CN117818830A - Ship ballast system and control method - Google Patents

Abstract

The invention discloses a ship ballast system and a control method, wherein the ship ballast system comprises a sensor system for monitoring the attitude change of a ship body in real time; ballast means for counteracting the effects of external disturbances on the balance of the hull; the control system calculates the reverse acting force to be applied according to a preset control algorithm, then sends an instruction to the ballast device, and the ballast device adjusts the position or weight of the ballast according to the instruction; according to the ship ballast control method, through monitoring the ship attitude change in real time and collecting data, a control system calculates the required reverse acting force and converts the required reverse acting force into an adjustment instruction to be sent to a ballast device, and the ballast device adjusts the position or weight of a ballast according to the instruction so as to maintain the balance of the ship, so that the balance adjustment of the ship can be realized in real time, and the influence of external interference on the balance of the ship is effectively counteracted.

Description

Ship ballast system and control method

Technical Field

The invention relates to the technical field of ship equipment, in particular to a ship ballast system and a control method.

Background

With the increasing development of water traffic, small boats such as sightseeing boats, yachts and the like are increasingly widely used in the fields of daily entertainment, tourism and the like. However, such boats are susceptible to external factors such as stormy waves, currents, unbalanced weights of the hulls during sailing, and unstable hulls and even capsizing accidents.

At present, the existing technical schemes mainly improve stability by increasing the dead weight of the ship body, optimizing the design of the ship body and the like, but the schemes often increase manufacturing cost and have limited effects when dealing with sudden external interference.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the invention provides the ship ballast device, which can realize the balance adjustment of the ship body in real time and effectively offset the influence of external interference on the balance of the ship body.

A ship ballast system according to an embodiment of the present invention includes: the sensor system is used for monitoring the attitude change of the ship body in real time; ballast means for counteracting the effects of external disturbances on the balance of the hull; and the control system calculates the reverse acting force to be applied according to a preset control algorithm, then sends an instruction to the ballast device, and the ballast device adjusts the position or weight of the ballast according to the instruction.

The ship ballast system provided by the embodiment of the invention has at least the following beneficial effects: the system monitors the attitude of the ship body in real time, rapidly responds to external interference and ensures the stability of the ship body. Automatic balance adjustment reduces the burden of crews and improves the adjustment accuracy and efficiency. The ballast device is flexible and accurate, and can adjust the position or the weight to counteract the influence of interference on the balance of the ship body. Effectively maintains the stability of the ship body, reduces the risk of inclination or overturning, and enhances the navigation safety. The system is suitable for various ships, the modularized design is easy to maintain and upgrade, and obvious benefits are brought to the ship industry.

According to some embodiments of the invention, the ballast device adjusts the position of the ballast on command, the ballast device comprising: the rotating mechanism is arranged at the gravity center position of the ship body; the telescopic mechanism is horizontally arranged on the rotating mechanism; and the ballast piece is arranged at the output end of the telescopic mechanism, the rotating mechanism is used for driving the telescopic mechanism to rotate along the horizontal direction, and the telescopic mechanism is used for driving the ballast piece to be far away from or close to the gravity center of the ship body.

According to some embodiments of the invention, the rotating mechanism comprises a circular guide rail, a motor, a rotating seat and a transmission assembly, the telescopic mechanism comprises a sliding seat, a telescopic cylinder and a telescopic rod, the circular guide rail is arranged on the ship body, the motor is horizontally arranged on the ship body, the rotating seat is rotatably arranged on the ship body, the motor is connected with the rotating seat through the transmission assembly, the telescopic cylinder is arranged on the rotating seat, the sliding seat is slidably arranged on the circular guide rail, one end of the telescopic rod is connected with the output end of the telescopic cylinder, the other end of the telescopic rod passes through the sliding seat to be connected with the ballast, and the telescopic rod is slidably connected with the sliding seat.

According to some embodiments of the invention, the ballast device adjusts the weight of the ballast on command, the ballast device comprising: four groups of ballast mechanisms are distributed on four corners of the ship body in a rectangular shape and are used for adjusting dead weight so that the ship can maintain a stable balance state under various conditions.

According to some embodiments of the invention, the ballast mechanism comprises a driving member, a water storage cavity and a pipeline, wherein the water storage cavity is arranged on the ship body, one end of the pipeline is communicated with the water storage cavity, the other end of the pipeline penetrates through the ship body and is immersed in water, the driving member is arranged on the ship body, and the driving member is used for adjusting the water storage capacity in the water storage cavity.

According to some embodiments of the invention, the driving member comprises a driving cylinder and a piston rod, the water storage cavity is of a cylindrical structure, the water storage cavity and the driving cylinder are horizontally arranged on the ship body, one end of the piston rod is connected with the output end of the driving cylinder, and the other end of the piston rod is connected with the water storage cavity in a sliding mode.

According to some embodiments of the invention, a display system is further included for displaying the equilibrium state of the hull and the operational state of the ballast.

According to some embodiments of the invention, the sensor system comprises four water level sensors, a gyroscope and an inclination sensor, wherein the four water level sensors are respectively arranged at four corners of the hull, and the gyroscope and the inclination sensor are respectively arranged at the gravity center position of the hull.

A boat ballast control method according to an embodiment of the second aspect of the present invention includes:

monitoring the attitude change of the ship body in real time by utilizing the sensor system, and collecting related attitude data;

inputting the collected attitude data into the control system, and calculating the reverse acting force required to be applied for counteracting the influence of external interference on the hull balance by the control system according to a preset control algorithm;

the control system converts the calculated reverse acting force into a specific adjustment instruction and sends the specific adjustment instruction to the ballast device;

after receiving the adjustment instruction, the ballast device adjusts the position or weight of the ballast according to the instruction so as to generate the required reverse acting force, thereby maintaining the balance state of the ship body.

According to some embodiments of the invention, the monitoring the attitude change of the hull in real time by using the sensor system further comprises, before collecting the related attitude data: after the control system is started, self-checking and initialization setting of the ship ballast system are carried out, normal operation of all components is ensured, and the control system is in stable communication connection with the sensor system and the ballast device so as to facilitate transmission of real-time data and transmission of control instructions.

According to some embodiments of the invention, the method further comprises the step of feeding back and adjusting: after the control instruction is executed, the control system continuously monitors the balance state of the ship body and carries out fine adjustment on the control instruction according to real-time feedback so as to ensure that the ship body can keep stable under various environmental conditions; meanwhile, when an abnormality is detected at any stage, the control system triggers a corresponding safety mechanism to ensure the safety of ships and personnel.

According to some embodiments of the invention, the detecting an anomaly comprises: the control system is capable of detecting anomalies in the sensor system data, including conditions outside of normal range and no change for a long period of time, and triggering a corresponding safety mechanism upon detection of an anomaly.

According to some embodiments of the invention, the security mechanism comprises: when the control system detects an abnormal condition, the control system can immediately trigger an emergency stop mechanism, and the ballast device stops the current action by cutting off the power supply or sending an emergency stop instruction so as to prevent damage to the ship body.

According to some embodiments of the invention, the method further comprises the step of: when detecting the abnormal condition of the data of the sensor system, the control system fault or the ballast device response time-out, triggering an alarm and stopping the operation of the ballast device.

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.

Drawings

The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic view of a ship ballast system according to an embodiment of the present invention;

FIG. 2 is a schematic view of a ballast device in a ship ballast system according to an embodiment of the present invention;

FIG. 3 is a schematic view of the ballast apparatus of the ship ballast system according to the embodiment of the present invention;

fig. 4 is a schematic view of a ballast device (without a hull) in a ship ballast system according to an embodiment of the present invention;

FIG. 5 is a schematic view of another ballast device in a ship ballast system according to an embodiment of the present invention;

FIG. 6 is a schematic view of another ballast device (hull omitted) in the ship ballast system according to the embodiment of the present invention;

fig. 7 is a flowchart illustrating steps of a method for controlling the ballast of a boat according to an embodiment of the present invention.

Reference numerals;

a ship ballast system 1; a sensor system 2; a ballast device 3; a control system 4; a display system 5;

a hull 10; a rotation mechanism 11; a circular guide rail 111; a motor 112; a transmission assembly 113; a swivel base 114; a telescopic mechanism 12; a slide seat 121; a telescopic cylinder 122; a telescopic rod 123; a ballast 13;

A ballast mechanism 20; a driving member 21; a driving cylinder 211; a piston rod 212; a water storage chamber 22; a conduit 23.

Detailed Description

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.

In the description of the present invention, it should be understood that references to orientation descriptions such as upper, lower, front, rear, left, right, etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience of description of the present invention and to simplify the description, and do not indicate or imply that the apparatus or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present invention.

In the description of the present invention, the meaning of a number is one or more, the meaning of a number is two or more, and greater than, less than, exceeding, etc. are understood to exclude the present number, and the meaning of a number is understood to include the present number. The description of the first and second is for the purpose of distinguishing between technical features only and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.

In the description of the present invention, unless explicitly defined otherwise, terms such as arrangement, installation, connection, etc. should be construed broadly and the specific meaning of the terms in the present invention can be reasonably determined by a person skilled in the art in combination with the specific contents of the technical scheme.

In the description of the present invention, the descriptions of the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., mean 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 present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

In a first aspect, a ship ballast system 1 according to an embodiment of the present invention is described with reference to fig. 1 to 6.

Referring to fig. 1, in some embodiments, a vessel ballast system 1 includes a sensor system 2, a ballast device 3, and a control system 4. Sensor system 2: including a plurality of attitude sensors, such as gyroscopes and tilt sensors, are distributed at strategic locations on the hull 10, such as bow, stern, and sides. These sensors monitor in real time the attitude changes of the hull 10, such as the angle of inclination, the amplitude of sway, etc., and transmit data to the control system 4. The ballast means 3 is used to counteract the effect of external disturbances on the balance of the hull 10. Control system 4: after receiving the data of the sensor system 2, the reverse acting force to be applied is calculated according to a preset control algorithm. Then, a corresponding adjustment instruction is sent to the ballast device 3 to adjust the position or weight of the ballast. By monitoring the attitude of the hull 10 in real time and responding to external disturbances quickly, the system can ensure that the hull 10 remains stable under various sailing conditions. And secondly, the automatic balance adjusting function greatly lightens the burden of crews, and improves the accuracy and efficiency of adjustment. Furthermore, the flexibility and accuracy of the ballast means 3 enable it to be adapted to various complex navigational environments and cargo allocation requirements.

Further, referring to fig. 2-4, in some embodiments, the ballast 3 is disposed inside the hull 10, including the rotation mechanism 11, the telescoping mechanism 12, and the ballast 13. The rotating mechanism 11 consists of a circular guide rail 111, a motor 112, a rotating seat 114 and a transmission assembly 113, wherein the circular guide rail 111 is fixed at the gravity center position of the ship body 10, a stable track is provided for the rotating mechanism 11, and the design of the circular guide rail 111 ensures the stability and accuracy of rotation; the motor 112 is used as a power source of the rotating mechanism 11, and the motor 112 drives the rotating seat 114 to rotate on the ship body 10 through the transmission assembly 113. The type and power of the motor 112 is determined according to the size and ballast requirements of the hull 10; the lower part of the rotating seat 114 is rotatably arranged on the ship body 10, the lower part of the rotating seat 114 is connected with the output end of the motor 112 through a transmission assembly 113, and the upper part is fixed with the telescopic mechanism 12. The telescopic mechanism 12 comprises a sliding seat 121, a telescopic cylinder 122 and a telescopic rod 123, and is horizontally arranged on the rotary mechanism 11; the sliding seat 121 is slidably arranged on the circular guide rail 111 and can slide on the circular guide rail 111 along the horizontal direction; the telescopic cylinder 122 is fixed on the rotary seat 114 and provides power for the telescopic rod 123, and the telescopic cylinder 122 drives the telescopic rod 123 to extend or retract through controlling the change of air pressure; one end of a telescopic rod 123 is connected with the output end of the telescopic cylinder 122, the other end passes through the sliding seat 121 to be connected with the ballast, and the telescopic rod 123 is in sliding connection with the sliding seat 121. The length change of the telescopic rod 123 is controlled by the telescopic cylinder 122, thereby adjusting the distance of the ballast from the center of gravity of the hull 10. The connection between the telescopic rod 123 and the sliding seat 121 is also provided with a sliding bearing (not shown) to reduce friction and wear. The ballast 13 is a weight-adjustable object such as a water tank, a sandbag or a metal block. They are secured to the output end of the telescopic mechanism 12 (i.e., the end of the telescopic rod 123) by a connector. When it is desired to adjust the balance of the hull 10, the control system 4 will send instructions to the ballast means 3, by the co-operation of the rotation means 11 and the telescopic means 12, to move the ballast 13 into position and adjust its weight. For example, when the hull 10 is tilted to one side, the control system 4 may instruct the rotation mechanism 11 to rotate the telescoping mechanism 12 and the ballast 13 to the opposite side of the tilted side and increase the weight of the ballast 13 to generate a counter force to restore the balance of the hull 10.

It will be appreciated that when the hull 10 is subjected to external disturbances (such as storms, cargo movements etc.) causing attitude changes, the sensor system 2 immediately detects these changes and transmits data to the control system 4. The control system 4 calculates the reverse force to be applied based on the received data and control algorithm to restore the balance of the hull 10.

Specifically, the control system 4 adjusts the position or weight of the ballast by sending instructions to the ballast means 3. The rotation mechanism 11 is driven by the motor 112 to drive the telescopic mechanism 12 to rotate in the horizontal direction, so that the ballast 13 can be moved to a required position. At the same time, the telescopic cylinder 122 drives the telescopic rod 123 to slide along the sliding seat 121 to adjust the distance between the ballast 13 and the center of gravity of the hull 10. By adjusting the position and weight of the ballast, the desired opposing force can be generated to counteract the effects of external disturbances on the balance of the hull 10.

Referring to fig. 5 and 6, in some embodiments, the ballast device 3 adjusts the weight of the ballast on command, as previously described, the sensor system 2 includes a plurality of attitude sensors distributed at strategic locations on the hull 10 for real-time monitoring of attitude changes of the hull 10 and transmitting data to the control system 4. In this embodiment, the ballast means 3 counteracts the influence of external disturbances on the balance of the hull 10 mainly by adjusting the weight of the ballast. In particular, the ballast means 3 comprise four sets of ballast mechanisms 20, which are rectangular in shape, distributed over the four corners of the hull 10. Each set of ballast mechanisms 20 is capable of independently adjusting its own weight so that the vessel maintains a stable equilibrium state under various conditions. After receiving the data from the sensor system 2, the control system 4 calculates the weight of the ballast to be adjusted according to a preset control algorithm. Then, a corresponding adjustment instruction is sent to the ballast device 3 to adjust the self weight of each group of ballast mechanisms 20.

Each set of ballast means 20 comprises a drive member 21, a water storage chamber 22 and a conduit 23. A water storage chamber 22 is provided on the hull 10, having a certain volume, for storing water as ballast. One end of the pipe 23 communicates with the water storage chamber 22 and the other end is immersed in water through the hull 10. When the weight of the ballast is required to be increased, the control system 4 sends an instruction to the driving part 21, and the driving part 21 pumps water from an external water source into the water storage cavity 22 through the pipeline 23; when the weight of the ballast is required to be reduced, the driving member 21 drives the water in the water storage chamber 22 to be discharged back to the external water source through the pipe 23.

Specifically, the driver 21 includes a driving cylinder 211 and a piston rod 212. The water storage chamber 22 is designed in a cylindrical structure and is horizontally disposed on the hull 10. The driving cylinder 211 is also horizontally provided on the hull 10, and its output end is connected to one end of the piston rod 212. The other end of the piston rod 212 is slidably connected to the water storage chamber 22. When the driving cylinder 211 works, it pushes the piston rod 212 to slide back and forth in the water storage cavity 22, so as to change the volume of the water storage cavity 22 and further control the water storage amount therein. This design allows the ballast mechanism 20 to accurately adjust its own weight to meet the balance requirements of the hull 10.

It will be appreciated that when the hull 10 is subjected to external disturbances causing attitude changes, the sensor system 2 immediately detects these changes and transmits data to the control system 4. The control system 4 calculates the weight of the ballast to be adjusted according to the received data and control algorithm and sends corresponding instructions to the ballast device 3. Each group of ballast mechanisms 20 in the ballast device 3 independently adjusts its own weight on command, changing the weight of the ballast by increasing or decreasing the water storage capacity within the water storage chamber 22. In this way, the required opposing forces may be generated to counteract the effects of external disturbances on the balance of the hull 10. The ship ballast system 1 of the embodiment effectively improves the navigation safety and stability of the ship through functions of real-time monitoring, quick response, automatic adjustment and the like. At the same time, the system is of modular design, enabling each set of ballast mechanisms 20 to operate independently and be easily maintained and upgraded. In addition, the water is used as the ballast, so that the cost is low, the environment is protected, no pollution is caused, and remarkable benefits are brought to the ship industry.

In some embodiments, the ship ballast system 1 is particularly augmented with a display system 5 for visually displaying the equilibrium state of the hull 10 and the operating state of the ballast means 3. The display system 5 may comprise one or more display screens mounted in a suitable location of the vessel, such as a cab or a monitoring center. The key parameters of the inclination angle, the roll angle, the pitch angle and the like of the hull 10 and the current states (such as working/standby, ballast weight and the like) of the ballast mechanisms 20 of each group in the ballast device 3 can be displayed on the display screen in real time. In addition, the display system 5 may also provide a graphical interface to show the balance of the hull 10 and the working effect of the ballast means 3 in a more intuitive manner.

It will be appreciated that when the hull 10 is subjected to external disturbances causing attitude changes, the sensor system 2 immediately detects these changes and transmits data to the control system 4. The control system 4 calculates the position or weight of the ballast to be adjusted based on the received data and control algorithm and sends corresponding instructions to the ballast device 3. The ballast means 3 adjusts the position or weight of the ballast on command to produce the required opposing force to counteract the effect of external disturbances on the balance of the hull 10. At the same time, the display system 5 receives data from the sensor system 2 and the control system 4 in real time and displays the equilibrium state of the hull 10 and the operating state of the ballast 3 on a display screen. The crewman can quickly understand the current posture of the hull 10 and the working condition of the ballast device 3 by observing the information on the display screen, so as to make corresponding judgment and operation. The ship ballast system 1 improves the ability of a crew to grasp the balance of the hull 10 and the operating state of the ballast device 3 in real time by adding the display system 5. This helps the crew to more accurately judge the influence of external disturbances on the balance of the hull 10 and take necessary measures in time to ensure the safety and stability of the ship. Meanwhile, the graphical interface of the display system 5 enables a shipman to more intuitively know the balance condition of the ship body 10 and the working effect of the ballast device 3, and the sailing safety and stability of the ship are further improved.

In some embodiments, the sensor system 2 includes four water level sensors, a gyroscope and an inclination sensor, where the four water level sensors are respectively disposed at four corners of the hull 10, and are used to monitor the water level change of each part of the hull 10, so as to indirectly reflect the inclination and rolling conditions of the hull 10. These level sensors accurately measure the relative height of the hull 10 to the surface of the water and transmit data to the control system 4. The gyroscope and the inclination sensor are both disposed at the center of gravity of the hull 10 for directly measuring the pitching and tilting angles of the hull 10. The gyroscope measures the rotation angle of the hull 10 by sensing the angular velocity generated by the rotation of the earth, and the inclination sensor measures the angle between the hull 10 and the horizontal plane by using the principle of gravity. The data of these two sensors also provides an important input to the control system 4.

In a second aspect, the application of the ship ballast control method according to the embodiment of the present invention to the ship ballast system as in fig. 1 is described with reference to fig. 7, and the ship ballast control method according to the embodiment of the present invention includes, but is not limited to, steps S1 to S4.

Step S1: the attitude change of the hull 10 is monitored in real time using the sensor system 2 and relevant attitude data is collected.

Step S2: the collected attitude data is input to the control system 4, and the control system 4 calculates the reverse force required to be applied to counteract the influence of external disturbances on the balance of the hull 10 according to a preset control algorithm.

Step S3: the control system 4 converts the calculated reverse force into a specific adjustment command and sends it to the ballast means 3.

Step S4: after receiving the adjustment command, the ballast device 3 adjusts the position or weight of the ballast according to the command to generate a required reverse acting force, thereby maintaining the balance state of the hull 10.

It will be appreciated that in this embodiment the sensor system 2 is comprised of a plurality of high precision sensors which are carefully arranged and calibrated to ensure that the various attitude changes of the hull 10 can be accurately captured. The core components of the sensor system 2 include a tilt sensor, a roll sensor and a pitch sensor. These sensors monitor the pitch angle, roll angle and pitch angle of the hull 10 in real time by advanced measurement techniques, such as microelectromechanical system MEMS technology. To obtain more comprehensive attitude data, it is also possible to include auxiliary sensors such as accelerometers, gyroscopes, and magnetometers, which may provide information regarding the acceleration, angular velocity, and direction of the hull 10. In practice, once the sensor system 2 is activated and begins to operate, it constantly monitors the attitude change of the hull 10. These sensors sample the data at a high frequency, ensuring that any subtle attitude changes can be captured. The detected gesture data is transmitted to the control system 4 in real time through a high-speed data transmission line or a wireless communication mode. In the control system 4, this data is further processed and analyzed. The control system 4 processes the attitude data using advanced control algorithms (such as PID control, fuzzy logic control, or neural network control, etc.), and calculates the opposing forces that need to be applied to counteract the effects of external disturbances on the balance of the hull 10. This calculation process comprehensively considers the factors of the current attitude of the hull 10, the magnitude and direction of external disturbance, the dynamic characteristics of the ship, and the like.

The control system 4 immediately processes and analyses the attitude data transmitted by the sensor system 2. According to a preset control algorithm, the control system 4 calculates the opposing force that needs to be applied to counteract the effects of external disturbances (such as storms, cargo movements, etc.) on the balance of the hull 10. This calculation process requires a comprehensive consideration of the current attitude of the hull 10, the magnitude and direction of external disturbances, and the like.

It should be further noted that, in the ship ballast system 1, the position or weight of the ballast is adjusted in real time according to the attitude data of the hull 10 by using a PID control algorithm, so as to maintain the equilibrium state of the hull 10.

Algorithm steps:

(1) Setting a target posture: first, a target attitude (e.g., roll angle, pitch angle, etc.) of the hull 10 in a balanced state is determined.

(2) Calculating an error: the current attitude of the hull 10 is monitored in real time by the sensor system 2 and compared with the target attitude to calculate an attitude error.

(3) PID calculation: the attitude error is input to the PID controller, and the required reverse acting force is calculated.

Proportional term (P): proportional to the current error for fast response to the error change.

Integral term (I): the accumulation of past errors is compensated for to eliminate steady state errors.

Differential term (D): predicting future change trend of error, and is used for improving stability of system.

(4) The method comprises the following steps of converting into an adjustment instruction: the calculated opposing force is converted to specific adjustment instructions, such as changing the position or weight of the ballast.

(5) Performing adjustment: the ballasting means 3 performs an adjustment operation on command to produce the required counter-force.

(6) Continuously monitoring and adjusting: the above steps are repeated to monitor the attitude of the hull 10 in real time and adjust to maintain the balance of the hull 10.

Illustrating:

assuming that the target roll angle of the hull 10 in the balanced state is 0 degrees, the currently monitored roll angle is 5 degrees (indicating that the hull 10 is inclined to one side), and the additional moment of inclination due to external disturbance such as stormy waves is 10 kN ·m.

PID controller parameter setting:

scaling factor (Kp): 0.5

Integral coefficient (Ki): 0.1

Differential coefficient (Kd): 0.05

The calculation process comprises the following steps:

(1) And (3) error calculation: the error of the current roll angle (5 degrees) to the target roll angle (0 degrees) is 5 degrees.

(2) PID calculation:

proportional term: 5 degrees 0.5=2.5 kN ·m

Integral term (assuming that the previously accumulated error is 0): since only the current time is considered this time, the integral term is 0.

Differential term (assuming that the previous time error is 4 degrees): (5-4 degrees) 0.05=0. kN ·m

Thus, the PID controller calculates the reverse force as: 2.5 kn·m (proportional term) + kN ·m (integral term) +0.05 kN ·m (derivative term) =2.55 kN ·m.

(3) The method comprises the following steps of converting into an adjustment instruction: depending on the actual situation of the ship ballast system 1, the control system 4 converts the counter force of 2.55 kN m into specific adjustment instructions, such as adding a certain weight to the ballast on one side or moving it further.

(4) Performing adjustment: the ballast means 3 performs a corresponding adjustment operation according to the command to generate a reverse force of 2.55 kN m, thereby counteracting the tilting moment caused by external disturbances and gradually restoring the hull 10 to a balanced state.

The control system 4 converts the calculated counter force into an adjustment command which the ballast means 3 can understand. The instructions may include adjusting the position of the ballast, increasing or decreasing the weight of the ballast, etc. The adjustment instructions are sent to the ballast device 3 through the control system 4, so that the accuracy and timeliness of transmission are ensured.

The ballast means 3, upon receiving the adjustment command sent by the control system 4, immediately performs the corresponding operation. For example, if the instruction is to adjust the position of the ballast, the ballast device 3 may move the ballast to a new position by the rotation mechanism 11 or the telescopic mechanism 12; if the instruction is to change the weight of the ballast, the ballast means 3 may be implemented by increasing or decreasing the amount of water in the water storage chamber 22. By adjusting the position or weight of the ballast, the ballast means 3 generates a desired opposing force to counteract the effect of external disturbances on the balance of the hull 10, thereby maintaining the balanced condition of the hull 10.

Step S1 is further described according to some embodiments of the present application, wherein the sensor system 2 is utilized to monitor the attitude change of the hull 10 in real time, and before collecting the relevant attitude data, further comprises: after the control system 4 is started, self-checking and initialization setting of the ship ballast system are carried out, normal operation of all components is ensured, and the control system 4 is in stable communication connection with the sensor system 2 and the ballast device 3 so as to facilitate transmission of real-time data and transmission of control instructions.

It will be appreciated that the control system 4 of the ship ballast system 1 is activated by an operator and immediately self-checked to ensure proper operation of the hardware and software components, such as the processor, memory and communication interfaces. After the self-test is completed, the control system 4 establishes a stable communication connection with the sensor system 2 and the ballast device 3, and verifies that the communication line is smooth, the protocol is matched and the equipment responds. Then, the system enters an initialization setting, and according to the ship characteristic configuration parameters such as the size, weight distribution and ballast initial state of the ship body 10, a preset control algorithm is loaded for calculating the reverse acting force required for counteracting the external disturbance. After initialization is completed, the system displays current status information including sensor operating conditions, ballast 3 readiness, and communication status. Thereafter, the ship ballast system 1 enters a real-time monitoring and posture adjustment stage, monitors the posture change of the hull 10 in real time by using a sensor, collects data, calculates a reverse acting force by using the control system 4, and sends an adjustment instruction to the ballast device 3 to realize the position or weight adjustment of the ballast so as to maintain the balance of the hull 10. The whole process ensures that the ship ballast system 1 runs accurately and efficiently, and improves the sailing stability of the ship.

Step S1 is further described according to some embodiments of the present application, wherein the relevant attitude data includes attitude angle, acceleration, speed and water level information of the hull 10. The attitude angle reflects the degree of inclination of the hull 10 in each direction, and is a direct indicator for determining whether the hull 10 is stationary. The acceleration and velocity data then provide information on the dynamic behavior of the hull 10, helping to predict future attitude changes. The water level information reflects the external environment of the ship, such as water depth, tide change and the like, and has direct influence on the floating state and stability of the ship.

Further, in some embodiments, the method for controlling the ballast of a boat according to the embodiments of the present application further includes the steps of feedback and adjustment: after the control command is executed, the control system 4 continuously monitors the balance state of the ship body 10 and carries out fine adjustment on the control command according to real-time feedback so as to ensure that the ship body 10 can keep stable under various environmental conditions; meanwhile, when an abnormality is detected at any stage, the control system 4 triggers a corresponding safety mechanism to ensure the safety of ships and personnel.

It will be appreciated that the control system 4 continuously monitors attitude data of the hull 10, including attitude angle, acceleration, velocity and water level information, etc., via the sensor system 2, and transmits the attitude data to the control system 4 for processing and analysis in real time. The system compares the collected data with a preset safety range, judges whether the balance state of the ship body 10 is stable or not, calculates the reverse acting force required to be finely adjusted when the data exceeds the safety range, and sends a corresponding instruction to the ballast device 3 for adjustment. In the process, the control system 4 detects sensor data abnormality at the same time, such as exceeding a normal range or having no change for a long time, and immediately triggers a safety mechanism once the abnormality is detected, so that the safety of ships and personnel is ensured.

Further, in some embodiments, detecting the anomaly includes: the control system 4 is able to detect anomalies in the sensor system 2 data, including conditions outside the normal range and without long-term changes, and to trigger a corresponding safety mechanism when anomalies are detected.

It will be appreciated that the control system 4 uses a built-in anomaly detection algorithm to monitor the data transmitted by the sensor system 2 in real time to identify anomaly patterns such as data jumps or stalls. Upon detection of a data anomaly, the control system 4 will quickly determine its type and severity and take corresponding action, such as sending a warning signal or activating a backup sensor, according to a preset safety strategy. If the abnormal situation threatens the safety of the ship, the control system 4 will immediately trigger an emergency stop mechanism to stop the current action by cutting off the power supply to the ballast device 3 or sending an emergency stop command so as to avoid further damage to the hull 10.

In the threshold-based anomaly detection algorithm, the control system 4 first sets an upper and lower threshold value for each sensor data to define a normal range according to the normal sailing condition and the history data of the hull 10. The control system 4 receives the data transmitted by the sensor in real time and continuously monitors whether the data exceeds a set threshold range; once an anomaly in the data is detected, such as a roll angle of hull 10 outside the normal range of-5 degrees to +5 degrees, the system will determine it as anomalous data. Subsequently, according to a preset safety strategy, the control system 4 may send a warning signal to the crew and attempt to automatically adjust the ballasting means 3 to correct the anomaly. If the abnormal data is continuously present or deteriorated to the extent of threatening the safety of the ship, the control system 4 will trigger an emergency stop mechanism to rapidly cut off the power supply of the ballast device 3 or send an emergency stop command to ensure that the hull 10 is not further damaged, thereby realizing the real-time guarantee of the stability and safety of the ship.

Further, in some embodiments, the security mechanism includes: when the control system 4 detects an abnormal situation, the control system 4 can immediately trigger an emergency stop mechanism, and the ballast device 3 stops the current action by cutting off the power supply or sending an emergency stop command so as to prevent damage to the ship body 10.

It will be appreciated that once the control system 4 detects a serious data anomaly or system failure, it will trigger the emergency stop mechanism without hesitation, aimed at shutting down the hazard source in a minimum amount of time. As a key action of this mechanism, the control system 4 will rapidly cut off the power to the ballast means 3 and send it an emergency stop command, ensuring that the ballast means 3 will immediately stop operating, thereby preventing further damage to the hull 10. Meanwhile, the control system 4 also sends out a fault alarm signal to remind a shipman to immediately take emergency measures. In addition, the system can record information such as time, reasons, treatment measures and the like of fault occurrence in detail, and precious data is provided for subsequent fault analysis and investigation. It should be noted that the emergency stop mechanism may also be coupled with other vessel safety systems, such as automatically starting a standby power supply or adjusting the vessel heading, to maximize the safety of vessels and personnel.

In some embodiments, the method of controlling the ballast of a boat further comprises the step of exception handling: when an abnormality of the data of the sensor system 2, a failure of the control system 4, or an abnormality of the ballast device 3 in response to a timeout is detected, an alarm is triggered to stop the operation of the ballast device 3.

It will be appreciated that during the course of the control of the ballast of the boat, if the control system 4 detects anomalies at any stage, such as sensor data outside a preset normal range, no change over time indicating a possible malfunction, problems with the control system 4 itself or a timeout of the ballast 3 response, the system will immediately initiate a series of safety mechanisms. Firstly, an alarm system is triggered to inform a shipman of the current abnormal situation and take corresponding emergency countermeasures. Meanwhile, in order to prevent the hull 10 from being further damaged by the abnormal situation, the control system 4 may rapidly cut off the power supply to the ballast device 3 or send a scram command to immediately stop the current operation. In coping with the abnormality, the control system 4 may first try to solve the problem by an internal diagnosis and repair procedure, and resume the normal operation of the system. If the problem is not solved or the situation is very urgent, the system will further trigger a higher level of safety strategy, such as immediately activating the back-up sensor system 2 instead of the faulty sensor, or switching to manual control mode, the ballast means 3 being operated directly by the crew to ensure the safety of the vessel. In the whole process, the control system 4 can also record the specific time, main reasons, the adopted processing measures and other information of the faults in detail, provide accurate fault records for crews and maintenance personnel, and facilitate the subsequent deep analysis and investigation of the faults, so that the performance and safety of the system are continuously optimized.

It should be noted that, in order to ensure the safety of the boat in various complex environments, the control system 4 may also be equipped with multiple redundant designs. Besides the main sensor system 2 and the standby sensor system 2, an independent emergency sensor system 2 can be additionally arranged, and the system is started only when the main system and the standby system are invalid, so that final safety guarantee is provided for the ship. In addition, the control system 4 can integrate advanced machine learning algorithm, and continuously optimize control strategy and safety mechanism through learning and analyzing historical navigation data and fault records, so as to improve the self-adaptive capacity of the ship ballast system.

In a third aspect, embodiments of the present application may also provide a computer-readable storage medium storing computer-executable instructions for causing a computer to perform the above-described method of controlling the ballast of a boat.

Those of ordinary skill in the art will appreciate that all or some of the steps, systems, and methods disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). The term computer storage media includes both volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data, as known to those skilled in the art. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by a computer. Furthermore, as is well known to those of ordinary skill in the art, communication media typically include computer readable instructions, data structures, program modules, or other data in a modulated data signal, such as a carrier wave or other transport mechanism, and may include any information delivery media.

The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge of one of ordinary skill in the art without departing from the spirit of the present invention. Furthermore, embodiments of the invention and features of the embodiments may be combined with each other without conflict.

Claims (11)

1. A ship ballast system, comprising:

the sensor system (2) is used for monitoring the attitude change of the ship body (10) in real time;

-ballast means (3) for counteracting the effects of external disturbances on the balance of the hull (10); and

the control system (4) calculates the reverse acting force to be applied according to a preset control algorithm, then sends an instruction to the ballast device (3), and the ballast device (3) adjusts the position or weight of the ballast according to the instruction;

the ballast device (3) adjusts the position of the ballast according to instructions, and the ballast device (3) comprises:

a rotation mechanism (11) provided at the center of gravity of the hull (10);

the telescopic mechanism (12) is horizontally arranged on the rotating mechanism (11); and

The ballast (13) is arranged at the output end of the telescopic mechanism (12), the rotating mechanism (11) is used for driving the telescopic mechanism (12) to rotate along the horizontal direction, and the telescopic mechanism (12) is used for driving the ballast (13) to be far away from or close to the gravity center of the ship body (10);

the ballast device (3) adjusts the weight of the ballast according to instructions, the ballast device (3) comprising:

four groups of ballast mechanisms (20) are distributed on four corners of the ship body (10) in a rectangular shape, and the four groups of ballast mechanisms (20) are used for adjusting dead weight so as to enable the ship to maintain a stable balance state under various conditions;

rotary mechanism (11) are including circular guide rail (111), motor (112), roating seat (114) and drive assembly (113), telescopic machanism (12) are including sliding seat (121), telescopic cylinder (122) and telescopic link (123), circular guide rail (111) set up on hull (10), motor (112) level sets up on hull (10), roating seat (114) can rotationally set up on hull (10), motor (112) are passed through drive assembly (113) with roating seat (114) are connected, telescopic cylinder (122) set up on roating seat (114), sliding seat (121) can slidingly set up on circular guide rail (111), telescopic link (123) one end with telescopic cylinder (122) output is connected, telescopic link (123) other end pass sliding seat (121) with ballast is connected, telescopic link (123) with sliding seat (121) sliding connection.

2. The ship ballast system according to claim 1, wherein the ballast mechanism (20) comprises a driving member (21), a water storage cavity (22) and a pipe (23), the water storage cavity (22) is provided on the hull (10), one end of the pipe (23) is communicated with the water storage cavity (22), the other end of the pipe (23) penetrates through the hull (10) to be immersed in water, the driving member (21) is provided on the hull (10), and the driving member (21) is used for adjusting the water storage capacity in the water storage cavity (22).

3. The ship ballast system according to claim 2, wherein the driving member (21) comprises a driving cylinder (211) and a piston rod (212), the water storage cavity (22) is of a cylindrical structure, the water storage cavity (22) and the driving cylinder (211) are horizontally arranged on the ship body (10), one end of the piston rod (212) is connected with the output end of the driving cylinder (211), and the other end of the piston rod (212) is slidably connected with the water storage cavity (22).

4. The ship ballast system according to claim 1, further comprising a display system (5), the display system (5) being adapted to display the equilibrium state of the hull (10) and the operational state of the ballast means (3).

5. The ship ballast system according to claim 1, wherein the sensor system (2) comprises four water level sensors, a gyroscope and an inclination sensor, the four water level sensors being provided at four corners of the hull (10), respectively, the gyroscope and the inclination sensor being provided at a center of gravity position of the hull (10).

6. A method of controlling a ship ballast, applied to the ship ballast system of claim 1, the method comprising:

monitoring in real time the attitude change of the hull (10) with the sensor system (2) and collecting relevant attitude data;

inputting the collected attitude data to the control system (4), the control system (4) calculating a reverse acting force required to be applied to counteract the influence of external disturbances on the balance of the hull (10) according to a preset control algorithm;

the control system (4) converts the calculated reverse acting force into a specific adjustment instruction and sends the specific adjustment instruction to the ballast device (3);

after receiving the adjustment command, the ballast device (3) adjusts the position or weight of the ballast according to the command so as to generate the required reverse acting force, thereby maintaining the balance state of the ship body (10).

7. The method of controlling the ballast of a boat according to claim 6, wherein said monitoring in real time the attitude change of said hull (10) with said sensor system (2) and before collecting the relevant attitude data further comprises: after the control system (4) is started, self-checking and initialization setting of the ship ballast system are carried out, normal operation of all components is ensured, and the control system (4) is in stable communication connection with the sensor system (2) and the ballast device (3) so as to facilitate transmission of real-time data and transmission of control instructions.

8. The method of claim 7, further comprising the step of feedback and adjustment: after the control instruction is executed, the control system (4) continuously monitors the balance state of the ship body (10) and carries out fine adjustment on the control instruction according to real-time feedback so as to ensure that the ship body (10) can keep stable under various environmental conditions; meanwhile, when an abnormality is detected at any stage, the control system (4) triggers a corresponding safety mechanism so as to ensure the safety of ships and personnel.

9. The method of claim 8, wherein the detecting an anomaly comprises: the control system (4) is capable of detecting anomalies in the sensor system (2) data, including conditions outside the normal range and without long-term changes, and triggering a corresponding safety mechanism when anomalies are detected.

10. The method of claim 9, wherein the safety mechanism comprises: when the control system (4) detects an abnormal condition, the control system (4) can immediately trigger an emergency stop mechanism, and the ballast device (3) stops the current action by cutting off the power supply or sending an emergency stop instruction so as to prevent damage to the ship body (10).

11. The method of controlling the ballast of a boat according to claim 6, further comprising an abnormality processing step of: when an abnormality of data of the sensor system (2), a fault of the control system (4) or an abnormality of response time-out of the ballast device (3) is detected, an alarm is triggered, and the operation of the ballast device (3) is stopped.