CN115571283B - Autonomous navigation ice breaking control strategy of ice breaker - Google Patents

Autonomous navigation ice breaking control strategy of ice breaker Download PDF

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CN115571283B
CN115571283B CN202211370310.3A CN202211370310A CN115571283B CN 115571283 B CN115571283 B CN 115571283B CN 202211370310 A CN202211370310 A CN 202211370310A CN 115571283 B CN115571283 B CN 115571283B
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ice
thickness
ship
draft
breaking
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CN115571283A (en
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张辉
侯小军
季少鹏
翟树成
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702th Research Institute of CSIC
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702th Research Institute of CSIC
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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
    • B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor
    • B63B35/083—Ice-breakers
    • 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

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  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Traffic Control Systems (AREA)

Abstract

An ice-breaking control strategy for autonomous sailing of an ice-breaking ship is characterized in that an ice thickness detector is arranged at the bow of the ice-breaking ship, each ice-breaking ship is used for determining normal ice-breaking thickness according to the performance of the ice-breaking ship, the bow is used for pressurizing the ice-breaking thickness, and the ice-breaking thickness is impacted by the storage force; when the ship is designed, according to the ice thickness of a sailing sea area, the required ice breaking thrust is calculated, and a relation diagram of draft, ice thickness and propulsion curve is drawn by combining with the ship draft, so that a Q1 curve, a Q2 curve, a Q3 curve and a Q4 curve are respectively formed; according to the invention, the required ice breaking thrust is calculated according to the ice thickness of the sailing sea area, the relation diagram of draft, ice thickness and propulsion curve is drawn by combining with the draft of the ship, and the ice breaking power combination is judged at any time according to the actually detected ice layer thickness, so that the ship is ensured to break ice on the premise of saving energy and reducing emission.

Description

Autonomous navigation ice breaking control strategy of ice breaker
Technical Field
The invention relates to the technical field of polar navigation icebreaker control strategies, in particular to an autonomous navigation icebreaker control strategy.
Background
According to data investigation, the icebreaker sailing in the polar sea area generally adopts 1 full-rotation pods on the outer sides of the left and right sides respectively, the middle 2 propellers are used for propulsion, and the total 4 propellers provide the maximum power for making large sailing thrust and breaking ice for the ship.
When the icebreaker sails in the polar region ice region, continuous ice breaking is usually carried out under the condition of high power and low sailing speed by means of impact force, and if the ice layer is thicker, continuous ice breaking cannot be effectively and continuously carried out. In this time, the strong inertia is needed to impact the thicker ice layer after the reverse power accumulation, so as to open up a channel.
In the prior art, under the condition of continuously breaking ice, the ship attitude is always consistent, attitude adjustment cannot be carried out on the thickness of the front ice layer, enough inertial impact ice breaking cannot be reserved when the ice layer is thicker, and when the ice layer is thinner, impact power is overlarge due to overlarge ice breaking power, so that ship energy storage is wasted. And when icebreaking, a plurality of crews are required to mutually cooperate, the degree of human interference is higher, and a certain operation risk exists.
How to match the gesture of the icebreaker when icebreaking according to the optimization of the thickness of the front ice layer and the navigational speed adopts a reasonable autonomous navigation icebreaking control system and strategy, and is a problem which needs to be solved in a key way when the icebreaker is designed under the icebreaking working condition at present.
Disclosure of Invention
The applicant provides an autonomous navigation ice breaking control strategy for the ice breaker aiming at the defects in the prior art, so that the ice breaker can autonomously select the ice breaking strategy according to the thickness of a front ice layer and the ice breaking navigational speed, effectively break ice and simultaneously ensure the safety of the ice breaker under the ice breaking working condition.
The technical scheme adopted by the invention is as follows:
an ice-breaking control strategy for autonomous sailing of an ice-breaking ship is characterized in that an ice thickness detector is arranged at the bow of the ice-breaking ship, each ice-breaking ship is used for determining normal ice-breaking thickness according to the performance of the ice-breaking ship, the bow is used for pressurizing the ice-breaking thickness, and the ice-breaking thickness is impacted by the storage force;
when the ship is designed, according to the ice thickness of a sailing sea area, the required ice breaking thrust is calculated, and a relation diagram of draft, ice thickness and propulsion curve is drawn by combining with the ship draft, so that a Q1 curve, a Q2 curve, a Q3 curve and a Q4 curve are respectively formed;
the specific operation flow is as follows:
s1: when the thickness of the detected ice layer is smaller than the normal ice breaking thickness, the method is instant:
the ice breaker control system receives the thickness of the ice layer, sets the navigational speed according to the thickness of the ice layer, normally runs according to the navigational speed of the ice breaker, and the ship crushes the front ice layer and opens up a channel;
for green energy conservation and carbon emission reduction, a Q1 curve with the minimum power is selected for propulsion;
at the moment, according to the measured ice thickness and a wall thickness draft thrust relation diagram, selecting a corresponding draft point on a Q1 curve, and carrying out ballast operation on the ship to meet draft requirements, wherein the ship sails according to the draft until the ice thickness in front changes drastically;
s2: when the thickness of the detected ice layer is between the normal ice breaking thickness and the bow pressurizing ice breaking thickness, the method is instant:
the ice breaker control system receives the thickness of the ice layer, judges that the thickness of the broken ice exceeds the normal thickness of the broken ice, and controls the ship propulsion system to reduce the speed in time;
s3: when the thickness of the detected ice layer is continuously increased and is larger than the pressure loading ice breaking thickness of the bow part but smaller than the impact ice breaking thickness of the accumulated force, the ice breaking thickness is instant;
at this time, the ice breaking thickness exceeds the ice breaking capacity of the ship during free sailing, and an abnormal sailing ice breaking strategy is needed;
s4: when the thickness of the detected ice layer is continuously increased and is larger than the thickness of the broken ice due to impact of the accumulated force, in real time,
the control system receives the ice layer thickness information, comprehensively researches and judges the ship draft, the ship navigational speed and the ice layer thickness, and adopts a Q4 curve to push, if the ship is in danger of ice trapping, the control system judges that ice cannot be broken at the moment, and timely sends alarm information to a shipman to perform manual intervention control.
According to the matching relation of the whole ship propellers, when in an ice breaking working condition, the whole ship has four types of propeller combination types, namely:
first, two sets of pod propellers providing thrust T1;
second, two sets of propeller shaft propellers providing thrust T2;
thirdly, one set of pod propeller and two sets of shaft propeller to provide thrust T3;
fourth, two sets of pod and two sets of propeller propellers providing thrust T4;
the thrust magnitude relation of the four propulsion combination types is as follows: t1 is more than or equal to T2 is more than or equal to T3 is more than or equal to T4, and under the same sea condition, the smaller the thrust is, the smaller the output power of the ship is, and the more energy is saved.
As a further improvement of the above technical scheme:
instead of the relationship between Cheng Pobing thickness and draft, the thrust T1 has a curve relationship of Q1, the thrust T2 has a curve relationship of Q2, the thrust T3 has a curve relationship of Q3, and the thrust T4 has a curve relationship of Q4.
S2, searching for corresponding thrust in the relation graph according to the detected ice layer thickness, and setting the optimal degree as Q1, Q2, Q3 and Q4 according to the thrust, wherein the set draft corresponding to the intersection points between the ice layer thickness and the four thrust curves is d1, d2, d3 and d4 in sequence;
at this time, the draft of the ship is d, and the position range of d can be locked according to the size relation between d and d1, d2, d3 and d4;
to illustrate the control strategy and process in this case, it is assumed that d2.ltoreq.d.ltoreq.d1;
at this time, the ice breaking thrust T is between the Q2 curve corresponding to d2 and the Q1 curve corresponding to d1, namely the T point position;
at this time, according to the curve relationship, the bow part can be adopted to pressurize and load, so as to increase the inertia of the ship, and a propulsion curve Q1 is adopted to impact the front ice layer;
starting a ballast water pump to fill ballast water into a bow ballast water tank, and when the bow draft becomes larger due to the increase of the ballast water, correspondingly increasing the weight of the bow;
when the draft of the bow is smaller than the design draft, after the control system receives the draft of the bow, the control system judges that the ship continuously collides with a thick ice layer in the draft state, namely, the ballast water pump is stopped, and simultaneously, an acceleration instruction is sent out, the ship is accelerated, the main propulsion system is controlled to give proper ice breaking thrust, and the ship is inclined first to accelerate the collision;
when the draft of the bow is larger than the design draft, stopping ballasting, and meanwhile, in order to ensure the safety of breaking ice, adopting a Q2 curve with more sufficient thrust to break ice, wherein the power is selected as T2;
and continuously impacting and extruding the thicker ice layer by means of the self weight of the bow part to finish the ice breaking task.
S3, after receiving the ice layer thickness information, the ship control system sends a reversing instruction to the main propulsion system, and the ship reverses on the opened channel, and stops reversing when the ship is about three captain distances from the ice layer;
according to the detected thickness of the ice layer, the corresponding thrust in the relation diagram is sought, the preference degree is set as Q1, Q2, Q3 and Q4 in sequence according to the magnitude of the thrust, and the set draft corresponding to the intersection points between the thickness of the ice layer and four thrust curves is d1, d2, d3 and d4 in sequence;
at this time, the draft of the ship is d, and the position range of d is locked according to the size relation between d and d1, d2, d3 and d4;
to illustrate the control strategy and process in this case, it is assumed that d3.ltoreq.d.ltoreq.d2;
at this time, the ice breaking thrust T should be between the Q3 curve corresponding to d3 and the Q2 curve corresponding to d2; at the moment, according to the curve relationship, the bow part can be adopted to pressurize and load, the inertia of the ship is increased, and the propulsion curve Q2 is adopted to impact the front ice layer;
starting a ballast water pump to fill ballast water into a bow ballast water tank, and when the bow draft becomes larger due to the increase of the ballast water, correspondingly increasing the weight of the bow;
when the draft of the bow is smaller than the design draft, after the control system receives the draft of the bow, the control system judges that the control system can start accelerating in the draft state, and continuously collides with a thick ice layer after storing force, namely, the ballast water pump is stopped; simultaneously, an acceleration instruction is sent out, the speed of the ship is increased, and the main propulsion system is controlled to give proper ice breaking thrust T2; at the moment, the ship accelerates forward to collide with the front ice layer, and when the ship is about to contact with the thick ice layer, the ship impacts the ice layer due to the inertial energy storage;
when the draft of the bow is larger than the design draft, stopping ballasting, and meanwhile, in order to ensure the safety of breaking ice, adopting a Q3 curve with more sufficient thrust to break ice, wherein the power is selected as T3;
after the ice layer is crashed, the thickness of the front ice layer is judged again, and an ice breaking strategy is selected according to the thickness of the ice layer.
The beneficial effects of the invention are as follows:
the invention has compact and reasonable structure and convenient operation, the ship gesture is always consistent under the condition of continuously breaking ice, gesture adjustment can not be carried out on the thickness of the front ice layer, enough inertia can not be reserved for impacting the ice breaking when the ice layer is thicker, and the impact power is overlarge due to overlarge ice breaking power when the ice layer is thinner, thereby wasting the ship energy storage. According to the invention, the required ice breaking thrust is calculated according to the ice thickness of the sailing sea area, the relation diagram of draft, ice thickness and propulsion curve is drawn by combining with the draft of the ship, and the ice breaking power combination is judged at any time according to the actually detected ice layer thickness, so that the ship is ensured to break ice on the premise of saving energy and reducing emission.
Meanwhile, the invention has the following advantages:
1. the characteristics of the ice breaker propulsion type are fully utilized, propulsion combinations are constructed, different power outputs are provided for the ship, and the ship is ensured to break ice while energy is saved and emission is reduced;
2. the ship can adjust the ice breaking strategy at any time according to the thickness of the front ice layer, responds at any time, has high automation degree, and avoids adverse effects caused by manual reaction;
3. the invention has high expansion degree, and can expand the functions of adding weather information, setting the navigation path and the like according to actual conditions;
4. the invention is mainly applied to the technical field of ship performance, and is used for designing the icebreaking gesture, ensuring the gesture automatic control and the icebreaking efficiency when the icebreaker breaks ice, and ensuring the navigation safety.
Drawings
Fig. 1 is a schematic structural view of the present invention.
Fig. 2 is a schematic view of the structure of the present invention (omitting normal voyage in the non-ice area and entering the ice area in front of the voyage).
FIG. 3 is a graph of the present invention when the detected ice layer thickness is less than the normal icebreaking thickness.
FIG. 4 is a graph of the present invention when the thickness of the layer of ice is detected to be between the normal icebreaking thickness and the pressurized icebreaking thickness of the bow portion.
FIG. 5 is a graph showing the invention when the thickness of the detected ice layer continues to increase, and the detected ice layer is larger than the pressure loaded ice breaking thickness of the bow part but smaller than the impact ice breaking thickness of the accumulated force.
FIG. 6 is a graph of the present invention when the thickness of the ice layer is detected to continue to increase, greater than the thickness of the ice broken by impact of the stored energy.
Detailed Description
The following describes specific embodiments of the present invention with reference to the drawings.
As shown in fig. 1-6, in the autonomous navigation ice breaking control strategy of the ice breaker of the embodiment, an ice thickness detector is installed on the bow of the ice breaker, the normal ice breaking thickness of each ice breaker is determined according to the performance of each ice breaker, the bow pressurizes the ice breaking thickness, and the ice breaking thickness is impacted by the accumulated force;
when the ship is designed, according to the ice thickness of a sailing sea area, the required ice breaking thrust is calculated, and a relation diagram of draft, ice thickness and propulsion curve is drawn by combining with the ship draft, so that a Q1 curve, a Q2 curve, a Q3 curve and a Q4 curve are respectively formed;
the specific operation flow is as follows:
s1: when the thickness of the detected ice layer is smaller than the normal ice breaking thickness, the method is instant:
the ice breaker control system receives the thickness of the ice layer, sets the navigational speed according to the thickness of the ice layer, normally runs according to the navigational speed of the ice breaker, and the ship crushes the front ice layer and opens up a channel;
for green energy conservation and carbon emission reduction, a Q1 curve with the minimum power is selected for propulsion;
at the moment, according to the measured ice thickness and a wall thickness draft thrust relation diagram, selecting a corresponding draft point on a Q1 curve, and carrying out ballast operation on the ship to meet draft requirements, wherein the ship sails according to the draft until the ice thickness in front changes drastically;
s2: when the thickness of the detected ice layer is between the normal ice breaking thickness and the bow pressurizing ice breaking thickness, the method is instant:
the ice breaker control system receives the thickness of the ice layer, judges that the thickness of the broken ice exceeds the normal thickness of the broken ice, and controls the ship propulsion system to reduce the speed in time;
s3: when the thickness of the detected ice layer is continuously increased and is larger than the pressure loading ice breaking thickness of the bow part but smaller than the impact ice breaking thickness of the accumulated force, the ice breaking thickness is instant;
at this time, the ice breaking thickness exceeds the ice breaking capacity of the ship during free sailing, and an abnormal sailing ice breaking strategy is needed;
s4: when the thickness of the detected ice layer is continuously increased and is larger than the thickness of the broken ice due to impact of the accumulated force, in real time,
the control system receives the ice layer thickness information, comprehensively researches and judges the ship draft, the ship navigational speed and the ice layer thickness, and adopts a Q4 curve to push, if the ship is in danger of ice trapping, the control system judges that ice cannot be broken at the moment, and timely sends alarm information to a shipman to perform manual intervention control.
According to the matching relation of the whole ship propellers, when in an ice breaking working condition, the whole ship has four types of propeller combination types, namely:
first, two sets of pod propellers providing thrust T1;
second, two sets of propeller shaft propellers providing thrust T2;
thirdly, one set of pod propeller and two sets of shaft propeller to provide thrust T3;
fourth, two sets of pod and two sets of propeller propellers providing thrust T4;
the thrust magnitude relation of the four propulsion combination types is as follows: t1 is more than or equal to T2 is more than or equal to T3 is more than or equal to T4, and under the same sea condition, the smaller the thrust is, the smaller the output power of the ship is, and the more energy is saved.
Instead of the relationship between Cheng Pobing thickness and draft, the thrust T1 has a curve relationship of Q1, the thrust T2 has a curve relationship of Q2, the thrust T3 has a curve relationship of Q3, and the thrust T4 has a curve relationship of Q4.
S2, searching for corresponding thrust in the relation graph according to the detected ice layer thickness, and setting the optimal degree as Q1, Q2, Q3 and Q4 according to the thrust, wherein the set draft corresponding to the intersection points between the ice layer thickness and the four thrust curves is d1, d2, d3 and d4 in sequence;
at this time, the draft of the ship is d, and the position range of d can be locked according to the size relation between d and d1, d2, d3 and d4;
to illustrate the control strategy and process in this case, it is assumed that d2.ltoreq.d.ltoreq.d1;
at this time, the ice breaking thrust T is between the Q2 curve corresponding to d2 and the Q1 curve corresponding to d1, namely the T point position;
at this time, according to the curve relationship, the bow part can be adopted to pressurize and load, so as to increase the inertia of the ship, and a propulsion curve Q1 is adopted to impact the front ice layer;
starting a ballast water pump to fill ballast water into a bow ballast water tank, and when the bow draft becomes larger due to the increase of the ballast water, correspondingly increasing the weight of the bow;
when the draft of the bow is smaller than the design draft, after the control system receives the draft of the bow, the control system judges that the ship continuously collides with a thick ice layer in the draft state, namely, the ballast water pump is stopped, and simultaneously, an acceleration instruction is sent out, the ship is accelerated, the main propulsion system is controlled to give proper ice breaking thrust, and the ship is inclined first to accelerate the collision;
when the draft of the bow is larger than the design draft, stopping ballasting, and meanwhile, in order to ensure the safety of breaking ice, adopting a Q2 curve with more sufficient thrust to break ice, wherein the power is selected as T2;
and continuously impacting and extruding the thicker ice layer by means of the self weight of the bow part to finish the ice breaking task.
S3, after receiving the ice layer thickness information, the ship control system sends a reversing instruction to the main propulsion system, and the ship reverses on the opened channel, and stops reversing when the ship is about three captain distances from the ice layer;
according to the detected thickness of the ice layer, the corresponding thrust in the relation diagram is sought, the preference degree is set as Q1, Q2, Q3 and Q4 in sequence according to the magnitude of the thrust, and the set draft corresponding to the intersection points between the thickness of the ice layer and four thrust curves is d1, d2, d3 and d4 in sequence;
at this time, the draft of the ship is d, and the position range of d is locked according to the size relation between d and d1, d2, d3 and d4;
to illustrate the control strategy and process in this case, it is assumed that d3.ltoreq.d.ltoreq.d2;
at this time, the ice breaking thrust T should be between the Q3 curve corresponding to d3 and the Q2 curve corresponding to d2; at the moment, according to the curve relationship, the bow part can be adopted to pressurize and load, the inertia of the ship is increased, and the propulsion curve Q2 is adopted to impact the front ice layer;
starting a ballast water pump to fill ballast water into a bow ballast water tank, and when the bow draft becomes larger due to the increase of the ballast water, correspondingly increasing the weight of the bow;
when the draft of the bow is smaller than the design draft, after the control system receives the draft of the bow, the control system judges that the control system can start accelerating in the draft state, and continuously collides with a thick ice layer after storing force, namely, the ballast water pump is stopped; simultaneously, an acceleration instruction is sent out, the speed of the ship is increased, and the main propulsion system is controlled to give proper ice breaking thrust T2; at the moment, the ship accelerates forward to collide with the front ice layer, and when the ship is about to contact with the thick ice layer, the ship impacts the ice layer due to the inertial energy storage;
when the draft of the bow is larger than the design draft, stopping ballasting, and meanwhile, in order to ensure the safety of breaking ice, adopting a Q3 curve with more sufficient thrust to break ice, wherein the power is selected as T3;
after the ice layer is crashed, the thickness of the front ice layer is judged again, and an ice breaking strategy is selected according to the thickness of the ice layer.
The invention is in the working process:
when the ship travels to the frozen sea area, the speed needs to be reduced and the ice breaking working condition is entered.
An ice thickness detector arranged at the bow detects the thickness delta of the ice layer 5-10 meters in front of the bow, and feeds back the detection result to a control system.
The navigational speed v information is provided by an onboard Beidou navigation system.
The draft d information is provided by the vessel draft monitoring system.
When each icebreaker is designed, the normal icebreaking thickness delta can be determined according to the performance of each icebreaker 0 The thickness delta of the pressurized ice-breaking of the bow part 1 Impact ice breaking thickness delta 2 。
When the ship is designed, the required ice breaking thrust is calculated according to the ice thickness of the sailing sea area, and the relationship diagram of draft, ice thickness and propulsion curve is drawn by combining the draft of the ship. The two sets of pod propulsion devices arranged on the two sides of the ship have smaller power and are mainly used for cruising and sailing in non-ice areas; the two sets of shaft propeller propellers arranged in the middle have high power and are mainly used for icebreaking navigation. In order to maintain the heading stability of the ship, 2 full-circle pods installed on the ship are often used together or 2 sets of propellers are used together.
According to the matching relation of the whole ship propeller, when in an ice breaking working condition, the whole ship has 4 main combination types of the propeller, namely:
first, 2 sets of pod propellers providing thrust T1;
second, a 2-set propeller provides thrust T2;
thirdly, a 1 set of pod propellers and a 2 set of shaft propeller propellers provide thrust T3;
fourth, 2 sets of pod and 2 sets of propeller propellers providing thrust T4;
the thrust magnitude relation of the four propulsion combination types is as follows: t1 is less than or equal to T2 is less than or equal to T3 is less than or equal to T4. Under the same sea condition, the smaller the thrust is, the smaller the output power of the ship is, and the more energy is saved.
According to the thrust force applied to the ship under different ballast draft conditions, the relationship between Cheng Pobing thickness and draft is changed, the curve relationship formed by the thrust T1 is a Q1 curve, the curve relationship formed by the thrust T2 is a Q2 curve, the curve relationship formed by the thrust T3 is a Q3 curve, and the curve relationship formed by the thrust T4 is a Q4 curve, as shown in the drawing. The graph is used as a main judging basis of control.
Control strategy description:
when the detected ice layer thickness delta is smaller than the normal ice breaking thickness delta 0 Delta < delta 0 Time of day
At this time, the ice breaker control system receives the thickness of the ice layer, and sets the speed according to the thickness of the ice layer, so that the ice breaker can normally run at the speed of breaking ice, and the ship can crush the ice layer in front and open up a channel.
For green energy saving and carbon emission reduction, the Q1 curve propulsion with the minimum power is selected.
At this time, according to the measured ice thickness delta, according to the wall thickness draft thrust relation diagram, the corresponding draft point on the Q1 curve is selected, and the ship is ballasted to meet the draft requirement. The vessel sails at this draft. Until the front ice thickness changes drastically.
Secondly, when the thickness delta of the ice layer is detected to be equal to the normal ice breaking thickness and the pressure load ice breaking thickness delta of the bow part 1 Between, i.e. delta 0 ＜δ＜δ 1 Time of day
At this time, the icebreaker control system receives the ice layer thickness and determines that the icebreaking thickness has exceeded the normal icebreaking thickness. And controlling the ship propulsion system to reduce the speed in time.
The thrust corresponding to the relation diagram is sought according to the detected ice layer thickness, and the preference degrees are set as Q1, Q2, Q3 and Q4 in sequence according to the magnitude of the thrust. The set draft corresponding to the intersection point between the ice layer thickness and the 4 thrust curves is d1, d2, d3, d4 in order.
At this time, the draft of the ship is d, and the position range of d can be locked according to the magnitude relation between d and d1, d2, d3, and d4.
To illustrate the control strategy and process in this case, it is assumed that d2.ltoreq.d.ltoreq.d1.
At this time, the ice breaking thrust T should be between the Q2 curve corresponding to d2 and the Q1 curve corresponding to d1. Such as the T point location in fig. 2. At this time, according to the curve relationship, the bow pressurization load can be adopted to increase the ship inertia, and the propulsion curve Q1 is adopted to impact the front ice layer.
And starting the ballast water pump to fill ballast water into the bow ballast water tank, and when the bow draft becomes larger due to the increase of the ballast water, correspondingly increasing the weight of the bow.
When the draft of the bow is smaller than the design draft, the control system judges that thick ice layers can be continuously collided under the draft state after receiving the draft of the bow. I.e. stopping the ballast water pump. And simultaneously, an acceleration instruction is sent out, the ship is accelerated, and the main propulsion system is controlled to give proper ice breaking thrust. At this time, the ship is in a first-tilting acceleration collision.
And when the draft of the bow is larger than the design draft, stopping ballasting, and simultaneously, in order to ensure the safety of breaking ice, adopting a Q2 curve with more sufficient thrust to break ice, wherein the power is selected as T2.
And continuously impacting and extruding the thicker ice layer by means of the self weight of the bow part to finish the ice breaking task.
(III) when the thickness delta of the detected ice layer is continuously increased and is larger than the thickness delta of the pressurized loaded broken ice of the bow part 1 But less than the ice-breaking thickness delta due to impact of the accumulated force 2 Delta, i.e 1 ＜δ＜δ 2 Time of day
At this time, the ice breaking thickness exceeds the ice breaking capacity of the ship during free sailing. An abnormal sailing icebreaking strategy is required.
And after receiving the ice layer thickness information, the ship control system sends a reversing instruction to the main propulsion system. And the ship backs a car on the opened channel, and stops backing the car when the ship is about three captain distances away from the ice layer.
The thrust corresponding to the relation diagram is sought according to the detected ice layer thickness, and the preference degrees are set as Q1, Q2, Q3 and Q4 in sequence according to the magnitude of the thrust. The set draft corresponding to the intersection point between the ice layer thickness and the 4 thrust curves is d1, d2, d3, d4 in order.
At this time, the draft of the ship is d, and the position range of d can be locked according to the magnitude relation between d and d1, d2, d3, and d4.
To illustrate the control strategy and process in this case, it is assumed that d3.ltoreq.d.ltoreq.d2.
At this time, the ice breaking thrust T should be between the Q3 curve corresponding to d3 and the Q2 curve corresponding to d2. Such as the T point location in fig. 3. At this time, according to the curve relationship, the bow pressurization load can be adopted to increase the ship inertia, and the propulsion curve Q2 is adopted to impact the front ice layer.
And starting the ballast water pump to fill ballast water into the bow ballast water tank, and when the bow draft becomes larger due to the increase of the ballast water, correspondingly increasing the weight of the bow.
When the draft of the bow is smaller than the design draft, the control system can start accelerating under the draft state after receiving the draft of the bow, and continuously collide with the thick ice layer after storing the power, namely stopping the ballast water pump. And simultaneously, an acceleration instruction is sent out, the ship is accelerated, and the main propulsion system is controlled to give proper ice breaking thrust T2. At this time, the ship accelerates forward to collide with the front ice layer, and when the ship is about to contact with the thick ice layer, the ship impacts the ice layer due to the inertial force.
And when the draft of the bow is larger than the design draft, stopping ballasting, and simultaneously, in order to ensure the safety of breaking ice, adopting a Q3 curve with more sufficient thrust to break ice, wherein the power is selected as T3.
After the ice layer is crashed, the thickness of the front ice layer is judged again, and an ice breaking strategy is selected according to the thickness of the ice layer.
(IV) when the thickness delta of the detected ice layer is increased continuously, the thickness delta is larger than the impact ice-breaking thickness delta of the accumulated force 2 Delta, i.e 2 When < delta
At the moment, the control system receives the ice layer thickness information and comprehensively researches and judges the ship draft, the ship navigational speed and the ice layer thickness. While Q4 curve propulsion is adopted, it is possible to cause the vessel to be in danger of ice trapping. At the moment, the control system judges that ice cannot be broken, and timely sends alarm information to a crewman for manual intervention control.
The above description is intended to illustrate the invention and not to limit it, the scope of which is defined by the claims, and any modifications can be made within the scope of the invention.

Claims (4)

1. An autonomous navigation ice breaking control strategy of an ice breaker is characterized in that: an ice thickness detector is arranged at the bow of each icebreaker, and the normal ice breaking thickness delta is determined according to the performance of each icebreaker 0 The thickness delta of the pressurized ice-breaking of the bow part 1 Impact ice breaking thickness delta 2 ；
When the ship is designed, according to the ice thickness of a sailing sea area, the required ice breaking thrust is calculated, and a relation diagram of draft, ice thickness and propulsion curve is drawn by combining with the ship draft, so that a Q1 curve, a Q2 curve, a Q3 curve and a Q4 curve are respectively formed;
the specific operation flow is as follows:
s1: when the detected ice layer thickness delta is smaller than the normal ice breaking thickness delta 0 Delta < delta 0 When (1):
the ice breaker control system receives the thickness of the ice layer, sets the navigational speed according to the thickness of the ice layer, normally runs according to the navigational speed of the ice breaker, and the ship crushes the front ice layer and opens up a channel;
for green energy conservation and carbon emission reduction, a Q1 curve with the minimum power is selected for propulsion;
at the moment, according to the measured ice thickness delta, according to a wall thickness draft thrust relation diagram, a corresponding draft point on a Q1 curve is selected, the ship is ballasted to meet draft requirements, and sails according to the draft until the ice thickness in front is changed drastically;
s2: when the thickness delta of the ice layer is detected to be the normal ice breaking thickness delta, the pressure load ice breaking thickness delta of the bow part 1 Between, i.e. delta 0 ＜δ＜δ 1 When (1):
the ice breaker control system receives the thickness of the ice layer, judges that the thickness of the broken ice exceeds the normal thickness of the broken ice, and controls the ship propulsion system to reduce the speed in time;
s3: when the thickness delta of the detected ice layer is continuously increased and is larger than the thickness delta of the pressurized load ice breaking of the bow part 1 But less than the ice-breaking thickness delta due to impact of the accumulated force 2 Delta, i.e 1 ＜δ＜δ 2 When in use;
at this time, the ice breaking thickness exceeds the ice breaking capacity of the ship during free sailing, and an abnormal sailing ice breaking strategy is needed;
s4: when the thickness delta of the detected ice layer is continuously increased and is larger than the thickness delta of the impact ice breaking due to the impact of the storage force 2 Delta, i.e 2 When delta is less than the threshold value, the control system receives ice layer thickness information, comprehensively researches and judges the draft of the ship, the navigational speed of the ship and the ice layer thickness, and although the Q4 curve is adopted for propulsion, if the ship is in danger of being stranded by ice, at the moment, the control system judges that the ice cannot be broken, timely sends alarm information to a shipman, and performs manual intervention control.
2. An ice breaker autonomous navigational ice breaking control strategy according to claim 1, wherein: according to the matching relation of the whole ship propellers, when in an ice breaking working condition, the whole ship has four types of propeller combination types, namely:
first, two sets of pod propellers providing thrust T1;
second, two sets of propeller shaft propellers providing thrust T2;
thirdly, one set of pod propeller and two sets of shaft propeller to provide thrust T3;
fourth, two sets of pod and two sets of propeller propellers providing thrust T4;
the thrust magnitude relation of the four propulsion combination types is as follows: t1 is more than or equal to T2 is more than or equal to T3 is more than or equal to T4, under the same sea condition, the smaller the thrust is, the smaller the output power of the ship is, the more energy is saved,
according to the thrust force received by the ship under different ballast drafts, the relationship between the thickness of Cheng Pobing and the draft is changed, the curve relationship formed by the thrust T1 is a Q1 curve, the curve relationship formed by the thrust T2 is a Q2 curve, the curve relationship formed by the thrust T3 is a Q3 curve, and the curve relationship formed by the thrust T4 is a Q4 curve.
3. An ice breaker autonomous navigational ice breaking control strategy according to claim 1, wherein: s2, searching for corresponding thrust in the relation graph according to the detected ice layer thickness, and setting the optimal degree as Q1, Q2, Q3 and Q4 according to the thrust, wherein the set draft corresponding to the intersection points between the ice layer thickness and the four thrust curves is d1, d2, d3 and d4 in sequence;
at this time, the draft of the ship is d, and the position range of d can be locked according to the size relation between d and d1, d2, d3 and d4;
to illustrate the control strategy and process in this case, it is assumed that d2.ltoreq.d.ltoreq.d1;
at this time, the ice breaking thrust T is between the Q2 curve corresponding to d2 and the Q1 curve corresponding to d1, namely the T point position;
at this time, according to the curve relationship, the bow part can be adopted to pressurize and load, so as to increase the inertia of the ship, and a propulsion curve Q1 is adopted to impact the front ice layer;
starting a ballast water pump to fill ballast water into a bow ballast water tank, and when the bow draft becomes larger due to the increase of the ballast water, correspondingly increasing the weight of the bow;
when the draft of the bow is smaller than the design draft, after the control system receives the draft of the bow, the control system judges that the ship continuously collides with a thick ice layer in the draft state, namely, the ballast water pump is stopped, and simultaneously, an acceleration instruction is sent out, the ship is accelerated, the main propulsion system is controlled to give proper ice breaking thrust, and the ship is inclined first to accelerate the collision;
when the draft of the bow is larger than the design draft, stopping ballasting, and meanwhile, in order to ensure the safety of breaking ice, adopting a Q2 curve with more sufficient thrust to break ice, wherein the power is selected as T2;
and continuously impacting and extruding the thicker ice layer by means of the self weight of the bow part to finish the ice breaking task.
4. An ice breaker autonomous navigational ice breaking control strategy according to claim 1, wherein: s3, after receiving the ice layer thickness information, the ship control system sends a reversing instruction to the main propulsion system, and the ship reverses on the opened channel, and stops reversing when the ship is about three captain distances from the ice layer; according to the detected thickness of the ice layer, the corresponding thrust in the relation diagram is sought, the preference degree is set as Q1, Q2, Q3 and Q4 in sequence according to the magnitude of the thrust, and the set draft corresponding to the intersection points between the thickness of the ice layer and four thrust curves is d1, d2, d3 and d4 in sequence;
at this time, the draft of the ship is d, and the position range of d is locked according to the size relation between d and d1, d2, d3 and d4;
to illustrate the control strategy and process in this case, it is assumed that d3.ltoreq.d.ltoreq.d2;
at this time, the ice breaking thrust T should be between the Q3 curve corresponding to d3 and the Q2 curve corresponding to d2; at the moment, according to the curve relationship, the bow part can be adopted to pressurize and load, the inertia of the ship is increased, and the propulsion curve Q2 is adopted to impact the front ice layer;
starting a ballast water pump to fill ballast water into a bow ballast water tank, and when the bow draft becomes larger due to the increase of the ballast water, correspondingly increasing the weight of the bow;
when the draft of the bow is smaller than the design draft, after the control system receives the draft of the bow, the control system judges that the control system can start accelerating in the draft state, and continuously collides with a thick ice layer after storing force, namely, the ballast water pump is stopped; simultaneously, an acceleration instruction is sent out, the speed of the ship is increased, and the main propulsion system is controlled to give proper ice breaking thrust T2; at the moment, the ship accelerates forward to collide with the front ice layer, and when the ship is about to contact with the thick ice layer, the ship impacts the ice layer due to the inertial energy storage;
when the draft of the bow is larger than the design draft, stopping ballasting, and meanwhile, in order to ensure the safety of breaking ice, adopting a Q3 curve with more sufficient thrust to break ice, wherein the power is selected as T3;
after the ice layer is crashed, the thickness of the front ice layer is judged again, and an ice breaking strategy is selected according to the thickness of the ice layer.
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US5996520A (en) * 1997-02-27 1999-12-07 Kvaerner Masa-Yards Oy Icebreaking method and icebreaker
CN106327610A (en) * 2016-08-27 2017-01-11 南通中远川崎船舶工程有限公司 Intelligent ship for arctic navigation
CN109501952A (en) * 2018-11-09 2019-03-22 南通中远海运川崎船舶工程有限公司 A kind of Novel icebreaker bow structure and icebreaking method
CN111976904A (en) * 2020-08-19 2020-11-24 哈尔滨工程大学 Auxiliary ice breaking power system and ice breaking method for icebreaker
CN113139318A (en) * 2021-05-13 2021-07-20 中国船舶科学研究中心 Dynamic evaluation method for icebreaking capacity of polar region ship

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5996520A (en) * 1997-02-27 1999-12-07 Kvaerner Masa-Yards Oy Icebreaking method and icebreaker
CN106327610A (en) * 2016-08-27 2017-01-11 南通中远川崎船舶工程有限公司 Intelligent ship for arctic navigation
CN109501952A (en) * 2018-11-09 2019-03-22 南通中远海运川崎船舶工程有限公司 A kind of Novel icebreaker bow structure and icebreaking method
CN111976904A (en) * 2020-08-19 2020-11-24 哈尔滨工程大学 Auxiliary ice breaking power system and ice breaking method for icebreaker
CN113139318A (en) * 2021-05-13 2021-07-20 中国船舶科学研究中心 Dynamic evaluation method for icebreaking capacity of polar region ship

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