, -30dB, the time needed to finish the target side resolution is shown in FIGS. 2-4.
The blank parts in fig. 2 to 4 indicate that port and starboard cannot be resolved by using the lattice distortion under the conditions of corresponding input signal-to-noise ratio, target initial orientation and turning angle. The turning angle corresponding to the leftmost non-blank cell in each row is the lower limit of the turning angle for port and starboard resolution under the conditions of corresponding signal-to-noise ratio and target initial orientation. The grey part of the table indicates the minimum resolving time for a certain target signal-to-noise ratio and initial orientation.
And then establishing an optimal steering angle criterion of the tug, taking the discretized target initial signal-to-noise ratio and the target initial azimuth as indexes, selecting the steering angle corresponding to the shortest resolution time as the optimal steering angle corresponding to the indexes according to the resolution time calculated in the figures 2-4 under the condition that the resolution time is at least 5 degrees greater than the lower limit of the steering angle capable of realizing resolution, and selecting a smaller steering angle if the resolution times of a plurality of steering angles are consistent.
For example, for the case where the target snr is-30 dB and the initial azimuth is 30 degrees, as can be seen from the calculation results shown in the first row of fig. 4, the lower limit of the steering angle at which resolution can be achieved is 40 degrees, and the steering angles at which the resolution time is shortest under the condition that the lower limit of the steering angle is at least 5 degrees greater than the lower limit of the steering angle are 45 degrees, 50 degrees, and 55 degrees, and from these, the one with the smallest steering angle is selected as the optimal steering angle in this case, and the optimal steering angle can be 45 degrees.
Under the optimal steering angle criterion, the optimal steering angles corresponding to different input signal-to-noise ratio conditions and the target initial position can be summarized according to fig. 2-4, as shown in table 2.
TABLE 2 optimal steering angle for different input SNR situations and target initial orientation
In practical application, the initial signal-to-noise ratio and the initial azimuth of the target need to be estimated in real time, and the maneuvering strategy of the tug is determined by inquiring the optimal steering angle comparison table (namely table 2). The method for estimating the initial signal-to-noise ratio of the target utilizes a space spectrogram to estimate the energy of the direction of the target in the graph and the energy of a noise substrateThe ratio is expressed as a gain form, and the target initial signal-to-noise ratio SNR can be obtained by subtracting the array gain 10lgNorg。
In the actual detection process, the invention determines the tug maneuvering strategy by looking up the table according to the target initial signal-to-noise ratio and the target initial azimuth estimated in real time, and finally realizes the purpose of completing the port and starboard discrimination in the shortest time.
It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications therefrom are within the scope of the invention.
Claims (7)
1. The tugboat maneuvering method for distinguishing the target port and starboard by the tow linear array is characterized by comprising the following steps;
s1, establishing a tug optimal steering angle comparison table with discretized target initial signal-to-noise ratio and target initial azimuth as independent variables;
s2: estimating an initial signal-to-noise ratio and an initial orientation of a target in real time;
s3: and determining specific parameters of the tug maneuvering, and performing the tug maneuvering according to the parameters.
2. The tug maneuvering method for towline array resolving target port and starboard according to claim 1, characterized by the concrete procedure of step S1,
s101, setting parameters for realizing the resolution of the target port and starboard, including a mirror image source inhibition ratio and inhibition time; setting a discretized target initial signal-to-noise ratio, a target initial position and a steering angle;
s102, based on the deformation condition of a towline array caused by the steering maneuver of the tug, considering the influence of the relative position of the tug and the towline array on the signal to noise ratio of the target, and traversing and calculating the time required by resolving the port and the starboard of the target under the conditions of the initial signal to noise ratio of each target, the initial azimuth of the target and the steering angle;
and S103, obtaining a tug optimal steering angle comparison table with the discretized initial signal-to-noise ratio and the target initial azimuth as independent variables according to the time calculated in the step S102 and the tug optimal steering criterion.
3. The tug maneuvering method for tow line array resolving target port and starboard according to claim 2, characterized in that the effect of the relative position of the tug and tow line array on the target signal-to-noise ratio in step S102 is calculated by the following formula;
SNR＝SNRorg-α·γ；
wherein SNR represents a target signal-to-noise ratio interfered by self-noise of the towing ship, and SNRorgThe initial signal-to-noise ratio of the target is shown, alpha represents an interference coefficient, and gamma represents an acute angle between a head array element-tail array element connecting line of the towing line array and a head array element-towing ship connecting line.
4. The tug maneuvering method for pulling the line array to resolve target starboard according to claim 3, characterized in that the image rejection ratio in step S102 is calculated by the following formula,
wherein a (phi, omega) represents the direction vector of the target signal, a (-phi, omega) represents the direction vector of the opposite direction of the target signal, N represents the number of array elements, SNR represents the target signal-to-noise ratio interfered by the self-noise of the tug, and H represents a conjugate transpose symbol;
said a (φ, ω) is calculated by the following formula,
a(φ,ω)＝[exp(jk(x1cosφ+y1sinφ)),exp(jk(x2cosφ+y2sinφ)),…,exp(jk(xNcosφ+yNsinφ))]
wherein x isN,yNRespectively representing the horizontal and vertical coordinates of the Nth array element, j represents an imaginary number unit, N represents the number of the array elements, phi represents a target bulwark angle, omega represents the signal center frequency, and k represents a wave number;
said k is calculated by the following formula,
k＝2πω/c
where c represents the speed of sound and ω represents the signal center frequency.
5. The tug maneuvering method for resolving a target port and starboard with a tow line array according to claim 2, characterized in that the criterion for the optimal steering angle of the tug in step S103 is to take the discretized target initial signal-to-noise ratio and the target initial orientation as an index, and to take the steering angle corresponding to the shortest resolving time as the optimal steering angle corresponding to the index under the condition that the steering angle is larger than the lower limit of the resolving-capable steering angle by at least θ °.
6. The method as claimed in claim 1, wherein the step of calculating the initial SNR of the target in S2 is to use a space spectrum to represent the ratio of the energy of the target to the noise floor as a gain form, and subtract the matrix gain of 10lgN to obtain the initial SNR of the targetorg(ii) a Wherein N represents the number of array elements.
7. The method for tug maneuvering according to tow line array resolution target port and starboard as claimed in claim 1, characterized in that the specific procedure of step S3 is to determine the optimal steering angle of the tug by referring to the optimal steering look-up table calculated in step S1 based on the target initial snr and target initial azimuth estimated in step S2, and then maneuver the tug according to the optimal steering angle of the tug.
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