CN117742315A - Heterogeneous propulsion ship course hybrid control method, system and terminal - Google Patents
Heterogeneous propulsion ship course hybrid control method, system and terminal Download PDFInfo
- Publication number
- CN117742315A CN117742315A CN202311568774.XA CN202311568774A CN117742315A CN 117742315 A CN117742315 A CN 117742315A CN 202311568774 A CN202311568774 A CN 202311568774A CN 117742315 A CN117742315 A CN 117742315A
- Authority
- CN
- China
- Prior art keywords
- mode
- rudder
- heterogeneous
- propeller
- hybrid control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 58
- 230000008569 process Effects 0.000 claims abstract description 29
- 238000012545 processing Methods 0.000 claims abstract description 7
- 230000007704 transition Effects 0.000 claims description 17
- 230000009471 action Effects 0.000 claims description 7
- 230000003247 decreasing effect Effects 0.000 claims description 5
- 238000004364 calculation method Methods 0.000 claims description 3
- 230000001141 propulsive effect Effects 0.000 claims description 3
- 238000013461 design Methods 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 3
- 238000011217 control strategy Methods 0.000 description 3
- NAWXUBYGYWOOIX-SFHVURJKSA-N (2s)-2-[[4-[2-(2,4-diaminoquinazolin-6-yl)ethyl]benzoyl]amino]-4-methylidenepentanedioic acid Chemical compound C1=CC2=NC(N)=NC(N)=C2C=C1CCC1=CC=C(C(=O)N[C@@H](CC(=C)C(O)=O)C(O)=O)C=C1 NAWXUBYGYWOOIX-SFHVURJKSA-N 0.000 description 2
- 230000003044 adaptive effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 125000003275 alpha amino acid group Chemical group 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
Landscapes
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
The invention relates to a heterogeneous propulsion ship course hybrid control method, a heterogeneous propulsion ship course hybrid control system and a heterogeneous propulsion ship course hybrid control terminal, belonging to the technical field of ship motion automation control, and comprising the following steps: constructing a first-order Nomoto manipulation model; respectively constructing an operation model according to different steering combination modes, and obtaining corresponding model parameters according to hydrodynamic characteristics of an operation device; obtaining a rudder force algorithm according to the model parameters, and calculating related parameters of a logic process of the subsequent mode switching processing; the comprehensive logic processing process forms a hybrid control algorithm; forming a course hybrid control system; the processor collects steering mode switching information and other sensor signals through the signal collecting module, and integrates a hybrid control algorithm and a logic processing program. The invention solves the problem of rudder force distribution of steering moment on heterogeneous type propellers, and ensures the stability of control processes related to rudder force distribution requirements, such as course, track direction and the like in the mode switching process.
Description
Technical Field
The invention relates to the technical field of ship motion automatic control, in particular to a ship course automatic control method, system and terminal adopting different types of propellers as a navigation control device.
Background
With the development of the ship automation technology and the demands of industrial application, the conventional single-propeller-single-rudder and double-propeller-double-rudder type ships cannot meet the special operation demands of the ships, such as maneuverability in narrow water areas, maneuverability in extremely shallow water areas and the demands of extreme navigational speed (combining high-speed sailing and dynamic positioning) working conditions, so that 3-4 sets of propulsion operating devices are configured for many ships, and the types of the ships are also different due to the difference of application working condition scenes, and heterogeneous propulsion combinations such as full-rotation rudder (abbreviated as rudder) and long-axis distance-rudder-blade (abbreviated as paddle-rudder) configuration combinations, water jet propulsion and long-axis distance-rudder blade configuration combinations, cycloidal propulsion and water jet propulsion configuration combinations are generated. Because of the difference of propulsion and steering performances of the heterogeneous propulsion, challenges are brought to conventional heading automatic control strategies and equipment, and the technology is less in research and immature at present, the invention forms a related technical scheme aiming at the problems of rudder force distribution, steering combination mode switching, anti-interference treatment and the like which are required to be considered in the heading automatic control strategies of the heterogeneous propulsion ships, and forms a hybrid control method aiming at the heading of the heterogeneous propulsion ships.
The existing ship navigation automatic control technology is only suitable for single-propeller-single-rudder or double-propeller-double-rudder (or double-rudder) type ships, the propulsion performance of the propeller of the ship is the same as the steering performance of a rudder blade, the automatic control process is carried out on the direction, the track and the track direction of the ship, the functional mode is only required to be manually switched according to the navigation requirement, the problem of inconsistent steering efficiency caused by the performance difference of the propeller and the rudder blade is not considered, and the ship navigation automatic control technology cannot be suitable for the switching of various steering combined modes (such as a propeller-rudder mode, a rudder propeller mode and a combined steering mode of two propellers) and the process disturbance generated by the same; in the continuous sailing process, the existing scheme realizes the function mode switching of automatic course control, track direction control and the like in a manual mode, and the operation process from automatic to manual and then to automatic control is restored, so that the ship operation efficiency is low and the performance is poor.
Thus, the prior art suffers from the following disadvantages:
(1) The existing scheme does not have the rudder force distribution and corresponding interference compensation functions of the heterogeneous propulsion vessels and cannot be used for navigation automatic control of the heterogeneous propulsion vessels;
(2) The existing scheme has the problem of control stability in the fault occurrence process of steering mode conversion and combined mode;
(3) The existing scheme switches the modes of control functions such as heading, track direction and the like in a manual mode, can not automatically control and process disturbance in the switching process, and has low operating efficiency.
Disclosure of Invention
The purpose of the invention is that: a heterogeneous propulsion ship course hybrid control method, system and terminal are provided to solve the defects in the background technology.
In order to achieve the above purpose, the technical scheme of the invention provides a heterogeneous propulsion ship course hybrid control method, which comprises the following steps:
constructing a first-order Nomoto operating model according to the type of the heterogeneous propulsion ship propeller and the main scale characteristics of the ship;
respectively constructing an operation model according to different steering combination modes, and obtaining corresponding model parameters according to hydrodynamic characteristics of an operation device;
obtaining a rudder force algorithm according to the model parameters, and calculating related parameters of a logic process of the subsequent mode switching processing;
forming a hybrid control model based on the manipulation model, and forming a hybrid control algorithm in the comprehensive logic processing process;
forming a course hybrid control system, wherein the system comprises a processor, a memory chip, a steering combination mode change-over switch and other signal acquisition modules;
the processor collects steering mode switching information and other sensor signals through the signal collecting module, integrates a hybrid control algorithm and a logic processing program, and achieves the function of controlling the heading of the heterogeneous propulsion ship.
Preferably, the manipulation model includes the following formula for AAM mode:
t1, K1, delta in formula (3) 1 Is the parameter value of the ship model identified under the action of the full-rotation rudder propeller.
Preferably, the steering model includes the following formula for RRM mode:
t2, K2, delta in formula (4) 2 Is the parameter value of the ship model identified under the action of the propeller rudder.
Preferably, the steering model includes the following formula for ARM mode:
in the formula (5), delta is the uncertainty of the ship model interference, delta= [ delta ] 1 ，δ 2 ] T The method comprises the steps of carrying out a first treatment on the surface of the Other parameters are synonymous with AAM mode and RRM mode.
Preferably, the rudder force algorithm comprises rudder force distribution results of the full-rotation rudder propeller in ARM mode:
preferably, the rudder force algorithm comprises rudder force distribution results of the paddle-rudder device in ARM mode:
preferably, the RRM mode switch to AAM mode uses the following flow logic for mode switch:
1) Regardless of the mode switching, the mode switching is performed, and at the same time, the control model is switched, so that the model for rudder force calculation is required to be switched from the equation (4) to the equation (5), and then the current delta is obtained;
2) When RRM is switched to ARM mode, setting a transition time T0 according to the main scale characteristics of the ship and time characteristic parameters T1 and T2 of the control model;
3) Controlling delta output by model equation (4) in RRM mode at last moment in transition time 2 Performing decreasing treatment, and finally reaching 0, and performing increasing treatment on the rudder angle of the full-rotation rudder propeller from zero increasing to delta 1 The increasing or decreasing coefficients are related to the model coefficients K2, K1.
Preferably, for the single point failure mode, the following is applied:
1) When the propulsive force of a single full-rotation propeller fails, the steering combined mode is automatically converted into the RRM mode, meanwhile, the steering propeller of the fault propeller is quickly returned to the zero position, and the mode is automatically switched in the transition processIn the method, the rudder angle of the other set of full-circle propeller in a normal state is reduced to delta A0 To compensate for the imbalance caused by the failed device;
2) When the thrust of a single set of long-axis propeller fails, the steering combined mode is automatically switched to an AAM mode, meanwhile, the rudder blade after the failure propeller is quickly returned to a zero position, and in the transition process of the automatic mode switching, the rudder angle of the other set of propeller-rudder device in a normal state is reduced to delta R0 To compensate for the imbalance caused by the failed device;
3) When the steering function of a single set of propulsion device fails, the steering combination mode is automatically switched into an AAM or RRM mode according to the type of failure equipment, and in the transition process of the automatic mode switching, the steering angle of the other set of propeller-rudder device in a normal state is adjusted to be in a steering angle symmetrical state of the failure device so as to compensate unbalanced moment generated by the failure device.
The technical scheme of the invention also provides a heterogeneous propulsion ship course hybrid control system, which can adopt the heterogeneous propulsion ship course hybrid control method.
The technical scheme of the invention also provides a heterogeneous propulsion ship course hybrid control terminal, which is provided with the heterogeneous propulsion ship course hybrid control system.
In summary, the invention has the following beneficial technical effects:
the problem of rudder force distribution of steering moment on heterogeneous type propellers when heterogeneous propulsion ships carry out course automatic control is solved, logic design is carried out aiming at different steering combination mode conversion processes, single-point fault modes possibly occur, and stability of control processes, such as mode switching processes, relating to rudder force distribution requirements, of course, track direction and the like is guaranteed.
Drawings
FIG. 1 is a schematic diagram of a steering mode related to a method, a system and a terminal for controlling the course of a heterogeneous propulsion ship;
FIG. 2 is a flow chart of an implementation of the method, system and terminal for controlling the course mixing of a heterogeneous propulsion ship;
fig. 3 is a schematic diagram of a switching state that may occur when a steering combination mode is required to be switched by the method, the system and the terminal for controlling the course of a heterogeneous propulsion ship according to the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but 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 embodiment of the invention discloses a heterogeneous propulsion ship course hybrid control method, a heterogeneous propulsion ship course hybrid control system and a heterogeneous propulsion ship course hybrid control terminal.
For the convenience of description of the technical scheme of the patent, a certain type of heterogeneous propulsion ship is taken as an example to describe the related technology. The ship is an engineering ship and has a self-propulsion function and a power positioning function, and four sets of main pushing devices are arranged at the stern according to the operation requirement, namely full-rotation rudder paddles positioned at two sides and a long-axis paddle and rudder blade combined propulsion device close to the midship, so that the sailing and power positioning functions are considered; the ship bow is provided with a set of tunnel type side propeller and a set of telescopic full-rotation propeller which are mainly used in a power positioning mode, and the technical scheme mainly relates to four sets of stern heterogeneous propulsion devices for navigation operation functions.
Two sets of heterogeneous propulsion devices adopted by the heterogeneous propulsion ship are full-rotation Rudder paddles (A for short), and two sets of heterogeneous propulsion devices are long-axis paddle and Rudder blade combined propulsion devices (R for short), and when the course automatic control is implemented, three typical steering combined modes are provided: the first is to use only two sets of Rudder blades to control the course of the ship, generate Rudder force by means of long shaft paddle jet flow in front of the Rudder blades, and keep a zero Rudder angle by the full-rotation Rudder paddle, wherein the Mode is a Rudder Mode (RRM for short); the second is to use only two sets of full-rotation rudder paddles to control the course of the ship, and the rudder blade always maintains a rudder angle of zero degree, and the mode is a rudder paddle mode (Azimuth Thruster Mode, abbreviated as AAM); the third is to use the full-rotation Rudder propeller and the Rudder blade to control the course of the ship, and the Mode is a propeller-Rudder Mode (ARM for short).
It should be noted that: the rudder blade generates rudder force by means of jet flow of the front long shaft propeller, and if the long shaft propeller cannot generate thrust force due to failure, the rudder blade positioned at the rear side of the long shaft propeller cannot generate rudder force.
Therefore, in the steering scheme according to the present invention, as shown in fig. 1, for different steering combination modes, the course control strategy only applies steering angle control to the propeller connected by the solid line, and does not apply control to the propeller steering angle connected by the broken line, and the dotted line in the failure mode indicates that the corresponding propeller steering angle control may fail.
The specific implementation steps are as follows:
1. a method, a system and a terminal for carrying out the course hybrid control of heterogeneous propulsion ships are shown in the accompanying figure 1.
2. According to a general ship maneuvering motion Nomoto model, the model is a first order equation, as shown in formula (1):
in the formula (1), T and K are time parameters and gain parameters related to the dynamics of the ship, r is the steering rate of the ship, and delta is the rudder angle value of the ship. The ship model parameters T and K are different from each other in different ship types and operating modes (rudder blade or full-rotation rudder propeller). The ship heading ψ and the ship rotation rate have a relationship as shown in the formula (2):
3. for AAM mode, namely, heading control is carried out only through the full-rotation rudder propeller, and the conventional ship model identification method is used for identification, so that the following model is obtained:
t1, K1, delta in formula (3) 1 Is the parameter value of the ship model identified under the action of the full-rotation rudder propeller;
4. for RRM mode, namely when only using the oar-rudder device to control the course, the model is obtained by identifying by using the traditional ship model identification method as follows:
t in (4) 2 、K 2 、δ 2 Is the parameter value of the ship model identified under the action of the propeller rudder.
5. And superposing the two obtained linear equations, and taking mutual interference under the combined action of the rudder propeller and the propeller-rudder device into consideration to obtain a ship control model in ARM mode, wherein the ship control model is shown in the following formula:
in the formula (5), delta is the uncertainty of the ship model interference, delta= [ delta ] 1 ；δ 2 ]The method comprises the steps of carrying out a first treatment on the surface of the The other parameters are as defined above.
6. The conversion equation is obtained according to the formula (2) and the formula (5), as shown in the formula (6)
Delta in the formula (6) is the external interference quantity,the other parameters are the same as those in the formulae (5) and (2).
7. And performing function transformation on the ship heading error. Defining the desired heading angle as ψ d Defining a heading deviation e as shown in formula (7):
e＝Ψ-Ψ d (7)
8. from the error e, a filter variable s is designed as follows:
wherein, beta >0 is a design parameter. Deriving s and obtaining formula (8) according to the equation in formula (5)
Wherein Ω= [ K ] 1 K 2 ]δ，The following inequality is obtained according to the mathematical scaling relationship:
wherein d m Is the maximum value of d (·), b=max { d m ，1}，
The application inequality can be obtained:
wherein θ -b 2 ，ρ>0 is a design parameter, and the other parameters are all variables defined in the steps.
9. The lyapunov function was designed. Based on the above information and the conditions that the system state should satisfy when the system is stable, the lyapunov function is designed as shown in formula (10):
in the formula (9), the amino acid sequence of the compound,wherein V is the designed Lyapunov function, < ->Is an estimate of θ, θ and s are variables +.>
And 10, obtaining a control law and an adaptive law.
According to the requirement of the Lyapunov function on the system stability, deriving the formula (10) to obtain the formula (11),
substituting formula (9) into formula (11) to obtain
In order for the designed controller to stabilize the system, equation (12) needs to satisfy the following relationship
Wherein μ, α is a constant greater than 0.
The following control laws and adaptive laws are designed to control the vessel direction and resist disturbance according to the above requirements, as shown in equations (13) and (15):
wherein K is τ >0, delta >0 is a design parameter (for use in debugging),treat representing->Is a derivative of (2); the other symbols are all variables defined in steps 1 to 8.
According to equation (13) and other equations, the designed control law and adaptation law prove to be effective, and the process is as follows:
substituting the formulas (9) and (14) into
Is available in the form ofThe designed control law and the self-adaptive law meet the stable and controllable conditions.
11. From (2) and (3), the rudder efficiency C of the full-rotation rudder propeller 1 Rudderiness C with oar-rudder arrangement 2 The ratio is as follows:
in order to fully exert the control characteristics of the full rudder propeller and the propeller-rudder device, the method comprises the following steps of
Further, according to formula (8):
Ω＝[K 1 K 2 ]δ
namely:
K 1 δ 1 +K 2 δ 2 ＝Ω
when the equation and the ratio are combined, and the ARM mode can be obtained, the rudder force distribution result of the full-rotation rudder propeller is as follows:
the rudder force distribution result of the paddle-rudder device is as follows:
through the three NOMOT0 models, rudder force distribution under three steering combination modes is realized.
12. When a steering combination mode switch is required, the possible switch states are as shown in fig. 3:
in order to ensure the stability of ship course control performance in the mode switching process, the following flow logic is adopted to perform mode switching, and the following is taken as an example for switching the RRM mode to the AAM mode for explanation:
(1) Regardless of the mode switching, the mode switching is performed, and at the same time, the control model is switched first, and the model for rudder force calculation must be switched from equation (4) to equation (5) to obtain the current delta 1 ；
(2) When RRM is switched TO ARM mode, setting a transition time TO according TO the main scale characteristics of the ship and time characteristic parameters T1 and T2 of the control model;
(3) Controlling delta output by model equation (4) in RRM mode at last moment in transition time 2 Performing decreasing treatment, and finally reaching 0, and performing increasing treatment on the rudder angle of the full-rotation rudder propeller from zero increasing to 0δ 1 (current moment) the incremented or decremented coefficients are related to the model coefficients K2, K1.
The processing logic of other mode switching processes is the same as that of the above, but specific parameters need to be adjusted according to actual conditions.
The mode transitions referred to in 13.12 are all mode transitions in the normal state of the propulsion device, and for single point failure modes, are handled as follows:
(1) When the propulsive force of the propeller of a single full-rotation propeller fails, the steering combined mode is automatically converted into the RRM mode, meanwhile, the steering propeller of the fault propeller is quickly returned to the zero position, and the steering angle of the other set of full-rotation propeller in a normal state is reduced to delta in the transition process of the automatic mode switching A0 To compensate for the imbalance caused by the failed device;
(2) When the thrust of a single set of long-axis propeller fails, the steering combined mode is automatically switched to an AAM mode, meanwhile, the rudder blade after the failure propeller is quickly returned to a zero position, and in the transition process of the automatic mode switching, the rudder angle of the other set of propeller-rudder device in a normal state is reduced to delta R0 To compensate for the imbalance caused by the failed device;
(3) When the steering function of a single set of propulsion device fails, the steering combination mode is automatically switched into an AAM or RRM mode according to the type of failure equipment, and in the transition process of the automatic mode switching, the steering angle of the other set of propeller-rudder device in a normal state is adjusted to be in a steering angle symmetrical state of the failure device so as to compensate unbalanced moment generated by the failure device.
Finally, it should be noted that: the foregoing description of the preferred embodiments of the present invention is not intended to be limiting, but rather, although the present invention has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that modifications may be made to the embodiments described, or equivalents may be substituted for elements thereof, and any modifications, equivalents, improvements or changes may be made without departing from the spirit and principles of the present invention.
Claims (10)
1. The course hybrid control method for the heterogeneous propulsion ship is characterized by comprising the following steps of:
constructing a first-order Nomoto operating model according to the type of the heterogeneous propulsion ship propeller and the main scale characteristics of the ship;
respectively constructing an operation model according to different steering combination modes, and obtaining corresponding model parameters according to hydrodynamic characteristics of an operation device;
obtaining a rudder force algorithm according to the model parameters, and calculating related parameters of a logic process of the subsequent mode switching processing;
forming a hybrid control model based on the manipulation model, and forming a hybrid control algorithm in the comprehensive logic processing process;
forming a course hybrid control system, wherein the system comprises a processor, a memory chip, a steering combination mode change-over switch and other signal acquisition modules;
the processor collects steering mode switching information and other sensor signals through the signal collecting module, integrates a hybrid control algorithm and a logic processing program, and achieves the function of controlling the heading of the heterogeneous propulsion ship.
2. The method of claim 1, wherein the steering model comprises the following for AAM mode:
t1, K1, delta in formula (3) 1 Is the parameter value of the ship model identified under the action of the full-rotation rudder propeller.
3. The method of claim 2, wherein the steering model comprises the following for RRM mode:
t2, K2, delta in formula (4) 2 Is the parameter value of the ship model identified under the action of the propeller rudder.
4. A method of heterogeneous propulsion vessel heading hybrid control as claimed in claim 3 wherein the steering model includes the following for ARM mode:
in the formula (5), delta is the uncertainty of the ship model interference, delta= [ delta ] 1 ，δ 2 ] T The method comprises the steps of carrying out a first treatment on the surface of the Other parameters are synonymous with AAM mode and RRM mode.
5. The method for hybrid control of the heading of a heterogeneous propulsion ship according to claim 4, wherein the rudder force algorithm comprises rudder force distribution results of full-circle rudder paddles in ARM mode:
6. the method for hybrid control of the heading of a heterogeneous propulsion ship according to claim 5, wherein the rudder force algorithm comprises rudder force distribution results of a paddle-rudder device in ARM mode:
7. the method of claim 6, wherein the RRM mode is switched to AAM mode by using the following flow logic:
1) Regardless of the mode switch implemented, inAt the same time of mode switching, firstly, the control model is switched, the model for rudder force calculation must be switched from equation (4) to equation (5), and then the current delta is obtained 1 ；
2) When RRM is switched to ARM mode, setting a transition time T0 according to the main scale characteristics of the ship and time characteristic parameters T1 and T2 of the control model;
3) Controlling delta output by model equation (4) in RRM mode at last moment in transition time 2 Performing decreasing treatment, and finally reaching 0, and performing increasing treatment on the rudder angle of the full-rotation rudder propeller from zero increasing to delta 1 The increasing or decreasing coefficients are related to the model coefficients K2, K1.
8. The method for hybrid control of the heading of a heterogeneous propulsion vessel according to claim 7, wherein for a single point failure mode the following is processed:
1) When the propulsive force of the propeller of a single full-rotation propeller fails, the steering combined mode is automatically converted into the RRM mode, meanwhile, the steering propeller of the fault propeller is quickly returned to the zero position, and the steering angle of the other set of full-rotation propeller in a normal state is reduced to delta in the transition process of the automatic mode switching A0 To compensate for the imbalance caused by the failed device;
2) When the thrust of a single set of long-axis propeller fails, the steering combined mode is automatically switched to an AAM mode, meanwhile, the rudder blade after the failure propeller is quickly returned to a zero position, and in the transition process of the automatic mode switching, the rudder angle of the other set of propeller-rudder device in a normal state is reduced to delta R0 To compensate for the imbalance caused by the failed device;
3) When the steering function of a single set of propulsion device fails, the steering combination mode is automatically switched into an AAM or RRM mode according to the type of failure equipment, and in the transition process of the automatic mode switching, the steering angle of the other set of propeller-rudder device in a normal state is adjusted to be in a steering angle symmetrical state of the failure device so as to compensate unbalanced moment generated by the failure device.
9. A hybrid control system for the heading of a heterogeneous propulsion ship, characterized in that a hybrid control method for the heading of a heterogeneous propulsion ship according to any one of claims 1-8 is applicable.
10. A heterogeneous propulsion ship course hybrid control terminal, characterized in that the heterogeneous propulsion ship course hybrid control system of claim 9 is installed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311568774.XA CN117742315A (en) | 2023-11-20 | 2023-11-20 | Heterogeneous propulsion ship course hybrid control method, system and terminal |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311568774.XA CN117742315A (en) | 2023-11-20 | 2023-11-20 | Heterogeneous propulsion ship course hybrid control method, system and terminal |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117742315A true CN117742315A (en) | 2024-03-22 |
Family
ID=90249776
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311568774.XA Pending CN117742315A (en) | 2023-11-20 | 2023-11-20 | Heterogeneous propulsion ship course hybrid control method, system and terminal |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117742315A (en) |
-
2023
- 2023-11-20 CN CN202311568774.XA patent/CN117742315A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101342937B (en) | Navigation control method for ship propulsion system | |
| US10775808B2 (en) | Boat maneuvering control method for boat and boat maneuvering control system for boat | |
| Johansen et al. | Constrained nonlinear control allocation with singularity avoidance using sequential quadratic programming | |
| US6450112B1 (en) | Vessel control force allocation optimization | |
| RU2342282C2 (en) | Method and device for steering motor vessel | |
| US20170137103A1 (en) | Boat maneuvering control method for boat and boat maneuvering control system for boat | |
| JP2005319967A (en) | Propeller control device, control program of propeller control device, control method of propeller control device, and navigation control device | |
| CN112947494B (en) | Fuzzy PID (proportion integration differentiation) -based automatic ship berthing control method | |
| CN102815391B (en) | Method and system for controlling full-steering rudder angle | |
| JP7249657B2 (en) | Vessel control method | |
| CN103010445A (en) | Steerage compensation device and method of rudder and propeller integrated rotary twin-screw electric propulsion ship | |
| CN109240289A (en) | Wave glider yawing information self-adapting filtering method | |
| JP5147273B2 (en) | Method and apparatus for holding a fixed point position of a 1-axis 1-steer boat | |
| CN107765701A (en) | A kind of bow suitable for revolving body platform is to control method | |
| KR100408146B1 (en) | Azimuth propeller apparatus and ship equipped with the apparatus | |
| CN117742315A (en) | Heterogeneous propulsion ship course hybrid control method, system and terminal | |
| CN115390561B (en) | Ship course control method based on paddle rotation speed differential motion | |
| Komizo et al. | Sea testing of automatic motion control system for a quad-maran unmanned vessel | |
| CN115857497A (en) | Method, system and medium for controlling course motion of catamaran with intact single-oar | |
| CN113767351B (en) | Control of a ship | |
| CN114435576A (en) | Rudderless propulsion ship | |
| JP2022160019A (en) | Azimuth controller and azimuth control method for vessel | |
| Ou et al. | Design and Energy Consumption Optimization of an Automatic Hybrid Sailboat | |
| KR20210096566A (en) | Control apparatus for rudder and ship | |
| US20240004387A1 (en) | Motion Control System and Controllers for A Marine Vessel |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |