CN115214860A - Multi-mode power system cooperative control strategy for launching - Google Patents

Multi-mode power system cooperative control strategy for launching Download PDF

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CN115214860A
CN115214860A CN202210717490.1A CN202210717490A CN115214860A CN 115214860 A CN115214860 A CN 115214860A CN 202210717490 A CN202210717490 A CN 202210717490A CN 115214860 A CN115214860 A CN 115214860A
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boat
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CN115214860B (en
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潘明章
杨秀泽
梁科
梁璐
苏铁城
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Guangxi University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B79/00—Monitoring properties or operating parameters of vessels in operation
    • B63B79/40—Monitoring properties or operating parameters of vessels in operation for controlling the operation of vessels, e.g. monitoring their speed, routing or maintenance schedules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H21/213—Levers or the like for controlling the engine or the transmission, e.g. single hand control levers
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/0206—Control of position or course in two dimensions specially adapted to water vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H2021/216—Control means for engine or transmission, specially adapted for use on marine vessels using electric control means

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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Abstract

The invention discloses a multi-mode cooperative control strategy of a power system for a boat, wherein the boat adopts a double-engine working mode, and the multi-mode cooperative control strategy comprises the following steps: s001, acquiring the current air route from a GPS system, positioning in real time and sending to an electronic controller ECU; s002, the ECU of the electronic controller judges whether a driving mode selection function key is pressed down, if so, the step S003 is executed, and if not, the step S004 is executed; s003, starting a manual driving mode, simultaneously detecting an undersea obstacle in real time by using a sonar, detecting an offshore obstacle in real time by using a radar or a camera, and starting an emergency obstacle avoidance strategy if the obstacle is detected; and S004, starting an automatic cruise mode, simultaneously detecting the undersea obstacles in real time by using a sonar, detecting the offshore obstacles in real time by using a radar or a camera, and starting an emergency obstacle avoidance strategy if the obstacles are detected. The method can solve the dangerous accidents caused by the fact that a driver cannot see obstacles or cannot react in time, and the warship is excessively inclined or even overturned due to improper power distribution in the dual-engine mode of the high-speed ship, and is a safe and effective power system cooperative control strategy for the multi-mode ship; meanwhile, two driving modes, namely a manual driving mode and an automatic cruising mode, are provided, and the man-machine interaction performance is better.

Description

Multi-mode power system cooperative control strategy for launching
Technical Field
The invention belongs to the technical field of ship control, and particularly relates to a multi-mode power system cooperative control strategy for launching.
Background
In the prior art, a high-speed boat has two modes of manual operation and remote ground operation on the boat, and when the manual operation is performed on the boat, an operator controls the heading and the speed of the boat by operating a mechanical handle. In remote ground maneuvering, the operator controls the heading and the speed of the high-speed craft not on the craft but on the ground by means of a remote control device.
The two modes have the advantages that the manual operation mode can realize the control of the acceleration, the deceleration and the steering of the high-speed boat according to the control handle and the steering wheel of an operator on the boat in real time. Under the remote ground control mode, when the operator on the ship can't manual operation under emergency, for example, faint, dizziness, hand injury, eye injury etc. the operator can realize remote ground control through remote control device, avoids high-speed ship out of control under high speed state. Under the manual operation mode, accidents are easily caused due to long-time operation or emergency; under the remote ground control mode, because personnel on the ship and ground control person have the asymmetric problem of information, also can increase personnel's danger on the ship.
In the above two operation modes, when there is an obstacle which may harm the high-speed boat under sea or at sea, no matter the operator on the boat or the operator on the ground can not see the situation outside the visual field, which may cause serious consequences; meanwhile, when the vehicle runs at high speed, safety accidents are easily caused no matter the vehicle can see or cannot see the vehicle.
Under the above two control modes, when turning, when the power output distribution of two engines in the dual-engine mode is improper, the risk of side turning of the high-speed boat can be caused.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a multi-mode power system cooperative control strategy for launching a ship, which solves the problems of dangerous accidents caused by the fact that a driver cannot see obstacles or cannot react in time, and excessive inclination and even rollover of the ship caused by improper power distribution in a dual-engine mode of a high-speed ship, and is a safe and effective multi-mode power system cooperative control strategy for launching the ship; meanwhile, two driving modes, namely a manual driving mode and an automatic cruising mode, are provided, and the man-machine interaction performance is better.
In order to achieve the purpose, the invention adopts the following technical scheme:
a multi-mode power system cooperative control strategy for a boat adopts a double-engine working mode, and comprises the following steps:
s001, acquiring the current air route from a GPS system, positioning in real time and sending to an electronic controller ECU;
s002, the electronic controller ECU judges whether a driving mode selection function key is pressed down, if so, the step S003 is executed, and if not, the step S004 is executed;
s003, starting a manual driving mode, simultaneously detecting an undersea obstacle in real time by using a sonar, detecting an offshore obstacle in real time by using a radar or a camera, and starting an emergency obstacle avoidance strategy if the obstacle is detected; if no obstacle is detected, go to step S002;
and S004, starting an automatic cruise mode, simultaneously detecting the underwater obstacles in real time by using a sonar, detecting the marine obstacles in real time by using a radar or a camera, starting an emergency obstacle avoidance strategy if the obstacles are detected, and turning to the step S002 if the obstacles are not detected.
In the manual driving mode of the step S003, a driver of the high-speed boat controls a steering wheel and a handle of the high-speed boat, and the manual driving mode comprises an engine power compensation strategy, a steering control strategy and a speed control strategy;
the steering control strategy is as follows: the steering wheel angle sensor acquires the rotation angle D1 of the steering wheel in real time and respectively sends the rotation angle D1 to the electronic control unit ECU; the electronic controller ECU sends the rotation angle D1 to the existing rudder steering control program of the high-speed boat, and the rudder steering control program controls the steering angle of the high-speed boat according to the rotation angle D1;
the speed control strategy is that a handle rotation angle sensor acquires the rotation angle D2 of the handle in real time, and an Electronic Control Unit (ECU) calculates and records the change rate of the rotation angle D2 in unit time; and the change rate of the rotation angle D2 obtained by calculation is sent to the existing throttle switch control program of the high-speed boat, and the throttle switch control program controls the throttle output power of the high-speed boat according to the change rate of the rotation angle D2, so that the speed control of the high-speed boat is realized.
The step S004 automatic cruise mode includes the following steps:
s401: taking the speed with the lowest fuel consumption rate of the high-speed boat as the expected speed; according to the GPS system, the course on the current route acquired from the step S001 is taken as an expected course;
s402: executing the engine power compensation strategy according to the steps S302 to S307;
s403: the electronic controller ECU judges whether the absolute value of the actual course-the expected course is larger than a threshold value
Figure BDA0003709163840000023
If not, go to step S404, if yes, go to step S410; the actual course is the course of the naval vessel measured in real time by adopting an electric compass; threshold value
Figure BDA0003709163840000024
Refers to a 10 times resolution of the heading measurement;
s404: the electronic controller ECU sends a linear navigation instruction to an existing rudder steering control program of the high-speed boat, and the rudder steering control program controls the high-speed boat to navigate linearly according to the instruction;
s405: the ECU of the electronic controller judges whether the absolute value of the actual navigational speed and the expected navigational speed is less than or equal to a threshold value
Figure BDA0003709163840000021
If yes, go to step S402, if not, go to step S406; threshold value
Figure BDA0003709163840000022
Refers to a 10 times resolution of the navigational speed measurement;
s406: judging whether the actual navigational speed and the expected navigational speed are greater than or equal to 0, if so, turning to a step S407, otherwise, turning to a step S408;
s407: simultaneously reducing the oil supply amount of 1/N of the left engine and the right engine, and turning to step S409;
s408: increasing the oil supply amount of 1/N of the left engine and the right engine at the same time, and turning to the step S409;
s409: circularly executing steps S405 to S409;
s410: the electronic controller ECU judges whether the actual course-the expected course is larger than 0, if so, the step S411 is executed, and if not, the step S412 is executed;
s411: the electronic controller ECU calculates the rotating angular speed omega of the boat and sends the rotating angular speed omega to the existing rudder steering control program of the high-speed boat, and the rudder steering control program changes the steering angular speed of the stern by taking the rotating angular speed omega of the boat as omega so as to realize right steering; go to step S413;
s412: the electronic controller ECU calculates the angular speed omega of the rotation of the boat and sends the angular speed omega to the existing rudder steering control program of the high-speed boat, and the rudder steering control program changes the steering angular speed of the stern by taking the angular speed omega of the rotation of the boat as omega to realize left steering; go to step S413;
s413: steps S402 to S413 are cyclically executed.
The engine power compensation strategy comprises the following steps:
s302: an Electronic Control Unit (ECU) respectively acquires the current output power P1 and P2 of a left engine and a right engine;
s303: the electronic controller ECU judges whether the absolute value of P1-P2 is smaller than a threshold value delta or not, if not, S304 is executed, and if yes, the engine power compensation strategy is ended; wherein the threshold value delta refers to 10 times of resolution when the output power value is measured;
s304: the electronic controller ECU judges whether P1> P2 is established or not, if not, step S305 is executed, and if so, step S306 is executed;
s305: reducing the oil supply amount of the right engine by 1/N in unit time, and then turning to the step S302;
s306: reducing the oil supply amount of 1/N of the left engine in unit time, and then turning to step S302;
the N is that the maximum oil supply quantity of the high-speed boat engine is divided into N equivalent parts;
s307: steps S302 to S307 are executed in a loop.
The calculation method of the electronic controller ECU calculating the angular velocity ω of the boat rotation in steps S411 and S412 is as follows:
initializing angular velocity of a boat
Figure BDA0003709163840000031
Wherein t is set 0 =1s, angular velocity ω 0 >ω max Let ω = ω max (ii) a Otherwise let ω = ω 0 ；
Wherein: omega max The maximum rotation angular velocity of the high-speed boat without side turning is calculated according to the following formula (1):
Figure BDA0003709163840000032
where F is the rotational power acting vertically on the stern, l Boat with detachable support Is the length of the boat, k Water (W) Refers to hydrodynamic damping moment coefficient.
The emergency obstacle avoidance strategy in the steps S003 and S004 includes the following steps:
s701: keeping the current navigation, simultaneously detecting underwater obstacles in real time by a sonar and detecting overwater obstacles in real time by a radar or a camera;
s702: if the sonar detects an underwater obstacle, the electronic controller ECU respectively obtains the distance d1 between the underwater obstacle and the naval vessel and the depth d2 of the underwater obstacle through the sonar and sends the distances to the electronic controller ECU, and the step 703 is executed;
if the radar or the camera detects the above-water obstacle, the distance d3 between the above-water obstacle and the naval vessel is sent to the electronic controller ECU, and the step S706 is executed;
if no obstacle is detected, go to step 701;
s703: measuring the draft d4 of the boat by adopting a high-precision laser displacement sensor, and sending the draft to an Electronic Control Unit (ECU);
s704: the electronic controller ECU judges whether d2> d4 is established or not, if so, the step S705 is executed, and if not, the step S706 is executed;
s705: the electronic control unit ECU sends a safety prompt to the display module for display; turning to step 701;
s706: if more than one obstacle exists, the electronic controller ECU respectively calculates the collision probability P and the threshold value alpha for each obstacle, respectively judges that P is larger than or equal to alpha for each obstacle, if at least one obstacle exists, the step S709 is executed, and if not, the step S707 is executed;
s707: the electronic controller ECU transmits the collision probability P and the threshold value alpha to a display module for display;
s708: circularly executing steps S701 to S708;
s709: selecting an obstacle with priority for obstacle avoidance by the electronic controller ECU, and setting the distance from the obstacle to the naval vessel obtained in the step S702 as d, namely, if the obstacle with priority for obstacle avoidance is an underwater obstacle, setting the corresponding d = d1; if the obstacle which is preferentially kept away from the obstacle is a water obstacle, corresponding d = d3;
s710: the electronic controller ECU judges whether the distance d is less than or equal to S1, if so, the step S712 is executed, and if not, the step S711 is executed; s1, the safe driving distance of the high-speed boat is obtained;
s711: circularly executing steps S701 to S711;
s712: the electronic controller ECU judges whether the navigational speed V is less than or equal to the safe speed V1, if so, the step S713 is executed, and if not, the step S715 is executed;
s713: the electronic controller ECU judges whether the distance d is larger than or equal to S2, if so, the step goes to S714, and if not, the step goes to S715; s2, the distance traveled by the high-speed boat when the high-speed boat stops after finding the obstacle is obtained;
s714: the electronic controller ECU calculates the angular velocity omega max And sends a steering command and an angular velocity omega max The existing rudder steering control program of the high-speed boat controls the high-speed boat to rotate at an angular speed omega max Turning; go to loop to execute steps S701 to S714;
s715: and (5) emergency braking.
The method for calculating the collision probability P and the threshold α in step S706 is as follows:
s is set to represent the position of the high-speed boat, O represents the point of the high-speed boat closest to the surface of the barrier, E represents the edge point of the transversely farthest end of the barrier relative to the high-speed boat, and SE and course are both on the same side of SO; o is 1 Is a point on the SO or on an extension of the SO and the SO 1 And O 1 E is vertical, SM represents the heading of the high-speed boat, M is the heading and O 1 E, the intersection point. Theta is the angle between SO and SM, theta 1 is the angle between SO and SE, d is the length of SO, and L is O 1 The length of E; the collision probability P is calculated by the following formula (3):
Figure BDA0003709163840000051
in the formula (3), P (theta ) 1 ) Is the collision probability;
the threshold α is calculated according to the following formula (4):
Figure BDA0003709163840000052
in formula (4): theta.theta. 10 The method comprises the following steps that an included angle between a connection line of a current position S of a high-speed boat and a point of the high-speed boat closest to the surface of a barrier and an edge point of the transverse farthest end of the barrier of the high-speed boat and the high-speed boat is the included angle between OS and SE; theta 1α Calculated according to the following equation (5):
Figure BDA0003709163840000053
in formula (5): s1, the safe driving distance of the high-speed boat; s1 is calculated according to the following formula (8):
Figure BDA0003709163840000054
in the formula (8), V is the running speed of the naval vessel, tThe response speed of a driver is shown, t is 1.5s when the driver drives the module manually, and t is 0 when the driver drives the module automatically; a is the braking acceleration of the high-speed boat,/ Boat with detachable support Is the length of the high speed craft.
In the step S709, an obstacle that is preferred to avoid the obstacle is selected, and the selection method includes: if more than one obstacle exists, selecting the obstacle with the maximum collision probability P; if a plurality of obstacles with the highest collision probability exist at the same time, selecting the obstacle with the smallest distance from the obstacle to the naval vessel; if a plurality of obstacles exist at the same time, wherein the collision probability is the maximum and the distances from the obstacles to the naval vessel are the minimum, selecting the obstacle with the minimum included angle theta between the course and the connecting line of the nearest points of the naval vessel and the obstacle.
The safe speed calculating method in step S712 includes:
Figure BDA0003709163840000055
wherein a is the braking acceleration of the high-speed boat; s2, the distance traveled by the high-speed boat when the high-speed boat stops after finding the obstacle is obtained; s2 is calculated according to the following equation (9):
Figure BDA0003709163840000061
in the formula (9), S2 is the distance traveled by the high-speed boat when the high-speed boat is stopped after finding the obstacle; v is the running speed of the naval vessel, t is the reaction speed of an operator, t is 1.5s when the module is manually driven, and t is 0 when the module is automatically cruising; and a is the braking acceleration of the high-speed boat.
In the steering of step S714, the method for determining the rotation direction is as follows:
setting S as the position of the high-speed boat, setting O as the nearest point of the surface of the barrier to the high-speed boat, and setting E as the edge point of the transverse farthest end of the barrier relative to the high-speed boat; o is 1 Is a point on SO or on an extension of SO and SO 1 And O 1 E, vertical;
if the course is in SO 1 When the high-speed boat is on the left side, the high-speed boat turns left; if the course is in SO 1 When the high-speed boat is on the right side, the high-speed boat turns right; if it isSO 1 When the course is coincided, SO is respectively calculated 1 The edge point of the transverse farthest end of the barrier at the left and right sides and the point O 1 Distance L of Left side of And L Right side When L is present Left side of ≥L Right side When turning to the right, when L Left side of <L Right side Turn to the left.
Compared with the prior art, the invention has the following beneficial effects:
1. the multi-mode power system cooperative control strategy for the boat is applied to the existing high-speed boat product, a driving mode selection function key is provided for switching the driving mode, and the flexible switching of a manual driving mode or an automatic cruise mode can be realized according to the preference of an operator; the method and the device realize the provision of an expected navigation chart, an expected course and a navigation speed on a display screen, provide visual operation instructions for a driver, enhance the man-machine interaction performance, reduce the oil consumption of the high-speed boat to a certain extent, and improve the fuel economy of the double engines.
2. According to the multi-mode power system cooperative control strategy for launching the ship, the problem of power balance of two engines in a double-engine mode can be solved through an engine power compensation strategy, and the problem of ship over-inclination and even rollover caused by inappropriate power distribution is prevented.
3. The multi-mode power system cooperative control strategy for launching the boat provides an emergency obstacle avoidance strategy, can automatically judge the collision probability with an obstacle in the whole running process, and reminds an operator; meanwhile, the obstacle avoidance control method can automatically avoid obstacles or perform emergency braking according to the collision probability, effectively avoid dangerous accidents caused by the fact that an operator cannot react or see unknown obstacles in time, and is a safe and effective obstacle avoidance control strategy.
Drawings
FIG. 1 is a flow chart of a multi-mode power system cooperative control strategy for launching a boat according to the present invention.
Fig. 2 is a flowchart of the manual driving mode in fig. 1.
Fig. 3 is a flow chart of the auto cruise mode of fig. 1.
Fig. 4 is a flowchart of the emergency obstacle avoidance strategy in fig. 1.
Fig. 5 is a schematic diagram illustrating the calculation of collision probability in the emergency obstacle avoidance strategy according to the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings in conjunction with the following detailed description. Moreover, in the following description, descriptions of well-known structures and techniques are omitted so as to not unnecessarily obscure the concepts of the present invention.
Example 1:
referring to fig. 1, a multi-mode coordinated control strategy of a power system for launching a boat is applied to an existing high-speed boat product, wherein the high-speed boat adopts a dual-engine working mode, and the power system for the boat comprises an electronic controller ECU, an information acquisition module, a display module, an engine control module and a direction control module; the information acquisition module acquires corresponding information and sends the information to the electronic controller ECU, and the electronic controller ECU respectively sends corresponding instructions to the display module, the existing engine control module and the existing direction control module of the high-speed boat after calculation and analysis; the information acquisition module comprises a GPS system, a sonar, a radar or a camera, a steering wheel corner sensor, a handle corner sensor and an electronic compass; the existing engine control module of the high-speed boat comprises a handle and an existing throttle switch control program of the high-speed boat; the direction control module comprises a steering wheel and an existing rudder steering control program of the high-speed boat.
The multi-mode power system cooperative control strategy for the airship comprises the following steps:
s001, acquiring a navigation chart from a departure place to a destination from a GPS system, selecting the air route with the shortest path as the air route of the navigation and displaying the air route on a display module, and sending the positioning information of the ship to an Electronic Control Unit (ECU) by the GPS system in real time;
s002, the electronic controller ECU judges whether a driving mode selection function key is pressed down, if so, the step S003 is executed, and if not, the step S004 is executed;
s003, starting a manual driving mode, simultaneously detecting an undersea obstacle in real time by using a sonar, detecting an offshore obstacle in real time by using a radar or a camera, and starting an emergency obstacle avoidance strategy if the obstacle is detected; if no obstacle is detected, go to step S002;
s004, starting an automatic cruise mode, simultaneously detecting an undersea obstacle in real time by using a sonar, detecting an offshore obstacle in real time by using a radar or a camera, and starting an emergency obstacle avoidance strategy if the obstacle is detected; if no obstacle is detected, the process goes to step S002.
Referring to fig. 2, the step S003 of the manual driving mode includes the following steps:
s301: a driver of the high-speed boat controls a steering wheel and a handle of the high-speed boat;
s302: an electronic controller ECU respectively acquires current output power P1 and current output power P2 corresponding to a left engine and a right engine;
s303: the electronic controller ECU judges whether the absolute values of P1-P2 are smaller than a threshold value delta, if not, step S304 is executed, and if yes, step S308 is executed;
s304: the electronic controller ECU judges whether P1> P2 is established or not, if not, step S305 is executed, and if so, step S306 is executed;
s305: reducing the oil supply amount of the right engine by 1/N in unit time, and then executing the step S302;
s306: reducing the oil supply amount of 1/N of the left engine in unit time, and then going to execute the step S302;
s307: circularly executing steps S302 to S307;
s308: the steering wheel angle sensor acquires the rotation angle D1 of the steering wheel in real time, and the handle angle sensor acquires the rotation angle D2 of the handle in real time and respectively sends the rotation angles to the Electronic Control Unit (ECU);
s309: the electronic controller ECU sends the rotation angle D1 to the existing rudder steering control program of the high-speed boat, and the rudder steering control program controls the steering angle of the high-speed boat according to the rotation angle D1;
s310: the ECU of the electronic controller calculates and records the change rate of the rotation angle D2 in unit time;
s311: the electronic controller ECU sends the change rate of the rotation angle D2 calculated in the step S310 to an existing throttle switch control program of the high-speed boat, and the throttle switch control program controls the throttle output power of the high-speed boat according to the change rate of the rotation angle D2 to realize acceleration or deceleration of the high-speed boat or keep the speed unchanged;
s312: and circularly executing the steps S301 to S312, and not exiting the circulation until the high-speed boat stops or the driving mode selection function key selects the automatic cruise mode.
The steps S302 to S307 constitute an engine power compensation strategy.
The threshold δ referred to in S303 in the above step is 10 times the resolution at the time of output power value measurement.
N in S305 and S306 in the steps refers to that the maximum oil supply quantity of the high-speed boat engine is divided into N parts with equal values, and the N can be set to be 100, 500 and 1000 values according to the maximum oil supply quantity of the engine.
In the steps S305 and S306, the oil supply amount of the engine is reduced per unit time, and the operating principle is that the ECU sends an instruction to the existing throttle switch control program of the high-speed boat to control the opening size of the throttle switch, so as to control the oil supply amount of the engine to achieve the purpose of controlling the output power rate.
Referring to fig. 3, the step S004 of the automatic cruise mode includes the following steps:
s401: taking the speed with the lowest fuel consumption rate of the high-speed boat as the expected speed; according to the GPS system, taking the course on the route selected in the step S001 as an expected course;
s402: executing the engine power compensation strategy according to the steps S302 to S307;
s403: the electronic controller ECU judges whether the absolute value of the actual course-the expected course is larger than a threshold value
Figure BDA0003709163840000081
If not, go to step S404, if yes, go to step S410; the actual course is the course of the naval vessel measured in real time by adopting an electric compass; threshold value
Figure BDA0003709163840000082
Of fingersIs 10 times the resolution of the heading measurement;
s404: the electronic controller ECU sends a straight line sailing instruction to an existing rudder steering control program of the high-speed boat, and the rudder steering control program controls the high-speed boat to sail straight line according to the instruction;
s405: the electronic control unit ECU judges whether the absolute value of the actual navigational speed and the expected navigational speed is less than or equal to a threshold value
Figure BDA0003709163840000093
If yes, go to step S402, otherwise go to step S406; threshold value
Figure BDA0003709163840000094
Refers to a 10 times resolution of the navigational speed measurement;
s406: judging whether the actual navigational speed and the expected navigational speed are greater than or equal to 0, if so, turning to the step S407, otherwise, turning to the step S408;
s407: simultaneously reducing the oil supply amount of 1/N of the left engine and the right engine, and turning to step S409;
s408: increasing the oil supply amount of 1/N of the left engine and the right engine at the same time, and turning to the step S409;
s409: circularly executing steps S405 to S409;
s410: the electronic controller ECU judges whether the actual course-the expected course is larger than 0, if so, the step S411 is executed, and if not, the step S412 is executed;
s411: the electronic controller ECU calculates the angular speed omega of the rotation of the boat and sends the angular speed omega to the existing rudder steering control program of the high-speed boat, and the rudder steering control program changes the steering angular speed of the stern by taking the angular speed omega of the rotation of the boat as omega to realize right steering; go to step S413;
s412: the electronic controller ECU calculates the rotating angular speed omega of the boat and sends the rotating angular speed omega to the existing rudder steering control program of the high-speed boat, and the rudder steering control program changes the steering angular speed of the stern by taking the rotating angular speed omega of the boat as omega so as to realize left steering; go to step S413;
s413: circularly executing steps S402 to S413;
in the steps S407 and S408, the increase or decrease of the engine oil supply amount is to control the opening of the throttle switch in the existing throttle switch control program of the high-speed boat by sending an instruction to the electronic controller ECU, so as to control the engine oil supply amount to achieve the purpose of controlling the output power.
The calculation method of the electronic controller ECU calculating the angular velocity ω of the boat rotation in steps S411 and S412 is as follows:
initializing angular velocity of a boat
Figure BDA0003709163840000091
Wherein, t is set 0 =1s, i.e. assuming t 0 Completing the preset steering angle difference | actual course-expected course | in time; if angular velocity ω 0 >ω max Let ω = ω max (ii) a Otherwise let ω = ω 0
Wherein: omega max The maximum rotation angular velocity of the high-speed boat without side turning is calculated according to the following formula:
Figure BDA0003709163840000092
in the formula (1), F is a rotary power acting vertically on the stern part, l Boat with detachable support Is the length of the boat, k Water (W) Refers to the hydrodynamic damping moment coefficient,
the calculation formula of F is as follows:
Figure BDA0003709163840000101
in the formula (2), l Boat with a light source Is the length of the boat, M α Is the turning moment of the stern, i.e. the steering moment during steering, M α The calculation method refers to the relation among rudder angle, pressure and output torque of the steering mechanism (Wang Jian, an jiu, suyuqing, the relation among rudder angle, pressure and output torque of the steering mechanism [ J)]Sailing, 2003, (06): 47-48, no. 2, pitch moment-yaw angle relationship). Water damping coefficient k Water (I) The calculation method refers to the rotation angular velocity change law (Lv xi bao. China navigation. The 2 nd.3 nd water-saving dynamic damping torque system k calculation method in 2020 and 02).
Referring to fig. 4 and 5, the emergency obstacle avoidance strategy in steps S003 and S004 includes the following steps:
s701: keeping the current navigation, simultaneously detecting underwater obstacles in real time by a sonar and detecting overwater obstacles in real time by a radar or a camera;
s702: if the sonar detects an underwater obstacle, the electronic controller ECU respectively obtains the distance d1 between the underwater obstacle and the naval vessel and the depth d2 of the underwater obstacle through the sonar and sends the distances to the electronic controller ECU, and then the step 703 is executed;
if the radar or the camera detects the above-water obstacle, the distance d3 between the above-water obstacle and the naval vessel is sent to the electronic controller ECU, and the step S706 is executed;
if no obstacle is detected, go to step 701;
s703: measuring the draft d4 of the boat by adopting a high-precision laser displacement sensor, and sending the draft to an Electronic Control Unit (ECU);
s704: the electronic controller ECU judges whether d2> d4 is established or not, if so, the step S705 is executed, and if not, the step S706 is executed;
s705: the electronic controller ECU sends a safety prompt to the display module to prompt that the underwater obstacle exists but the position is deep and the underwater vehicle can sail safely, and the safety prompt comprises d1, d2 and d4; turning to step 701;
s706: if more than one obstacle exists, the electronic controller ECU respectively calculates the collision probability P and the threshold value alpha for each obstacle, respectively judges that P is more than or equal to alpha for each obstacle, if at least P of one obstacle is more than or equal to alpha, the step S709 is executed, and if not, the step S707 is executed;
s707: the electronic controller ECU transmits the collision probability P and the threshold value alpha to a display module for display;
s708: circularly executing steps S701 to S708;
s709: selecting an obstacle with priority for obstacle avoidance by the electronic controller ECU, and setting the distance from the obstacle to the naval vessel obtained in the step S702 as d, namely, if the obstacle with priority for obstacle avoidance is an underwater obstacle, setting the corresponding d = d1; if the obstacle which is preferentially kept away from the obstacle is a water obstacle, corresponding d = d3; the method for selecting the obstacle with the priority for avoiding the obstacle comprises the following steps: if more than one obstacle exists, selecting the obstacle with the maximum collision probability P; if a plurality of obstacles with the highest collision probability exist at the same time, selecting the obstacle with the smallest distance from the obstacle to the naval vessel; if a plurality of obstacles exist at the same time, wherein the collision probability is the maximum and the distances from the obstacles to the naval vessel are the minimum, selecting the obstacle with the minimum theta, wherein the theta is an included angle between a connecting line of the closest point of the naval vessel and the obstacle and the course shown in figure 5, namely an included angle theta between the OS and the SM;
s710: the electronic controller ECU judges whether the distance d is less than or equal to S1, if so, the step S712 is executed, and if not, the step S711 is executed; and S1 is the safe running distance of the high-speed boat.
S711: circularly executing steps S701 to S711;
s712: the electronic controller ECU judges whether the navigational speed V is less than or equal to the safe speed V1, if so, the step S713 is executed, and if not, the step S715 is executed;
s713: the electronic controller ECU judges whether the distance d is larger than or equal to S2, if so, the step goes to S714, and if not, the step goes to S715; s2, the distance traveled by the high-speed boat when the high-speed boat stops after finding the obstacle is obtained;
s714: the electronic controller ECU calculates the angular velocity omega of the maximum boat rotation max And sends a steering command and an angular velocity omega max To the existing rudder steering control program of the high-speed boat, the rudder steering control program controls the high-speed boat to rotate at the maximum angular speed omega max Turning; the omega max The calculation method of (3) is the same as formula (1); go to loop to execute steps S701 to S714;
s715: and (5) emergency braking.
The distance d1 between the underwater obstacle and the naval vessel in the S702 is the minimum distance between the surface of the projected obstacle and the naval vessel, wherein the obstacle is projected to the water surface by taking the water surface as a reference surface after being detected by sonar;
the distance d3 between the above-water barrier in the S702 and the vessel is the minimum distance from the surface of the barrier to the vessel;
the collision probability P is calculated as follows:
as shown in FIG. 5, let S denote high speedThe position of the boat, O represents the point of the surface of the obstacle closest to the high-speed boat, E represents the edge point of the transverse farthest end of the obstacle relative to the high-speed boat, and SE and course are both on the same side of SO; o is 1 Is a point on the SO or on an extension of the SO and the SO 1 And O 1 E is vertical, SM represents the heading of the high-speed boat, M is the heading and O 1 E, the intersection point. Theta is the angle between SO and SM, theta 1 is the angle between SO and SE, d is the length of SO, and L is O 1 The length of E; the collision probability P is calculated by the following equation (3):
Figure BDA0003709163840000111
in the formula (3), P (theta ) 1 ) Is the probability of collision.
The threshold α is calculated according to the following formula (4):
Figure BDA0003709163840000121
in formula (4): theta 10 The included angle between the connecting line of the current position S of the high-speed boat and the point of the high-speed boat closest to the surface of the barrier and the edge point of the transverse farthest end of the barrier of the high-speed boat and the relative high-speed boat is the included angle between SO and SM. Theta.theta. 1α Calculated according to the following equation (5):
Figure BDA0003709163840000122
in formula (5): s1 is defined as step S710; as shown in FIG. 5, using d SE The length of the SE is indicated and,
Figure BDA0003709163840000123
represents SO 1 The length of (a) is greater than (b),
Figure BDA0003709163840000124
representation OO 1 D represents the length of SO, L represents O 1 Length of E, then:
Figure BDA0003709163840000125
Figure BDA0003709163840000126
s1 in step S710 is calculated according to the following formula (8):
Figure BDA0003709163840000127
in the formula (8), V is the running speed of the naval vessel, t is the reaction speed of a driver, t is 1.5s when the module is manually driven, and t is 0 when the module is automatically cruising; a is the braking acceleration of the high-speed boat, l Boat with detachable support Is the length of the high speed craft.
S2 in step S713 is calculated by the following equation (9):
Figure BDA0003709163840000128
in the formula (9), S2 is the distance traveled by the high-speed boat when the high-speed boat is stopped after finding the obstacle; v is the running speed of the naval vessel, t is the reaction speed of an operator, t is 1.5s when the module is manually driven, and t is 0 when the module is automatically cruising; and a is the braking acceleration of the high-speed boat.
The safe speed in the step S712
Figure BDA0003709163840000129
Wherein S2 is as defined for formula (9); and a is the braking acceleration of the high-speed boat.
The step S714 is turned to SO according to the SO shown in FIG. 5 1 The rotation direction is determined according to the position relation between the heading SM and the heading SM if the heading SM is in SO 1 When the high-speed boat is on the left side, the high-speed boat turns left; if the course SM is in SO 1 When the high-speed boat is on the right side, the high-speed boat turns right; if SO 1 When coinciding with the course SM, SO is calculated separately 1 Left and right side obstaclesThe edge point of the most lateral end of the object and the point O 1 Distance L of Left side of And L Right side When L is present Left side of ≥L Right side When turning to the right, when L Left side of <L Right side Turn to the left.
When an obstacle group consisting of a plurality of obstacles exists on water and under water at the same time and the distance between every two obstacles is less than 2 times of the coxswain, the high-speed boat is considered to be incapable of safely passing through between any two obstacles, the same obstacle can be seen in the area occupied by the obstacle group, and the emergency obstacle avoidance strategy is also executed.
The emergency braking in step S715 is to stop the high-speed boat at the maximum braking acceleration of the high-speed boat.
The control strategy of the invention is adopted, the obstacles above and below the water can be detected in real time while sailing, the obstacles which cannot be found out due to the underwater or the vision blind area can be effectively avoided, the safety of the high-speed boat and personnel in the sailing process is improved, and meanwhile, the collision probability is displayed to the display module in real time, so that the personnel on the boat can be reminded to take preventive measures to avoid dangerous obstacles in advance; in the control strategy of the invention, two driving mode selections are provided and determined by the preference of an operator, so that the man-machine interaction performance is better.
The power system cooperative control strategy for the multi-mode boat descending is also suitable for high-speed boats sailing in rivers.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art should be considered to be within the technical scope of the present invention, and the technical solutions and the inventive concepts thereof according to the present invention should be equivalent or changed within the scope of the present invention.

Claims (10)

1. A multi-mode power system cooperative control strategy for a boat adopts a double-engine working mode, and is characterized by comprising the following steps:
s001, acquiring the current air route from the GPS system, positioning in real time and sending to an electronic controller ECU;
s002, the electronic controller ECU judges whether a driving mode selection function key is pressed down, if so, the step S003 is executed, and if not, the step S004 is executed;
s003, starting a manual driving mode, simultaneously detecting an undersea obstacle in real time by using a sonar, detecting an offshore obstacle in real time by using a radar or a camera, and starting an emergency obstacle avoidance strategy if the obstacle is detected; if no obstacle is detected, go to step S002;
and S004, starting an automatic cruise mode, simultaneously detecting the underwater obstacles in real time by using a sonar, detecting the marine obstacles in real time by using a radar or a camera, starting an emergency obstacle avoidance strategy if the obstacles are detected, and turning to the step S002 if the obstacles are not detected.
2. The multi-mode under-boat powertrain cooperative control strategy of claim 1, wherein the manual driving mode of step S003, the steering wheel and handle of the high-speed boat are operated by the driver of the high-speed boat, comprising an engine power compensation strategy, a steering control strategy and a speed control strategy;
the steering control strategy is as follows: the steering wheel corner sensor collects the rotation angle D1 of the steering wheel in real time and respectively sends the rotation angle D1 to the electronic control unit ECU; the electronic controller ECU sends the rotation angle D1 to the existing rudder steering control program of the high-speed boat, and the rudder steering control program controls the steering angle of the high-speed boat according to the rotation angle D1;
the speed control strategy is that a handle rotation angle sensor acquires the rotation angle D2 of the handle in real time, and an Electronic Control Unit (ECU) calculates and records the change rate of the rotation angle D2 in unit time; and the change rate of the rotation angle D2 obtained by calculation is sent to the existing throttle switch control program of the high-speed boat, and the throttle switch control program controls the throttle output power of the high-speed boat according to the change rate of the rotation angle D2, so that the speed control of the high-speed boat is realized.
3. The multi-mode power system cooperative control strategy for the airship as claimed in claim 1, wherein the step S004 of the auto cruise mode comprises the steps of:
s401: taking the speed with the lowest fuel consumption rate of the high-speed boat as the expected speed; according to the GPS system, the course on the current route acquired from the step S001 is taken as an expected course;
s402: executing the engine power compensation strategy according to the steps S302 to S307;
s403: the electronic controller ECU judges whether the absolute value of the actual course-the expected course is larger than a threshold value
Figure FDA0003709163830000011
If not, go to step S404, if yes, go to step S410; the actual course is the course of the naval vessel measured in real time by adopting an electric compass; threshold value
Figure FDA0003709163830000012
Refers to 10 times resolution of the heading measurement;
s404: the electronic controller ECU sends a straight line sailing instruction to an existing rudder steering control program of the high-speed boat, and the rudder steering control program controls the high-speed boat to sail straight line according to the instruction;
s405: the ECU of the electronic controller judges whether the absolute value of the actual navigational speed and the expected navigational speed is less than or equal to a threshold value
Figure FDA0003709163830000022
If yes, go to step S402, otherwise go to step S406; threshold value
Figure FDA0003709163830000023
Refers to a 10 times resolution of the navigational speed measurement;
s406: judging whether the actual navigational speed and the expected navigational speed are greater than or equal to 0, if so, turning to a step S407, otherwise, turning to a step S408;
s407: simultaneously reducing the oil supply amount of 1/N of the left engine and the right engine, and turning to step S409;
s408: increasing the oil supply amount of 1/N of the left engine and the right engine at the same time, and turning to the step S409;
s409: circularly executing steps S405 to S409;
s410: the electronic controller ECU judges whether the actual course-the expected course is larger than 0, if so, the step S411 is executed, and if not, the step S412 is executed;
s411: the electronic controller ECU calculates the rotating angular speed omega of the boat and sends the rotating angular speed omega to the existing rudder steering control program of the high-speed boat, and the rudder steering control program changes the steering angular speed of the stern by taking the rotating angular speed omega of the boat as omega so as to realize right steering; go to step S413;
s412: the electronic controller ECU calculates the rotating angular speed omega of the boat and sends the rotating angular speed omega to the existing rudder steering control program of the high-speed boat, and the rudder steering control program changes the steering angular speed of the stern by taking the rotating angular speed omega of the boat as omega so as to realize left steering; go to step S413;
s413: steps S402 to S413 are executed in a loop.
4. A multi-mode under-boat powertrain cooperative control strategy as claimed in claim 2 or 3, wherein said engine power compensation strategy comprises the steps of:
s302: an Electronic Control Unit (ECU) respectively acquires the current output power P1 and P2 of a left engine and a right engine;
s303: the electronic controller ECU judges whether the absolute value of the P1-P2 is smaller than a threshold value delta or not, if not, S304 is executed, and if yes, the engine power compensation strategy is ended; wherein the threshold value delta refers to 10 times of resolution when the output power value is measured;
s304: the electronic controller ECU judges whether P1 is more than P2, if not, step S305 is executed, and if so, step S306 is executed;
s305: reducing the oil supply amount of the right engine by 1/N in unit time, and then turning to the step S302;
s306: reducing the oil supply amount of 1/N of the left engine in unit time, and then turning to step S302;
the N is that the maximum oil supply quantity of the high-speed boat engine is divided into N equivalent parts;
s307: steps S302 to S307 are executed in a loop.
5. The multi-mode under-boat powertrain cooperative control strategy of claim 3, wherein the calculation method of the electronic controller ECU of steps S411 and S412 for calculating the angular velocity ω of the boat rotation is as follows:
initializing angular velocity of a boat
Figure FDA0003709163830000021
Wherein t is set 0 =1s, angular velocity ω 0 ＞ω max Let ω = ω max (ii) a Otherwise let ω = ω 0 ；
Wherein: omega max The maximum rotation angular velocity of the high-speed boat without side turning is calculated according to the following formula (1):
Figure FDA0003709163830000031
where F is the rotational power acting vertically on the stern, l Boat with detachable support Is the length of the boat, k Water (W) Refers to hydrodynamic damping torque coefficient.
6. The multi-mode coordinated control strategy for the power system for the yacht descending of claim 1, wherein the emergency obstacle avoidance strategy in the steps S003 and S004 comprises the following steps:
s701: keeping the current navigation, simultaneously detecting underwater obstacles in real time by a sonar and detecting overwater obstacles in real time by a radar or a camera;
s702: if the sonar detects an underwater obstacle, the electronic controller ECU respectively obtains the distance d1 between the underwater obstacle and the naval vessel and the depth d2 of the underwater obstacle through the sonar and sends the distances to the electronic controller ECU, and the step 703 is executed;
if the radar or the camera detects the obstacle on the water, the distance d3 between the obstacle on the water and the naval vessel is sent to the electronic controller ECU, and the step S706 is executed;
if no obstacle is detected, go to step 701;
s703: measuring the draft d4 of the boat by adopting a high-precision laser displacement sensor, and sending the draft to an Electronic Control Unit (ECU);
s704: the electronic controller ECU judges whether d2 is larger than d4 or not, if so, the step S705 is executed, and if not, the step S706 is executed;
s705: the electronic control unit ECU sends a safety prompt to the display module for display; turning to step 701;
s706: if more than one obstacle exists, the electronic controller ECU respectively calculates the collision probability P and the threshold value alpha for each obstacle, respectively judges that P is larger than or equal to alpha for each obstacle, if at least one obstacle exists, the step S709 is executed, and if not, the step S707 is executed;
s707: the electronic controller ECU transmits the collision probability P and the threshold value alpha to a display module for display;
s708: circularly executing steps S701 to S708;
s709: selecting an obstacle with priority for obstacle avoidance by the electronic controller ECU, and setting the distance from the obstacle to the naval vessel obtained in the step S702 as d, namely, if the obstacle with priority for obstacle avoidance is an underwater obstacle, setting the corresponding d = d1; if the obstacle which preferentially avoids the obstacle is the overwater obstacle, the corresponding d = d3;
s710: the electronic controller ECU judges whether the distance d is less than or equal to S1, if so, the step S712 is executed, and if not, the step S711 is executed; s1, the safe driving distance of the high-speed boat is obtained;
s711: circularly executing steps S701 to S711;
s712: the electronic controller ECU judges whether the navigational speed V is less than or equal to the safe speed V1, if so, the step S713 is executed, and if not, the step S715 is executed;
s713: the electronic controller ECU judges whether the distance d is larger than or equal to S2, if so, the step S714 is carried out, and if not, the step S715 is carried out; s2, the distance from the finding of the obstacle to the stop of the high-speed boat is the running distance of the high-speed boat;
s714: the electronic controller ECU calculates the angular velocity omega max And sends a steering command and an angular velocity omega max The existing rudder steering control program of the high-speed boat controls the high-speed boat to rotate at an angular speed omega max Turning; executing steps S701 to S714 in a transfer loop;
s715: and (5) emergency braking.
7. The multi-mode under-boat power system cooperative control strategy as claimed in claim 6, wherein the collision probability P and the threshold α in step S706 are calculated as follows:
setting S to represent the position of the high-speed boat, O to represent the point of the barrier surface closest to the high-speed boat, E to represent the edge point of the barrier transversely farthest end relative to the high-speed boat, and SE and the course are both on the same side of SO; o is 1 Is a point on the SO or on an extension of the SO and the SO 1 And O 1 E is vertical, SM represents the heading of the high-speed boat, M is the heading and O 1 E, an intersection point; theta is the angle between SO and SM, theta 1 is the angle between SO and SE, d is the length of SO, and L is O 1 The length of E; the collision probability P is calculated by the following equation (3):
Figure FDA0003709163830000041
in the formula (3), P (theta ) 1 ) Is the probability of collision;
the threshold value α is calculated by the following formula (4):
Figure FDA0003709163830000042
in formula (4): theta.theta. 10 The method comprises the following steps that an included angle between a connection line of a current position S of a high-speed boat and a point of the high-speed boat closest to the surface of a barrier and an edge point of the transverse farthest end of the barrier of the high-speed boat and the high-speed boat is the included angle between OS and SE; theta 1α Calculated according to the following equation (5):
Figure FDA0003709163830000043
in formula (5): s1, the safe driving distance of the high-speed boat is obtained; s1 is calculated according to the following formula (8):
Figure FDA0003709163830000044
in the formula (8), V is the running speed of the naval vessel, t is the reaction speed of a driver, and t is 1.5s when the module is manually driven and 0 when the module is automatically cruising; a is the braking acceleration of the high-speed boat,/ Boat with a light source Is the length of the high speed craft.
8. The multi-mode power system cooperative control strategy for the airship as claimed in claim 6, wherein the step S709 selects the obstacle that is preferred to avoid the obstacle, and the selecting method is: if more than one obstacle exists, selecting the obstacle with the maximum collision probability P; if a plurality of obstacles with the highest collision probability exist at the same time, selecting the obstacle with the smallest distance from the obstacle to the naval vessel; if a plurality of obstacles exist at the same time, wherein the collision probability is the maximum and the distances from the obstacles to the naval vessel are the minimum, selecting the obstacle with the minimum included angle theta between the course and the connecting line of the nearest points of the naval vessel and the obstacle.
9. The multi-mode under-boat powertrain cooperative control strategy of claim 6, wherein the safe speed calculation method in step S712 is:
Figure FDA0003709163830000051
wherein a is the braking acceleration of the high-speed boat; s2, the distance from the finding of the obstacle to the stop of the high-speed boat is the running distance of the high-speed boat; s2 is calculated according to the following equation (9):
Figure FDA0003709163830000052
in the formula (9), S2 is the distance traveled by the high-speed boat when the high-speed boat is stopped after finding the obstacle; v is the running speed of the naval vessel, t is the reaction speed of an operator, t is 1.5s when the module is manually driven, and t is 0 when the module is automatically cruised; and a is the braking acceleration of the high-speed boat.
10. The multi-mode under-boat powertrain coordination control strategy of claim 6, wherein said steering of step S714, determining the direction of rotation is performed by:
s is set to represent the position of the high-speed boat, O represents the nearest point of the surface of the barrier to the high-speed boat, and E represents the edge point of the transverse farthest end of the barrier relative to the high-speed boat; o is 1 Is a point on SO or on an extension of SO and SO 1 And O 1 E, vertical;
if the course is in SO 1 When the high-speed boat is on the left side, the high-speed boat turns left; if the course is in SO 1 When the high-speed boat is on the right side, the high-speed boat turns right; if SO 1 When the course is coincided, SO is respectively calculated 1 The edge point of the transverse farthest end of the barrier at the left and right sides and the point O 1 Distance L of Left side of And L Right side When L is present Left side of ≥L Right side When turning to the right, when L Left side of ＜L Right side Turn to the left.
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CN115599126A (en) * 2022-12-15 2023-01-13 深之蓝海洋科技股份有限公司（Cn） Automatic collision-prevention wireless remote control unmanned submersible and automatic collision-prevention method

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