CN117215318B - Dynamic positioning ship control method for water depth change - Google Patents
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Abstract
The invention relates to the technical field of ship motion control, and provides a dynamic positioning ship control method for water depth change. Comprising the following steps: collecting damping coefficients and propeller thrust coefficients of the ship under different draft working conditions, and constructing a propeller model and a low-frequency motion model of the ship; constructing a high-frequency motion model of the ship, and further constructing a state estimation model of the ship; updating high-frequency parameters in the state estimation model through spectrum analysis of the position measurement information and the heading measurement information of the ship at fixed time intervals; separating high-frequency and low-frequency motion information from the measurement information, and inputting the high-frequency and low-frequency motion information into an updated state estimation model to obtain a state estimation vector; obtaining the wind load of the ship through wind tunnel test calculation; the resultant control force is calculated by the deviation control based on the state estimation vector and the environmental force feedback based on the wind load to control the ship. The invention matches the working modes of the power positioning ship under different water depths, reduces the power loss and improves the control precision.
Description
Technical Field
The invention relates to the technical field of ship motion control, in particular to a dynamic positioning ship control method for water depth change.
Background
Due to the requirement of the operation task, part of special operation ships can often switch operation in a deep water area and a shallow water area, and the working water depth changes obviously. When the ship runs from a deep water area to shallow water areas such as shallow sea, the ship is in a limited channel state and suffers from shallow water effect, so that the hydrodynamic performance of the ship is influenced, and the dynamics characteristics of a controlled body are changed. In addition, because the viscosity of water forms a boundary layer at the boundary between the bottom and the bottom surface, the cross section of water flow is reduced, the flow is accelerated due to extrusion, the fluid pressure around the ship body is reduced, the ship body sinks, the wet surface area is increased, and the friction resistance and the viscous pressure resistance are increased to some extent. In addition, when the ship sails in a shallow water area, the traveling wave becomes a shallow water wave, the amplitude and the waveform change sharply along with the shallow water depth, and the dominant frequency of wave frequency motion changes. At the same time, in shallow water areas, the thrust of the ship propeller has a certain loss.
The current ship control method only sends the obtained ship position and heading information meeting the precision requirement to a state feedback controller, and the control is performed according to different adjustment corresponding control parameters of a specifically designed controller in the ideal ocean environment without wind and static water, and the influence of thrust, fluid pressure, resistance and the like caused by water depth change on the control performance of the power positioning ship is not considered.
Disclosure of Invention
The present invention is directed to solving at least one of the technical problems existing in the related art. Therefore, the invention provides a dynamic positioning ship control method for water depth change.
The invention provides a dynamic positioning ship control method for water depth change, which comprises the following steps:
s1: presetting a first draft working condition and a second draft working condition of a ship, respectively acquiring a damping coefficient and a propeller thrust coefficient of the ship under the first draft working condition, and respectively acquiring the damping coefficient and the propeller thrust coefficient of the ship under the second draft working condition;
s2: constructing a propeller model and a low-frequency motion model of the ship according to the acquired damping coefficients and the propeller thrust coefficients under different draft working conditions;
s3: constructing a high-frequency motion model of the ship, and constructing a state estimation model of the ship according to the high-frequency motion model and the low-frequency motion model;
s4: updating high-frequency parameters in the state estimation model through spectrum analysis of the position measurement information and the heading measurement information of the ship at fixed time intervals;
s5: separating high-frequency motion information and low-frequency motion information according to the position measurement information and heading measurement information of the ship, and inputting the high-frequency motion information and the low-frequency motion information into an updated state estimation model to obtain a state estimation vector;
s6: obtaining the wind load of the ship through wind tunnel test calculation;
s7: and calculating the control resultant force of the ship through deviation control based on the state estimation vector and environmental force feedback based on wind load so as to complete the control of the ship.
According to the dynamic positioning ship control method for the water depth change, in the step S1, the first draft working condition is twice the draft working condition of the ship, and the second draft working condition is three times the draft working condition of the ship.
According to the dynamic positioning ship control method for the water depth change, the damping system in the step S1 is obtained through a ship model towing tank test method, and the thrust coefficient of the propeller is obtained through a propeller open water tank test method.
According to the dynamic positioning ship control method for water depth change provided by the invention, the damping coefficient expression acquired in the step S1 is as follows:
；
wherein,is the damping coefficient obtained under the condition of double draft>Damping coefficient obtained under three times of draft condition, < ->Is twice the draft depth->Is three times of the draft depth>Sampling the water depth;
the expression of the thrust coefficient of the propeller acquired in the step S1 is as follows:
；
wherein,for the propulsion coefficient obtained under twice the draft conditions, +.>The thrust coefficient of the propeller is obtained under the condition of three times of draft.
According to the dynamic positioning ship control method for water depth change provided by the invention, the expression of the propeller model in the step S2 is as follows:
；
wherein,the thrust available vector for all propellers of the ship, < >>A matrix is configured for the control of the propeller,is a thrust coefficient matrix>Is an input control variable;
the low-frequency motion model expression in step S2 is:
；
wherein,for a state vector of a ship in the geodetic system comprising a north position, an east position and a heading, +.>Is the heading of the ship>For the ship coordinate transformation matrix, < > for>For a state vector of the ship comprising a movement speed and an angular speed in the hull coordinate system +.>Is a ship inertia matrix>Is a damping coefficient matrix->Thrust vector generated for ship propeller, +.>For the wind load vector of the ship, < > is->For transposed matrix +.>Is in three degrees of freedom of north, east and bow of the shipEnvironmental disturbance load->To represent a three-dimensional diagonal matrix of process noise magnitudes, +.>For the first zero mean Gaussian white noise vector, < >>For a three-dimensional diagonal matrix comprising time constants, +.>To represent a three-dimensional diagonal matrix of environmental disturbance load magnitudes, < >>Is the second zero-mean gaussian white noise vector.
According to the dynamic positioning ship control method for water depth change provided by the invention, the step S3 of constructing the high-frequency motion model of the ship further comprises the following steps:
s311: establishing a preliminary high-frequency motion mathematical model of the ship, wherein the expression of the preliminary high-frequency motion mathematical model is as follows:
；
wherein,for the preliminary high-frequency motion mathematical model, +.>For wave intensity +.>Is a virtual variable, ->Is a relative damping coefficient->Is the dominant frequency;
s312: and rewriting the preliminary high-frequency motion mathematical model into a state space form to obtain a high-frequency motion model, wherein the expression of the high-frequency motion model is as follows:
；
wherein,is a ship high-frequency state vector->For the first coefficient matrix, < >>For the second coefficient matrix->For the third zero mean Gaussian white noise vector, < >>To include a three-dimensional vector of high frequency motion heave, heave position and heading angle,and is a third coefficient matrix.
According to the dynamic positioning ship control method for water depth change provided by the invention, the step S3 of establishing a ship state estimation model further comprises the following steps:
s321: establishing a system measurement model comprising position measurement and heading measurement, wherein the expression of the system measurement model is as follows:
；
wherein,for measuring the systemModel (S)>A fourth zero-mean gaussian white noise vector;
s322: and constructing a state estimation nonlinear mathematical model of the ship by combining the high-frequency motion model, the low-frequency motion model and the system measurement model, wherein the expression of the state estimation nonlinear mathematical model is as follows:
；
s323: the state estimation nonlinear mathematical model is rewritten into a space form, and a state estimation model of the ship is obtained, wherein the expression of the state estimation model is as follows:
；
wherein,to include->、、、15-dimensional state vector inside,>is a nonlinear state transfer function->Is a noise coefficient matrix>For observing matrix +.>Is the fifth zero-mean gaussian white noise vector.
According to the dynamic positioning ship control method for water depth change provided by the invention, the expression of the wind load in the step S6 is as follows:
；
wherein,for wind load in the longitudinal direction of the ship>For wind load in the transverse direction of the ship>Wind load for ship bow +.>For the longitudinal dimensionless wind load factor of the ship, < > about->For the dimensionless wind load factor in the transverse direction of the ship, < > for>Dimensionless wind load factor for ship bow,/-for>Is relative to the wind direction>For air density->For the relative wind speed>For the forward wind projected area of the ship hull, < >>For the cross wind projection area of the ship hull, < >>Is the total length of the ship hull.
According to the dynamic positioning ship control method for water depth change provided by the invention, the step S4 comprises the following steps:
s41: performing spectrum analysis at fixed time intervals on the position measurement information and the heading measurement information of the ship by a fast Fourier transform method to obtain dominant frequency;
s42: updating the high-frequency motion model through the dominant frequency obtained in the step S41;
s43: and updating the state estimation model according to the updated high-frequency motion model.
According to the dynamic positioning ship control method for water depth change provided by the invention, the calculation formula of the control resultant force in the step S7 is as follows:
；
wherein,to control the resultant force +.>For a three degree of freedom deviation scaling factor matrix comprising longitudinal, transverse and heading +.>Status vector for user set including set position and set heading->Is wind load.
According to the dynamic positioning ship control method for the water depth change, a ship model test method, an empirical formula method, an identification algorithm and the like are adopted to finish identification and acquisition of the ship damping coefficient and the propeller thrust coefficient under different water depths aiming at the ship damping coefficient change and the propeller thrust coefficient change caused by the water depth change, and the design algorithm selects different model parameters according to different water depth measurements; aiming at wave frequency motion dominant frequency change, a state estimation algorithm combining frequency spectrum analysis and extended Kalman filtering is adopted to accurately acquire high-frequency motion dominant frequency, a low-frequency motion state and an environmental interference load; and on the control force calculation level, a method of deviation control and environmental force feedback is adopted to calculate three-degree-of-freedom control resultant force, so that the three-degree-of-freedom control resultant force can be matched and adapted to the working modes of the power positioning ship under the working conditions of different water depths, the power loss is reduced, and the control precision is improved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
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In order to more clearly illustrate the invention or the technical solutions of the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a dynamic positioning ship control method for water depth change, which is provided by the embodiment of the invention.
Fig. 2 is a schematic diagram showing a damping coefficient changing along with a water depth in a dynamic positioning ship control method with a water depth change according to an embodiment of the present invention.
Fig. 3 is a schematic diagram showing a thrust coefficient changing along with a water depth in a dynamic positioning ship control method with a water depth change according to an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention. The following examples are illustrative of the invention but are not intended to limit the scope of the invention.
In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the embodiments of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In describing embodiments of the present invention, it should be noted that, unless explicitly stated and limited otherwise, the terms "coupled," "coupled," and "connected" should be construed broadly, and may be either a fixed connection, a removable connection, or an integral connection, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in embodiments of the present invention will be understood in detail by those of ordinary skill in the art.
In embodiments of the invention, unless expressly specified and limited otherwise, a first feature "up" or "down" on a second feature may be that the first and second features are in direct contact, or that the first and second features are in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the embodiments of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
An embodiment of the present invention is described below with reference to fig. 1.
The invention provides a dynamic positioning ship control method for water depth change, which comprises the following steps:
s1: presetting a first draft working condition and a second draft working condition of a ship, respectively acquiring a damping coefficient and a propeller thrust coefficient of the ship under the first draft working condition, and respectively acquiring the damping coefficient and the propeller thrust coefficient of the ship under the second draft working condition;
the first draft condition in step S1 is twice the draft condition of the ship, and the second draft condition is three times the draft condition of the ship.
The damping system in the step S1 is obtained through a ship model towing tank test method, and the thrust coefficient of the propeller is obtained through a propeller open water tank test method.
Further, in step S1, a dynamic positioning ship propeller model and a motion model are built, two working conditions of water depth of two times and more than three times of draft are selected, and parameters of dynamic positioning ship damping coefficients and propeller thrust coefficients under different water depths are identified by using methods such as a constraint ship model test method, an empirical formula method, a least square algorithm, an extended kalman filtering algorithm and the like, and are embedded in a control system, and different model parameters are selected and used in real time according to different water depths.
Wherein the time-dependent damping coefficient curve is shown in fig. 2, the ordinate in fig. 2 represents the damping coefficient, the abscissa represents the water depth,is the damping coefficient obtained under the condition of double draft>Damping coefficient obtained under three times of draft condition, < ->Is twice the draft depth->Three times the draft depth;
wherein the thrust coefficient of the propeller is plotted as a function of time as shown in fig. 3, the ordinate in fig. 3 represents thrust coefficient, the abscissa represents water depth,for the propulsion coefficient obtained under twice the draft conditions, +.>A propeller thrust coefficient obtained under three times of the draft condition,/->Is twice the draft depth->Three times the draft depth.
The damping coefficient expression acquired in the step S1 is as follows:
；
wherein,is the damping coefficient obtained under the condition of double draft>Damping coefficient obtained under three times of draft condition, < ->Is twice the draft depth->Three times of draft depth->Sampling the water depth;
further, the main idea of the damping coefficient calculation is that the damping coefficient change is not obvious when the draft is increased more than three times, the damping coefficient becomes shallow when the draft is reduced below three times, the shallow water effect influences the hydrodynamic performance of the ship, and each damping coefficient becomes larger and can be further increased along with the aggravation of the shallow water effect. According to the above properties, when the water depth is less than or equal to three times of draft, a quadratic fitting function is designed, and the method is characterized in that,) Therefore, the lowest point of the quadratic curve is the damping coefficient which is unchanged when the water depth is more than three times of draft, and the damping coefficient expression can be obtained.
The expression of the thrust coefficient of the propeller acquired in the step S1 is as follows:
；
wherein,for the propulsion coefficient obtained under twice the draft conditions, +.>The thrust coefficient of the propeller is obtained under the condition of three times of draft.
Further, the main idea of calculating the thrust coefficient K of the propeller is that the change of the thrust coefficient is not obvious when the thrust coefficient is continuously increased along with the three times of draught, the thrust coefficient of the propeller is reduced along with the water depth and further reduced along with the water depth below the three times of draught, and a quadratic fitting function is designed when the water depth is less than or equal to the three times of draught according to the property, wherein the thrust coefficient is reduced along with the water depth and further reduced along with the water depth,) Therefore, the thrust coefficient is unchanged at the highest point of the quadratic curve when the water depth is more than three times of draft, and the thrust coefficient expression can be obtained.
When the water depth is less than or equal to three times of draft, the quadratic fitting function is adopted, mainly the invariance of the convexity of the quadratic function is considered, the monotonicity is unchanged when the water depth is less than or equal to three times of draft, the law that the damping coefficient and the thrust coefficient follow the water depth change is met, and the calculation is convenient.
S2: constructing a propeller model and a low-frequency motion model of the ship according to the acquired damping coefficients and the propeller thrust coefficients under different draft working conditions;
wherein, the expression of the propeller model in the step S2 is:
；
wherein,the thrust available vector for all propellers of the ship, < >>A matrix is configured for the control of the propeller,is a thrust coefficient matrix，Is an input control variable;
further, in the expression of the propeller:
；
；
wherein,for the number of propellers>Is->Speed of the propeller>Is->And the thrust coefficient of each propeller.
The low-frequency motion model expression in step S2 is:
；
wherein,for a state vector of a ship in the geodetic system comprising a north position, an east position and a heading, +.>Is the heading of the ship>For the ship coordinate transformation matrix, < > for>For a state vector of the ship comprising a movement speed and an angular speed in the hull coordinate system +.>Is a ship inertia matrix>Is a damping coefficient matrix->Thrust vector generated for ship propeller, +.>For the wind load vector of the ship, < > is->For transposed matrix +.>For the three-degree-of-freedom environmental interference load of the north, east and bow of the ship, +.>To represent a three-dimensional diagonal matrix of process noise magnitudes, +.>For the first zero mean Gaussian white noise vector, < >>For a three-dimensional diagonal matrix comprising time constants, +.>To represent a three-dimensional diagonal matrix of environmental disturbance load magnitudes, < >>Is the second zero-mean gaussian white noise vector.
Further, in the low frequency motion model expression:
；
wherein,is the north position of the ship, is->Is the eastern position of the ship;
；
wherein,for heave velocity>For the surging speed, < >>Is the yaw rate;
；
；
wherein,for the quality of the ship->For moment of inertia of the vessel->For the longitudinal coordinate of the center of mass of the ship>For longitudinal hydrodynamic acceleration derivative,/->Is the lateral hydrodynamic acceleration derivative,/->For the derivative of hydrodynamic acceleration coupled heading to lateral, +.>For the lateral-to-heading coupled hydrodynamic acceleration derivative,/->The derivative is the hydrodynamic acceleration of the bow;
；
wherein,for longitudinal hydrodynamic speed derivative,/->Is the transverse hydrodynamic speed derivative,/->For the coupling hydrodynamic speed derivative of heading versus lateral, +.>For coupling hydrodynamic speed derivative transverse to heading,/->Is the hydrodynamic speed derivative of the bow;
。
s3: constructing a high-frequency motion model of the ship, and constructing a state estimation model of the ship according to the high-frequency motion model and the low-frequency motion model;
the step of constructing the high-frequency motion model of the ship in the step S3 further includes:
s311: establishing a preliminary high-frequency motion mathematical model of the ship, wherein the expression of the preliminary high-frequency motion mathematical model is as follows:
；
wherein,for the preliminary high-frequency motion mathematical model, +.>For wave intensity +.>Is a virtual variable, ->Is a relative damping coefficient->Is the dominant frequency, wherein->Three degrees of freedom respectively representing the longitudinal direction of the ship, the transverse direction of the ship and the heading of the ship;
s312: and rewriting the preliminary high-frequency motion mathematical model into a state space form to obtain a high-frequency motion model, wherein the expression of the high-frequency motion model is as follows:
；
wherein,is a ship high-frequency state vector->For the first coefficient matrix, < >>For the second coefficient matrix->For the third zero mean Gaussian white noise vector, < >>To include a three-dimensional vector of high frequency motion heave, heave position and heading angle,is a third coefficient matrix;
wherein, in the expression of the high-frequency motion model:
；
wherein,representing high frequency locomotor apparatus, ->Indicating the high frequency sway position, ">Representing a high frequency heading angle, ">Representation->Integration of->Representation->Integration of->Representation->Is a function of the integral of (a).
Wherein, the step of establishing a state estimation model of the ship in the step S3 further comprises:
s321: establishing a system measurement model comprising position measurement and heading measurement, wherein the expression of the system measurement model is as follows:
；
wherein,for the system measurement model->A fourth zero-mean gaussian white noise vector;
s322: and constructing a state estimation nonlinear mathematical model of the ship by combining the high-frequency motion model, the low-frequency motion model and the system measurement model, wherein the expression of the state estimation nonlinear mathematical model is as follows:
；
s323: the state estimation nonlinear mathematical model is rewritten into a space form, and a state estimation model of the ship is obtained, wherein the expression of the state estimation model is as follows:
；
wherein,to include->、、、15-dimensional state vector inside,>is a nonlinear state transfer function->Is a noise coefficient matrix>For observing matrix +.>A fifth zero-mean gaussian white noise vector;
wherein, in the expression of the state estimation model:
；
；
；
wherein,is a unit array. />
S4: updating high-frequency parameters in the state estimation model through spectrum analysis of the position measurement information and the heading measurement information of the ship at fixed time intervals;
wherein, step S4 includes:
s41: performing spectrum analysis at fixed time intervals on the position measurement information and the heading measurement information of the ship by a fast Fourier transform method to obtain dominant frequency;
s42: updating the high-frequency motion model through the dominant frequency obtained in the step S41;
s43: and updating the state estimation model according to the updated high-frequency motion model.
Furthermore, the measurement information is subjected to spectrum analysis at fixed time intervals, the parameters of the high-frequency motion model are updated and are imported into the state estimation model, and the invention adopts a fast Fourier transform algorithm when the high-frequency and low-frequency mixed motion measurement information is subjected to spectrum analysis, so that the dominant frequency of the high-frequency motion information is obtainedAnd updating the high-frequency model parameters of the extended Kalman filtering in the state estimation nonlinear mathematical model, so that the high-frequency motion information components can be extracted and removed as much as possible, the method adapts to the wave environment changes caused by different working water depths, and simultaneously better estimates ++ ->、Is->。
Because the dominant frequency of the high-frequency motion of the dynamic positioning ship changes slowly, the fixed time interval can be selected to be consistent with the filtering and control period, and a certain multiple can be properly enlarged on the basis of the control period. When the selected hardware platform is consistent with the control period, the computing power of the selected hardware platform needs to be ensured to meet the requirement because the spectrum analysis consumes computing resources.
S5: separating high-frequency motion information and low-frequency motion information according to the position measurement information and heading measurement information of the ship, and inputting the high-frequency motion information and the low-frequency motion information into an updated state estimation model to obtain a state estimation vector;
further, using expansion cardsThe Kalman filtering filters the measurement information of the position and heading sensorsNoise information contained in the state estimation model is filtered out, high-frequency motion information and low-frequency motion information are separated, and state vectors in the state estimation model are +.>Estimating to obtain a state vector->Wherein ∈10 is equal to or greater than>The high-frequency motion information contained in the video is mainly vector +.>The low frequency motion information is mainly vector +.>、、Is composed of the following elements.
S6: obtaining the wind load of the ship through wind tunnel test calculation;
wherein, the expression of the wind load in the step S6 is:
；
wherein,for wind load in the longitudinal direction of the ship>For wind load in the transverse direction of the ship>Wind load for ship bow +.>For the longitudinal dimensionless wind load factor of the ship, < > about->For the dimensionless wind load factor in the transverse direction of the ship, < > for>Dimensionless wind load factor for ship bow,/-for>Is relative to the wind direction>For air density->For the relative wind speed,for the forward wind projected area of the ship hull, < >>For the cross wind projection area of the ship hull, < >>Is the total length of the ship hull. />
S7: and calculating the control resultant force of the ship through deviation control based on the state estimation vector and environmental force feedback based on wind load so as to complete the control of the ship.
Wherein, the calculation formula of the control resultant force in step S7 is:
；
wherein,to control the resultant force +.>For a three degree of freedom deviation scaling factor matrix comprising longitudinal, transverse and heading +.>Status vector for user set including set position and set heading->Is wind load.
Further, the control force calculation in step S7 adopts the idea of deviation control, and combines the wind load feedforward to advance the force to position the wind load applied to the shipOffset out, at the same time load on other environments +.>The feedback control of (2) can act as an integral term, and can eliminate steady-state errors of the control.
The control method of the dynamic positioning ship with the water depth changed is designed aiming at the dynamic positioning ship with the working water depth frequently changed obviously, and fully meets the actual operation requirement, and has strong operability; in addition, aiming at different water depths, the damping coefficient of the ship and the thrust coefficient of the propeller are calculated in real time, and relevant parameters in a state estimation model are updated; aiming at the change of the dominant frequency of the high-frequency motion in different water depth areas, extracting the dominant frequency of the high-frequency motion by adopting a frequency spectrum analysis method and updating the dominant frequency of the high-frequency motion to relevant parameters in a state estimation model; according to the invention, the ship dynamics model is more matched with the actual state of the ship, the low-frequency motion state and the environmental interference load of the ship are more accurately estimated, and the influence of high-frequency motion on control is more completely and accurately removed, so that optimal input is provided for calculation of control resultant force, and the control precision can be remarkably improved.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A dynamic positioning ship control method for water depth variation, comprising:
s1: presetting a first draft working condition and a second draft working condition of a ship, respectively acquiring a damping coefficient and a propeller thrust coefficient of the ship under the first draft working condition, and respectively acquiring the damping coefficient and the propeller thrust coefficient of the ship under the second draft working condition;
s2: constructing a propeller model and a low-frequency motion model of the ship according to the acquired damping coefficients and the propeller thrust coefficients under different draft working conditions;
s3: constructing a high-frequency motion model of the ship, and constructing a state estimation model of the ship according to the high-frequency motion model and the low-frequency motion model;
s4: updating high-frequency parameters in the state estimation model through spectrum analysis of the position measurement information and the heading measurement information of the ship at fixed time intervals;
s5: separating high-frequency motion information and low-frequency motion information according to the position measurement information and heading measurement information of the ship, and inputting the high-frequency motion information and the low-frequency motion information into an updated state estimation model to obtain a state estimation vector;
s6: obtaining the wind load of the ship through wind tunnel test calculation;
s7: and calculating the control resultant force of the ship through deviation control based on the state estimation vector and environmental force feedback based on wind load so as to complete the control of the ship.
2. The method for dynamically positioning a vessel in response to a change in water depth according to claim 1, wherein the first draft condition in step S1 is twice the draft condition of the vessel and the second draft condition is three times the draft condition of the vessel.
3. The method for dynamically positioning a ship according to claim 1, wherein the damping system in step S1 is obtained by a model drag pool test method, and the thrust coefficient of the propeller is obtained by a propeller open water pool test method.
4. The method for dynamically positioning a ship according to claim 2, wherein the damping coefficient expression acquired in step S1 is:
；
wherein,is the damping coefficient obtained under the condition of double draft>Damping coefficient obtained under three times of draft condition, < ->Is twice the draft depth->Is three times of the draft depth>Sampling the water depth;
the expression of the thrust coefficient of the propeller acquired in the step S1 is as follows:
；
wherein,for the propulsion coefficient obtained under twice the draft conditions, +.>The thrust coefficient of the propeller is obtained under the condition of three times of draft.
5. The method according to claim 1, wherein the expression of the propeller model in step S2 is:
；
wherein,the thrust available vector for all propellers of the ship, < >>Configuration matrix for propeller control>Is a thrust coefficient matrix>Is an input control variable;
the low-frequency motion model expression in step S2 is:
；
wherein,for a state vector of a ship in the geodetic system comprising a north position, an east position and a heading, +.>Is the heading of the ship>For the ship coordinate transformation matrix, < > for>For a state vector of the ship comprising a movement speed and an angular speed in the hull coordinate system +.>Is a ship inertia matrix>Is a damping coefficient matrix->Thrust vector generated for ship propeller, +.>For the wind load vector of the ship, < > is->For transposed matrix +.>For the three-degree-of-freedom environmental interference load of the north, east and bow of the ship, +.>To represent a three-dimensional diagonal matrix of process noise magnitudes, +.>For the first zero mean Gaussian white noise vector, < >>Is three-dimensional including time constantDiagonal matrix->To represent a three-dimensional diagonal matrix of environmental disturbance load magnitudes, < >>Is the second zero-mean gaussian white noise vector.
6. The method for dynamically positioning a vessel in accordance with claim 5, wherein the step of constructing a model of the high frequency motion of the vessel in step S3 further comprises:
s311: establishing a preliminary high-frequency motion mathematical model of the ship, wherein the expression of the preliminary high-frequency motion mathematical model is as follows:
；
wherein,for the preliminary high-frequency motion mathematical model, +.>For wave intensity +.>Is a virtual variable, ->Is a relative damping coefficient->Is the dominant frequency;
s312: and rewriting the preliminary high-frequency motion mathematical model into a state space form to obtain a high-frequency motion model, wherein the expression of the high-frequency motion model is as follows:
；
wherein,is a ship high-frequency state vector->For the first coefficient matrix, < >>For the second coefficient matrix->For the third zero mean Gaussian white noise vector, < >>For three-dimensional vectors including high-frequency motion heave, heave position and heading angle +.>And is a third coefficient matrix.
7. The method for dynamically positioning a vessel in accordance with claim 6, wherein the step of establishing a state estimation model of the vessel in step S3 further comprises:
s321: establishing a system measurement model comprising position measurement and heading measurement, wherein the expression of the system measurement model is as follows:
；
wherein,for the system measurement model->A fourth zero-mean gaussian white noise vector;
s322: and constructing a state estimation nonlinear mathematical model of the ship by combining the high-frequency motion model, the low-frequency motion model and the system measurement model, wherein the expression of the state estimation nonlinear mathematical model is as follows:
；
s323: the state estimation nonlinear mathematical model is rewritten into a space form, and a state estimation model of the ship is obtained, wherein the expression of the state estimation model is as follows:
；
wherein,to include->、、、15-dimensional state vector inside,>as a non-linear state transfer function,is a noise coefficient matrix>For observing matrix +.>Is the fifth zero-mean gaussian white noise vector.
8. The method for dynamically positioning a ship according to claim 7, wherein the wind load in step S6 is expressed as:
；
wherein,for wind load in the longitudinal direction of the ship>For wind load in the transverse direction of the ship>Wind load for ship bow +.>For the longitudinal dimensionless wind load factor of the ship, < > about->For the dimensionless wind load factor in the transverse direction of the ship, < > for>Dimensionless wind load factor for ship bow,/-for>Is relative to the wind direction>For air density->For the relative wind speed>For the forward wind projected area of the ship hull, < >>For the cross wind projection area of the ship hull, < >>Is the total length of the ship hull.
9. The method for dynamically positioning a ship according to claim 1, wherein the step S4 comprises:
s41: performing spectrum analysis at fixed time intervals on the position measurement information and the heading measurement information of the ship by a fast Fourier transform method to obtain dominant frequency;
s42: updating the high-frequency motion model through the dominant frequency obtained in the step S41;
s43: and updating the state estimation model according to the updated high-frequency motion model.
10. The method for dynamically positioning a ship according to claim 8, wherein the control resultant force in step S7 is calculated by the following equation:
；
wherein,to control the resultant force +.>To three including longitudinal, transverse and headingThe degree of freedom deviation scaling factor matrix,status vector for user set including set position and set heading->Is wind load.
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