CN117533473A - Ship with parallel robot device and self-balancing method - Google Patents
Ship with parallel robot device and self-balancing method Download PDFInfo
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- CN117533473A CN117533473A CN202410027843.4A CN202410027843A CN117533473A CN 117533473 A CN117533473 A CN 117533473A CN 202410027843 A CN202410027843 A CN 202410027843A CN 117533473 A CN117533473 A CN 117533473A
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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
- B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
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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
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
- B63B1/14—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected resiliently or having means for actively varying hull shape or configuration
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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
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
- B63B1/14—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected resiliently or having means for actively varying hull shape or configuration
- B63B2001/145—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected resiliently or having means for actively varying hull shape or configuration having means for actively varying hull shape or configuration
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Abstract
The invention provides a ship with parallel robot devices and a self-balancing method. The vessel comprises a main vessel, an auxiliary vessel and a parallel robot device. The main vessel has a bottom adapted to be submerged below the water surface. The auxiliary ship comprises a plurality of sub-ship bodies positioned on two sides of the main ship, and the sub-ship bodies are fixedly connected through connecting pieces, wherein the supporting force provided by the auxiliary ship to the main ship is smaller than the gravity of the main ship. The parallel robot apparatus includes: the attitude sensor is arranged on the main ship; the driving cylinders are connected in parallel between the main ship and the auxiliary ship, and each driving cylinder is internally provided with a linear displacement sensor; the controller is configured and controls the output of a plurality of driving cylinders, takes an auxiliary ship as a reference plane, performs motion compensation and posture correction on a main ship, and comprises: establishing a nonlinear dynamics model of the ship, wherein the nonlinear dynamics model comprises acting force of sea waves on the ship; based on the nonlinear dynamics model, predicting the ship motion state by using a nonlinear model predictive control algorithm, and determining the control quantity of a plurality of driving cylinders meeting the expected ship attitude.
Description
Technical Field
The invention relates to the technical field of ships, in particular to a ship with parallel robot devices and a self-balancing method.
Background
Ship in waterThe surface can be inclined to a certain direction due to external factors such as wind waves, and the reason is that: as shown in fig. 1, the ship is in a forward floating state in still water, and the center of gravity G and the center of buoyancy B of the ship are on the same straight line, and are equal in size and opposite in direction, so that the ship is in a stable state. As shown in FIG. 2, when one side of the ship is subject to wave motion due to wind and wave, such as left water level rise, draft area increase, buoyancy increase, increased buoyancy F1 or the side is subject to the thrust of wind force F2, the floating center B of the ship is deviated to B 1 The hull is inclined to the right. Meanwhile, the reverse moment M generated by buoyancy enables the ship body to move back to the positive direction, the ship body shakes left and right, and the front and back directions are the same. The riding comfort of passengers in a ship is greatly negatively affected, and the safety of passengers, carried equipment and cargoes is even affected seriously.
To solve this problem, it is common practice to provide raised bilge keels, fins on the bilge of the hull to generate turbulence when moving up and down, thereby suppressing the roll of the ship, but the effect of roll reduction is more limited on larger ships. The patent document CN219295647U discloses a common technology of stabilizing the existing ship, namely, the water in each water storage cabin in the cabin is pumped and discharged and driven, so that the gravity center position of the ship is changed, and the ship body swing caused by waves is overcome. However, this technique has a disadvantage in that the efficiency of pumping and driving the water in the water storage tank is slow, and it is difficult to cope with the case where the frequency of waves is large.
Patent document CN112977745a discloses a wave compensation ship and a wave compensation method thereof, wherein an original integral whole ship structure is split into a lower layer ship body and an upper layer carrier, the upper layer carrier is completely lifted by the lower layer ship body for balance control, and the control mode is as follows: the telescopic compensation value of each oil cylinder is measured by a gesture sensor, the measured data is transmitted to a motion controller, and the motion controller calculates the compensation values of rolling, pitching and heaving according to an inverse solution algorithm of wave compensation. The disadvantage of this patent document is that: 1. separating an upper carrier and a lower hull of the whole ship, wherein the lower hull is a main water movement hull and comprises power and ship matched equipment; the upper carrier is a bearing part of personnel and equipment susceptible to swing, and even if the upper carrier is practically achievable, the energy consumption required for completely lifting and changing the posture of the upper carrier is quite huge; 2. the compensation values of rolling, pitching and heave are calculated according to the data detected in real time, and then balance control is carried out, and as the attitude balance system in the patent document is not completely decoupled, the calculation error of a motion control algorithm is larger, and the control effect is limited.
With the continuous development of science and technology, robots are increasingly widely used in industrial production, life, scientific research and other aspects. In the field of robotics, robots can be generally divided into two types, namely serial robots and parallel robots, wherein the serial robots are typical industrial or laboratory robots, and are characterized in that each joint and each actuator (such as a mechanical arm) are sequentially connected according to a certain sequence, so that the robot has a larger moving range and better flexibility; the parallel robot self-balancing device applies force to a working platform or an end effector from a base through a plurality of arms (called branched chains) which are arranged in a parallel manner, and the parallel robot has excellent control precision and bearing capacity.
Disclosure of Invention
In view of the drawbacks of the prior art, an object of the present invention is to provide a vessel with parallel robot arrangement and a self-balancing method.
According to one aspect of the invention there is provided a vessel having parallel robot arrangements, comprising a main vessel, an auxiliary vessel and parallel robot arrangements. The main vessel has a bottom adapted to be submerged below the water surface. The auxiliary ship comprises a plurality of sub ship bodies, the sub ship bodies are fixedly connected through connecting pieces, the sub ship bodies are positioned on two sides of the main ship, wherein supporting force provided by the auxiliary ship to the main ship is smaller than gravity of the main ship, namely, the main ship is positioned below the water surface. The parallel robot apparatus includes: the attitude sensor is arranged on the main ship; the driving cylinders are connected in parallel between the main ship and the auxiliary ship, and each driving cylinder is internally provided with a linear displacement sensor; the first end of each driving cylinder is connected with the main ship, the main ship is used as an execution platform, the second end of each driving cylinder is connected with the auxiliary ship, and the auxiliary ship is used as a reference platform; the controller is configured to acquire the posture of the main ship through the posture sensor, control the linear displacement lengths output by the driving cylinders, and perform motion compensation and posture correction on the main ship by taking the auxiliary ship as a reference plane; wherein the means for motion compensation and attitude correction of the host vessel comprises: establishing a nonlinear dynamics model of the ship with the parallel robot device, wherein the nonlinear dynamics model comprises acting force of sea waves on the ship; based on the nonlinear dynamics model, predicting a ship motion state by using a nonlinear model predictive control algorithm, and determining control amounts of a plurality of driving cylinders meeting expected ship postures.
Optionally, the primary vessel and/or the secondary vessel is provided with propulsion means.
Optionally, the auxiliary ship and the main ship are connected and towed through universal connectors.
Optionally, the connector comprises a collapsible or telescopic structure for adjusting the position of the sub-hull.
Optionally, the auxiliary vessel is designed to float partially above the water surface, and the plurality of sub-vessels are located on both sides of the main vessel; or the auxiliary vessels are designed to be located entirely below the water surface, and the sub-vessels are located on both sides below the main vessel.
Optionally, the connecting piece is located below the main ship, a first end of each driving cylinder is connected with the main ship, and a second end is connected with the sub-ship body; or the connecting piece is positioned above the deck of the main ship, the first end of each driving cylinder is connected with the main ship, and the second end is connected with the connecting piece.
Optionally, the controller is located in the main ship or the auxiliary ship, the parallel robot apparatus further comprises a driving device disposed in the main ship or the auxiliary ship, and the controller drives the plurality of driving cylinders through the driving device.
Optionally, the buoyancy provided by the auxiliary ship is greater than or equal to the gravity of the auxiliary ship.
Optionally, predicting the ship motion state using a nonlinear model predictive control algorithm based on the nonlinear dynamics model, and determining the control amounts of the plurality of driving cylinders that satisfy the desired attitude of the ship comprises iteratively:
constructing a ship attitude stabilization control cost function, wherein the ship attitude stabilization control cost function comprises the difference between a ship expected state and a ship predicted future actual state and the difference between the predicted future actual control quantity and the previous actual control quantity of the plurality of driving cylinders;
solving the ship attitude stabilization control cost function based on constraint conditions, and determining control amounts of a plurality of driving cylinders meeting the expected ship attitude;
and solving the ship motion state based on the control amounts of the driving cylinders and the acting force of the sea wave on the ship by using a nonlinear dynamics state equation of the ship.
Optionally, the constraint includes: minimizing the vessel attitude stabilization control cost function, a travel limit, a speed limit, and an output limit for the plurality of drive cylinders.
Optionally, the ocean wave force on the vessel comprises a first order wave force comprising a plurality of sets of nonlinear fundamental wave forces of different encounter frequencies and phases.
Optionally, the first order wave force expression is:
，
wherein i represents the number of the driving cylinder,in the form of an amplitude of the wave,for the frequency of the encounter to be described,，is the angle of the wave direction,when the ship is in the top waveWave force amplitude response factor of (a), namely:
，
wherein the method comprises the steps ofIs wave height.
Optionally, the nonlinear dynamical state equation of the ship is:
，
wherein: q represents the positions of the plurality of driving cylinders,for the inertia matrix of the vessel in question,for the coriolis force and centrifugal force matrix of the vessel,as the term of gravity is used,representing the driving forces on the plurality of driving cylinders,for the velocity jacobian matrix of the plurality of drive cylinders mapped to the host vessel,representing the forces of the ocean waves on the vessel.
Another aspect of the present invention provides a self-balancing method of a ship having parallel robot apparatus, comprising the steps of:
collecting real-time attitude information and driving cylinder length of a main ship;
calculating an attitude difference value between the main ship and the auxiliary ship based on the real-time attitude information of the main ship and the length of the driving cylinder by using a kinematic model, so as to obtain the attitude of the auxiliary ship;
determining the expected attitude of the ship according to the auxiliary ship attitude;
establishing a nonlinear dynamics model of the ship with the parallel robot device, wherein the nonlinear dynamics model comprises acting force of sea waves on the ship; and
based on the nonlinear dynamics model, predicting a ship motion state by using a nonlinear model predictive control algorithm, and determining control amounts of a plurality of driving cylinders meeting the expected ship attitude.
Compared with the prior art, the invention has the following beneficial effects:
1. the main ship floats on the water surface, the seawater provides buoyancy to at least partially bear the gravity of the main ship, and the auxiliary ship is mainly used for providing acting force required by the parallel robot device in posture correction, so that the energy consumption required by changing the posture of the main ship is lower.
2. According to the method, force is applied between the main ship and the auxiliary ship through the driving cylinders of the parallel robot device, the posture of the main ship is adjusted by means of pitching, rolling and other compound angles of the auxiliary ship, so that the posture adjustment of the main ship is realized, the gravity center position of the whole ship is changed, and the stability of the main ship is realized. Compared with the prior art, the adjusting mode is more rapid and efficient, and can be suitable for various small-sized and medium-sized ships and special large-sized ships.
3. According to the method, the nonlinear factors of the sea wave acting force are considered, the nonlinear dynamics model of the parallel robot device and the ship is built, good attitude tracking precision and instantaneity can be kept under the condition of parameter change or external disturbance, good stability and robustness are achieved, and riding comfort can be effectively improved.
4. The application utilizes the kinematic model of the parallel robot device to avoid the installation of the attitude sensor on the auxiliary ship, and effectively improves the stability and the reliability.
Drawings
Other features, objects and advantages of the present invention will become more apparent upon reading of the detailed description of non-limiting embodiments, given with reference to the accompanying drawings in which:
FIG. 1 is a schematic view of a hull on calm water;
FIG. 2 is a schematic view of a hull affected by wind and waves;
FIG. 3 is a front view of a vessel with a parallel robot self-balancing device of the present invention;
FIG. 4 is a perspective view of a vessel with a parallel robot self-balancing device according to the present invention;
FIG. 5 is a rear view of a vessel with a parallel robot self-balancing device of the present invention;
FIG. 6 is a front view of another vessel with a parallel robot self-balancing device of the present invention;
FIG. 7 is a perspective view of another vessel with a parallel robot self-balancing device of the present invention;
FIG. 8 is a rear view of another vessel with a parallel robotic self-balancing device of the present invention;
FIG. 9 is a schematic diagram of a connection mode of the parallel robot self-balancing device of the present invention;
FIG. 10 is a schematic diagram of a connection mode of the parallel robot self-balancing device according to the present invention;
FIG. 11 is a schematic illustration of a main vessel portion floating on the water surface;
fig. 12 and 13 are working principle diagrams of the present invention;
FIG. 14 is a system model diagram of the present invention;
FIG. 15 is an overall block diagram of a control algorithm of the present invention;
FIG. 16 is a block diagram of a nonlinear model predictive control algorithm in accordance with the present invention.
Detailed Description
The present invention will be described in detail with reference to specific examples. The following examples will assist those skilled in the art in further understanding the present invention, but are not intended to limit the invention in any way. It should be noted that variations and modifications could be made by those skilled in the art without departing from the inventive concept. These are all within the scope of the present invention.
Example 1
As shown in fig. 2 to 8, the present embodiment provides a ship having a parallel robot apparatus, including: a main vessel 1, an auxiliary vessel 2 and a parallel robot device 3.
The main vessel 1 may be an existing vessel including superstructure, deck, board 11, bottom 12, etc., without limitation. The main vessel 1 is connected to the auxiliary vessel 2 via a parallel robot arrangement 3. As shown in fig. 7 and 8, in order to achieve waterproofing, the ends of the parallel robot apparatus 3 are fixed to the main vessel 1 and the auxiliary vessel 2 by means of ball joints or other types of joints, respectively. At this time, the main vessel 1 may be regarded as an execution platform of the parallel robot apparatus 3, and the auxiliary vessel 2 may be regarded as a reference platform of the parallel robot apparatus 3. In the embodiment of the present application, the main vessel 1 is partly floating on the water surface as in the case of the existing vessel, and the bottom of the main vessel 1 is adapted to be submerged below the water surface as in the case of the existing vessel. For this purpose, the supporting force provided by the auxiliary vessel to the main vessel is designed to be smaller than the gravity of the main vessel itself. In the embodiment of the present application, the auxiliary vessel 2 may be partly floating on the water surface or may be totally submerged, which may be achieved by the relative position of the auxiliary vessel 2 and the main vessel 1, the waterline of the vessel, etc.
The subsidiary vessel 2 may comprise a plurality of sub-hulls 21, the sub-hulls 21 being fixedly connected to each other by fixing means so as to form the above-mentioned reference platform. Unlike the lower hull of the related art, a plurality of sub-hulls 21 are located on both sides of the main vessel. The main vessel is thus floatable on the water surface, with buoyancy provided by the sea to at least partially bear the weight of the main vessel, while the plurality of sub-hulls 21 provide correction from both sides. The plurality of sub-hulls 21 are independent of each other and provide buoyancy independently. For this purpose, the sub-hulls 21 are designed with a volume of closed structure, such as a cavity. In one example, the connector acts as a fixed structure. In another example, the connection may also be of a collapsible or telescopic construction, so that the position of the sub-hull 21 relative to the main vessel 1 may be changed.
The parallel robot apparatus 3 includes a plurality of driving cylinders 31 connected in parallel between the main vessel 1 and the auxiliary vessel 2, attitude sensors on the main vessel, and linear displacement sensors within the driving cylinders, the driving cylinders 31 being connected between the main vessel and the auxiliary vessel in a manner similar to a spherical hinge or other type of joint, the driving cylinders including: an electric cylinder, a hydraulic cylinder or a connecting rod. By controlling the extension and retraction of each driving cylinder in the parallel robot device 3, the main ship 1 is subjected to motion compensation of pitching back and forth, rolling left and right and compound angles based on the auxiliary ship 2 as a stable platform, so that the main ship is subjected to motion compensation and posture correction.
In this application, the amount of displacement provided by the plurality of sub-hulls 21 may be as desired. The displacement of the auxiliary vessel 2 may be set to be equal to or greater than the displacement of the main vessel 1, thereby avoiding that the posture change of the auxiliary vessel 2 is greater than that of the main vessel 1 when the parallel robot self-balancing apparatus 3 is extended and contracted. In other embodiments, the displacement of the auxiliary vessel may also be less than the displacement of the main vessel, which still may allow for attitude adjustment. In one embodiment, the total buoyancy provided by the plurality of sub-hulls 21 may be substantially equal to the weight of the sub-hulls themselves, such that the auxiliary vessels are primarily used to provide the forces required for the parallel robotic devices in attitude correction without having to take over the role of lifting the main vessel. In other embodiments, the total buoyancy provided by the plurality of sub-hulls 21 may be greater than its own weight, so that the auxiliary vessel may partially take over the effect of lifting the main vessel. As an example, the total buoyancy provided by the plurality of sub-hulls 21 may be 50% -60% of the total weight of the vessel, so that the auxiliary vessel may have the function of partially lifting the main vessel and attitude correction at the same time, and the required power is still within the range that the parallel robot self-balancing device 3 can withstand.
As shown in fig. 3 to 5, in the case where the auxiliary ship 2 partially floats on the water surface, one end of the driving cylinder 31 is connected to the side wall of the main ship 1, and the other end is connected to the auxiliary ship 2, and two sub-hulls 21 of the auxiliary ship 2 are respectively located on both sides of the side 12 of the main ship 1, higher or lower than the deck of the main ship 1.
As shown in fig. 6 to 8, in the case where the auxiliary ship 2 is completely submerged in water, one end of the driving cylinder 31 is connected to the side wall of the main ship 1, the other end is connected to the auxiliary ship 2, and the sub-ship bodies 21 are respectively located at both sides below the main ship 1.
Considering that the power of the main ship 1 and the waves influence the control of the parallel robot device 3 in the advancing process of the ship, the bottom of the main ship 1 and the auxiliary ship 2 can be connected into a whole through the universal traction device 4, at the moment, the propulsion device of the whole ship can be arranged on the main ship 1, the auxiliary ship 2 and even on the main ship 1 and the auxiliary ship 2 at the same time, and the universal traction device 4 is used as a link device for providing power transmission and pitching and rolling degrees of freedom.
The controller, hardware equipment and driving motor device of the parallel robot device are arranged in the main ship, so that the auxiliary ship is as small as possible. In one embodiment at least part of these devices may be provided in the auxiliary vessel.
In fig. 11, the fixing members between the sub-vessels 21 are not necessarily provided at the bottom of the main vessel 1, but may be provided by bypassing the deck of the main vessel 1 from above. At this time, the parallel robot device 3 is positioned above the water surface, which is more favorable for waterproofing.
As shown in fig. 12 and 13, when the main ship is subject to wave motion due to the action of wind and waves, if the water level at the left side is raised, the draft area is increased, the buoyancy is increased, the increased buoyancy F1 or the side is pushed by the wind force F2, so that the centers of gravity G and B of the ship bodies are deviated, the ship bodies are deviated to the right side, and the main ship 1 is rocked. After the parallel robot device 3 is arranged on the ship body, the attitude sensor arranged on the main ship and the linear displacement sensor in the driving cylinder detect the attitude change information of the ship body, the controller processes the information and drives the balance system, and the driving cylinder takes the auxiliary ship 2 as a reference platform to provide lateral correction force F to offset the influence of the side faces F1 and F2 on the main ship, so that the main ship 1 is always stable.
In the same ship running process, due to the difference of the draught areas of the bow and the stern of the main ship 1, longitudinal shaking of the ship body can be caused; inertia during engine deceleration and acceleration can also cause longitudinal jerks. Similarly, under the action of the parallel robot device, the sensor arranged on the main ship detects the attitude change information of the ship body, the controller processes the information and drives the balance system, the driving cylinder takes the auxiliary ship 2 as a reference platform, and lateral correction force F is provided to offset the influence of the side surface F3 or the propelling device on the main ship, so that the main ship 1 is always stable.
Example 2
On the basis of embodiment 1, this embodiment also provides a self-balancing method:
as shown in fig. 14-15, in whichIs a coordinate system of inertia, which is a coordinate system of inertia,in order to assist in the coordinate system of the ship,is a main ship coordinate system. The connection between the main vessel and the auxiliary vessel by six driving cylinders can be regarded as a six-degree-of-freedom Stewart parallel mechanism, but the number of the driving cylinders is not limited in the application. The attitude detection module 41 is located on the main ship and can obtain the attitude of the main ship in real timeWhereinRepresenting the roll angle, pitch angle and yaw angle of the main vessel, respectively. At the same time, the displacement sensor 42 on the drive cylinder can obtain the drive cylinder length in real time. The controller 43 is connected with the gesture detection module 41, the displacement sensor 42 and the driving cylinder, and can calculate the gesture difference between the main ship and the auxiliary ship according to the kinematic model, so as to obtain the gesture of the auxiliary ship, namely. Because the algorithm only considers the unevenness of the roll angle and the pitch angle of the main ship, the motion modelCan be simplified as:
（1），
n is the number of the driving cylinders,is the firstThe length of the individual drive cylinders is chosen,、andCoordinate values of the connecting hinge point of the main ship driving cylinder under an inertial coordinate system,、andCoordinate values of the auxiliary ship driving cylinder connection hinge point under an inertial coordinate system,in order to be of an initial height,s represents sin and c represents cos. The actual attitude of the auxiliary vessel is then:
（2），
for whole shipThe roll angle of the roll is set to be equal to the roll angle,for the pitch angle of the whole ship,is the roll angle of the main vessel,is the pitch angle of the main vessel,for the roll angle of the auxiliary vessel,is the pitch angle of the auxiliary vessel.
Under the condition that the buoyancy of the auxiliary ship is large and the posture of the auxiliary ship can be regarded as static in a short time, in order to compensate the unevenness of the main ship, the relative positions of the main ship and the auxiliary ship in space should beAndI.e. the desired position，Substituting into the motion model of equation (1)In the desired position of the drive cylinderThe method comprises the following steps:
（3），
in summary, a basic self-balancing method comprises the steps of:
collecting real-time attitude information and driving cylinder length of a main ship;
calculating an attitude difference value between the main ship and the auxiliary ship based on real-time attitude information of the main ship and the length of the driving cylinder by using a kinematic model, so as to obtain the attitude of the auxiliary ship;
determining the expected attitude of the ship according to the auxiliary ship attitude;
the desired position of the drive cylinder is obtained in accordance with the desired attitude of the vessel.
As shown in fig. 15, the process is an iteratively performed process, and the control algorithm may be executed in the controller 43.
Further, the method and the device can further consider sea wave disturbance, establish a nonlinear model of the ship self-balancing stabilizing system and conduct predictive control according to the nonlinear model. As shown in FIG. 15, a highly coupled nonlinear system is arranged among the ship, the sea wave and the self-balancing stabilizing mechanism, in order to achieve good control effect and better marine environment adaptability, a dynamic model of the self-balancing stabilizing mechanism is established, under the condition that the interference of the first-order wave force of the sea wave on the ship motion is considered, the ship motion state is estimated and predicted by combining with nonlinear model prediction control, and finally, the control problem is converted into an optimization problem with constraint conditions to solve, so that the stable control of the main ship attitude is completed.
The nonlinear dynamic state equation of the ship self-balancing active stabilization system is as follows:
（4），
wherein: q is a state variable, i.e. the respective drive cylinder position, and in the example of 6 drive cylinders，Is an inertia matrix of the system (i.e. the vessel),is a matrix of coriolis force and centrifugal force of the system,as the term of gravity is used,represented as the driving force on each driving cylinder,a velocity jacobian matrix mapped to the main vessel motion platform for each drive cylinder,represented as other forces exerted on the main and auxiliary vessel platforms, including wind and wave forces, drag, buoyancy, etc. In one example of this, in one implementation,representing the forces of the ocean waves on the vessel, including the main vessel and the auxiliary vessel.
The influence of sea wave interference on the motion of a ship is great, the randomness is strong, the general simplified method is to consider the sea wave of a specific sea surface as the superposition of the influence of 6 interference forces and moments formed by long peak waves from different directions on the ship body, and only the influence of first-order wave forces is considered, namely:
（5），
where i is the drive cylinder number, and in this example，In the form of an amplitude of the wave,in order to encounter a frequency of occurrence,，is the angle of the wave direction,when the ship is in the top waveWave force amplitude response factor of (a), namely:
（6），
wherein the method comprises the steps ofIs wave height.
The control objective of the self-balancing active stabilizing system of the ship is to control the driving forceRoll angle of main ship movement planeAngle of pitchAccurate tracking of desired targetsAnd。
By combining the formulas (4) - (6), a nonlinear dynamic state space equation of the ship self-balancing active stabilization system can be established:
（7），
wherein:as a state variable, a state variable is used,for the driving force, i.e. the control variable,is an output variable.
As shown in FIG. 16, the system is a multi-input multi-output nonlinear system, and for this purpose, a nonlinear model predictive control algorithm is designed to complete the real-time control of the system, thereby realizing the self-balancing active stabilization function of the ship.
In order to realize stable main ship attitude and the driving cylinder output is not suddenly changed as much as possible, a cost function of a system constructed based on the state space equation is as follows:
（8），
wherein:is a theoretical reference value of the expected state of the ship, namely，Is thatTime of day to futureTime of dayIs used to determine the reference estimate of (c),is thatTime of day to futureTime of dayActual state estimation value of (2)，Is thatTime of day to futureThe drive cylinder at the moment predicts the control amount,for the actual control amount of the drive cylinder at the previous moment,in order to predict the time domain of the signal,in order to control the time domain of the signal,in order to control the weight matrix of the systematic errors,in order to control the weight matrix of the volume increment,as the weight coefficient of the light-emitting diode,is a relaxation factor. Thus, the cost function includes 2 terms: the difference between the expected state of the ship and the actual state of the ship at the predicted future time, and the difference between the predicted future time control amount and the actual control amount of the plurality of driving cylinders at the previous time.
Because the stroke, the speed and the output of the driving cylinder are limited by physical conditions, the self-balancing active stabilizing system of the ship is constrained by:
（9），
in the method, in the process of the invention,，、respectively a minimum value and a maximum value of displacement output of the driving cylinder,、respectively a minimum value and a maximum value of the driving cylinder speed,、respectively, a minimum value and a maximum value of the output force of the driving cylinder.
According to the above description, the nonlinear model predictive control of the ship self-balancing active stabilization system can be converted into the following nonlinear programming problem with constraint in each sampling period:
（10），
solving the above equation in each sampling period to obtain an optimal control sequence in a control time domain, wherein the optimal control sequence is as follows:
（11），
according to the principle of model predictive control, only the first element of the control sequence is taken as the actual input of the controlled object, i.e
（12），
In the next control period, the system solves by taking the state of the new sampling moment as the initial state, and continuously acts the first element of the control sequence on the active stabilization system, so that the predictive stabilization control of the main ship can be realized through circulation.
In summary, the step of performing predictive control according to a nonlinear model of a self-balancing stabilization system of a ship includes:
establishing a nonlinear dynamics model of the ship with the parallel robot device, wherein the nonlinear dynamics model comprises acting force of sea waves on the ship;
based on the nonlinear dynamics model, predicting a ship motion state by using a nonlinear model predictive control algorithm, and determining control amounts of a plurality of driving cylinders meeting expected ship postures.
The above steps may be performed after the underlying self-balancing method described above.
The model of the nonlinear dynamics model is shown in fig. 16, in which predicting the ship motion state using the nonlinear model predictive control algorithm based on the nonlinear dynamics model, and determining the control amounts of the plurality of driving cylinders satisfying the desired attitude of the ship further includes:
constructing a ship attitude stabilization control cost function, wherein the attitude stabilization control cost function comprises the difference between a ship expected state and a ship predicted future moment actual state and the difference between the predicted future moment control quantity and the previous moment actual control quantity of a plurality of driving cylinders; here, the cost function is the aforementioned formula (8).
Solving an attitude stabilization control cost function based on constraint conditions, and determining control amounts of a plurality of driving cylinders meeting expected ship attitudes; the solution process refers to the aforementioned formulas (9) - (12).
Solving the motion state of the ship based on the control quantity of the driving cylinders and the acting force of sea waves on the ship by using a nonlinear dynamics state equation of the ship; the nonlinear dynamical state equation may be the aforementioned equation (4).
The method of the embodiment considers nonlinear factors of the system, establishes a nonlinear dynamics model of a self-balancing mechanism and a ship, considers physical constraint of a driving cylinder in the control process, can keep good attitude tracking precision and instantaneity under the condition of parameter change or external disturbance, has good stability and robustness, and can effectively improve riding comfort; according to the scheme, the installation of the underwater auxiliary ship attitude sensor is avoided by utilizing the kinematic model of the self-balancing mechanism, and the stability and reliability of the system are effectively improved.
In the description of the present application, it should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate orientations or positional relationships based on the orientations or positional relationships illustrated in the drawings, merely to facilitate description of the present application and simplify the description, and do not indicate or imply that the devices or elements being referred to must have a specific orientation, be configured and operated in a specific orientation, and are not to be construed as limiting the present application.
The foregoing describes specific embodiments of the present invention. It is to be understood that the invention is not limited to the particular embodiments described above, and that various changes or modifications may be made by those skilled in the art within the scope of the appended claims without affecting the spirit of the invention. The embodiments of the present application and features in the embodiments may be combined with each other arbitrarily without conflict.
Claims (19)
1. A vessel having parallel robotic devices, comprising: a main vessel, an auxiliary vessel and a parallel robot device;
the main vessel having a bottom adapted to be submerged below the water surface;
the auxiliary ship comprises a plurality of sub ship bodies, the sub ship bodies are fixedly connected through connecting pieces, the sub ship bodies are positioned on two sides of the main ship, wherein the supporting force provided by the auxiliary ship to the main ship is smaller than the gravity of the main ship, namely, the main ship is positioned below the water surface;
the parallel robot apparatus includes:
the attitude sensor is arranged on the main ship;
the driving cylinders are connected in parallel between the main ship and the auxiliary ship, and each driving cylinder is internally provided with a linear displacement sensor; the first end of each driving cylinder is connected with the main ship, the main ship is used as an execution platform, the second end of each driving cylinder is connected with the auxiliary ship, and the auxiliary ship is used as a reference platform; and
the controller is configured to acquire the posture of the main ship through the posture sensor, control the linear displacement lengths output by the driving cylinders and perform motion compensation and posture correction on the main ship by taking the auxiliary ship as a reference plane; wherein the means for motion compensation and attitude correction of the host vessel comprises:
establishing a nonlinear dynamics model of the ship with the parallel robot device, wherein the nonlinear dynamics model comprises acting force of sea waves on the ship;
based on the nonlinear dynamics model, predicting a ship motion state by using a nonlinear model predictive control algorithm, and determining control amounts of a plurality of driving cylinders meeting expected ship postures.
2. Vessel with parallel robot arrangement according to claim 1, characterized in that the main vessel and/or the auxiliary vessel is provided with propulsion means.
3. Vessel with parallel robot arrangement according to claim 2, characterized in that the auxiliary vessel and the main vessel are interconnected and towed by means of a universal connection.
4. The vessel with parallel robotic device of claim 1, wherein the connector comprises a collapsible or telescoping structure for adjusting the position of the sub-hull.
5. A vessel with parallel robot arrangement according to claim 1, characterized in that,
the auxiliary ship is designed to float partially above the water surface, and the plurality of sub-ship bodies are positioned on both sides of the ship side of the main ship; or alternatively
The auxiliary vessels are designed to be located entirely below the water surface, and the sub-vessels are located on both sides below the main vessel.
6. The vessel with parallel robotic device of claim 1, wherein the connector is located below the main vessel, a first end of each drive cylinder being connected to the main vessel and a second end being connected to the sub-hull;
alternatively, the connector is located above the deck of the host vessel, with a first end of each drive cylinder connected to the host vessel and a second end connected to the connector.
7. The vessel with parallel robot arrangement according to claim 1, wherein the controller is located in the main vessel or in the auxiliary vessel, the parallel robot arrangement further comprising a drive device arranged in the main vessel or in the auxiliary vessel, the controller driving the plurality of drive cylinders via the drive device.
8. The vessel with parallel robot arrangement according to claim 1, wherein the auxiliary vessel provides a buoyancy force which is equal to or greater than the gravity force of the auxiliary vessel itself.
9. The vessel with parallel robot arrangement according to claim 1, wherein predicting a vessel motion state using a nonlinear model predictive control algorithm based on the nonlinear dynamics model, and determining a control quantity of a plurality of drive cylinders that meet the desired vessel attitude comprises iteratively:
constructing a ship attitude stabilization control cost function, wherein the ship attitude stabilization control cost function comprises the difference between a ship expected state and a ship predicted future actual state and the difference between the predicted future actual control quantity and the previous actual control quantity of the plurality of driving cylinders;
solving the ship attitude stabilization control cost function based on constraint conditions, and determining control amounts of a plurality of driving cylinders meeting the expected ship attitude;
and solving the ship motion state based on the control amounts of the driving cylinders and the acting force of the sea wave on the ship by using a nonlinear dynamics state equation of the ship.
10. The vessel with parallel robotic devices of claim 9, wherein the constraints comprise: minimizing the vessel attitude stabilization control cost function, a travel limit, a speed limit, and an output limit for the plurality of drive cylinders.
11. A vessel with parallel robotic devices as claimed in claim 1 or 9, wherein the forces of the ocean waves on the vessel comprise first order wave forces comprising sets of nonlinear fundamental wave forces of different encounter frequencies and phases.
12. The vessel with parallel robotic device of claim 11, wherein the first order wave force expression is:
，
wherein i represents the number of the driving cylinder,for amplitude +.>For the encounter frequency, +.>，/>Is a wave angle, is->Is the ship is in the top wave +.>Wave force amplitude response factor of (a), namely:
，
wherein the method comprises the steps ofIs wave height.
13. The vessel with parallel robotic device of claim 9, wherein the nonlinear kinetic state equation of the vessel is:
，
wherein: q represents the positions of the plurality of driving cylinders,for the inertia matrix of the ship, +.>Matrix of coriolis force and centrifugal force for the vessel,/->Is gravity item->Represents the driving force on the plurality of driving cylinders, < >>A velocity jacobian matrix mapped to said main vessel for said plurality of drive cylinders,/->Representing the forces of the ocean waves on the vessel.
14. A method of self-balancing a vessel with parallel robotic devices as claimed in any one of claims 1 to 8, comprising the steps of:
collecting real-time attitude information and driving cylinder length of a main ship;
calculating an attitude difference value between the main ship and the auxiliary ship based on the real-time attitude information of the main ship and the length of the driving cylinder by using a kinematic model, so as to obtain the attitude of the auxiliary ship;
determining the expected attitude of the ship according to the auxiliary ship attitude;
establishing a nonlinear dynamics model of the ship with the parallel robot device, wherein the nonlinear dynamics model comprises acting force of sea waves on the ship;
based on the nonlinear dynamics model, predicting a ship motion state by using a nonlinear model predictive control algorithm, and determining control amounts of a plurality of driving cylinders meeting the expected ship attitude.
15. The method of self-balancing a ship having parallel robot apparatus according to claim 14, wherein the method of predicting a ship motion state using a nonlinear model predictive control algorithm based on the nonlinear dynamics model, and determining a control amount of a plurality of driving cylinders satisfying a desired posture of the ship comprises:
constructing a ship attitude stabilization control cost function, wherein the ship attitude stabilization control cost function comprises the difference between a ship expected state and a ship predicted future actual state and the difference between the predicted future actual control quantity and the previous actual control quantity of the plurality of driving cylinders;
solving the ship attitude stabilization control cost function based on constraint conditions, and determining control amounts of a plurality of driving cylinders meeting expected ship attitudes;
and solving the motion state of the ship based on the control amounts of the driving cylinders and the acting force of the sea waves on the ship by using a nonlinear dynamics state equation of the ship.
16. The method of self-balancing a vessel having parallel robotic devices of claim 15, wherein the constraints include: minimizing the vessel attitude stabilization control cost function, a travel limit, a speed limit, and an output limit for the plurality of drive cylinders.
17. A method of self-balancing a vessel with parallel robotic devices as claimed in claim 14, wherein the forces of the ocean waves on the vessel comprise first order wave forces comprising sets of nonlinear fundamental wave forces of different encounter frequencies and phases.
18. The method of self-balancing a vessel having parallel robotic devices of claim 17, wherein the first order wave force expression is:
，
wherein i represents the number of the driving cylinder,for amplitude +.>For encountering frequency +.>，/>Is a wave angle, is->Is the ship is in the top wave +.>Wave force amplitude response factor of (a), namely:
，
wherein the method comprises the steps ofIs wave height.
19. The method of self-balancing a vessel having parallel robotic devices of claim 15, wherein the nonlinear dynamical state equation of the vessel is:
，
wherein: q represents the positions of the plurality of driving cylinders,for the inertia matrix of the ship, +.>Matrix of coriolis force and centrifugal force for the vessel,/->Is gravity item->Represents the driving force on the plurality of driving cylinders, < >>A velocity jacobian matrix mapped to said main vessel for said plurality of drive cylinders,/->Representing the forces of the ocean waves on the vessel.
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