WO2016037444A1 - Procédé et dispositif de commande autonome de voilier et voilier - Google Patents

Procédé et dispositif de commande autonome de voilier et voilier Download PDF

Info

Publication number
WO2016037444A1
WO2016037444A1 PCT/CN2014/095108 CN2014095108W WO2016037444A1 WO 2016037444 A1 WO2016037444 A1 WO 2016037444A1 CN 2014095108 W CN2014095108 W CN 2014095108W WO 2016037444 A1 WO2016037444 A1 WO 2016037444A1
Authority
WO
WIPO (PCT)
Prior art keywords
sailboat
wind
heading
angle
vector
Prior art date
Application number
PCT/CN2014/095108
Other languages
English (en)
Chinese (zh)
Inventor
王智锋
林天麟
Original Assignee
智慧城市系统服务（中国）有限公司
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 智慧城市系统服务（中国）有限公司 filed Critical 智慧城市系统服务（中国）有限公司
Publication of WO2016037444A1 publication Critical patent/WO2016037444A1/fr

Links

Images

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/0206—Control of position or course in two dimensions specially adapted to water vehicles

Definitions

  • the invention relates to the field of unmanned sailboats, in particular to a method and device for autonomous control of a sailboat and a sailboat.
  • Unmanned sailing is the latest product of the cross development of robotics and sailing technology.
  • Unmanned sailing ships use wind power as the propulsion power, and can carry out security patrols, scientific investigations, environmental inspections and other tasks at sea for a long time, which can avoid problems such as safety and replenishment that humans may encounter when working long hours at sea.
  • the control method using sail as an auxiliary navigation tool is only applicable to the heading control of large transport ships. Because the structure of large transport ships and small sailboats are quite different, the working principle and control principle are also quite different; therefore, large sailing boats The control scheme adopted is not well suited for small sailboats; on the other hand, the use of sails as an auxiliary navigation tool does not allow for autonomous control of the hull.
  • the main object of the present invention is to provide a method and device for autonomous control of a sailboat, and aim to systematically realize automatic generation of a sailing route, automatic control of a sail state, and automatic control of a rudder angle to improve self-maneuverability.
  • the present invention provides a method for autonomous control of a sailboat, comprising the following steps:
  • Target waypoint determination step obtaining navigation information of the sailboat, and setting the next waypoint of the position where the sailboat is located as the target waypoint;
  • Desired course determination step determining a desired heading vector based on the relative orientation of the sailboat and the target waypoint, and the direction of the real wind;
  • Control step controlling the sail state of the sailboat according to the relative wind direction information; controlling the rudder angle of the sailboat according to the current heading of the sailboat and the desired heading vector to achieve or track the desired heading;
  • Judgment step judging whether the sailboat reaches the target waypoint; if not, returning to the desired heading determination step; if it has arrived, further determining whether the target waypoint is the sailing end point; if not, returning to the target waypoint determining step; if yes , then the process ends.
  • the desired heading determining step comprises:
  • the heading area is divided by the sailboat, and the heading area includes at least the downwind area, the unwindable area in the wind, and the side wind area;
  • the heading area where the target waypoint is located is determined according to the relative azimuth; and the desired heading vector is obtained according to the heading area where the target waypoint is located.
  • the information of obtaining the real wind includes:
  • Vector calculation is performed on the speed information, the heading information, the wind speed information of the relative wind, and the wind direction information of the relative wind, and the wind speed information and the wind direction letter of the real wind relative to the shore are obtained according to the result of the vector calculation. interest.
  • controlling the rudder angle of the sailboat to achieve or track the desired heading includes:
  • the actual heading of the sailboat is achieved or tracked to the desired heading.
  • controlling the sail state of the sailboat according to the relative wind direction information comprises:
  • the sail adjustment angle is controlled according to the wind direction information of the relative wind.
  • controlling step further comprises:
  • attitude angle includes a heading angle, a pitch angle, and a roll angle
  • the distress signal of the sailboat tipping is issued, and the navigation is ended.
  • the invention also proposes a sailing autonomous control device, the device comprising:
  • a waypoint setting module configured to set at least one waypoint in the navigation path
  • a target waypoint determination module configured to acquire navigation information of the sailboat, and set a next waypoint of the position where the sailboat is located as the target waypoint;
  • Determining a heading determination module for determining a desired heading vector based on a relative orientation of the sailboat and the target waypoint, and a direction of the real wind;
  • control module for controlling the sail state of the sailboat according to the relative wind direction information; controlling the rudder angle of the sailboat according to the current heading of the sailboat and the desired heading vector to achieve or track the desired heading;
  • a judging module comprising a first judging unit and a second judging unit, wherein
  • the first determining unit is configured to determine whether the sailing boat reaches the target waypoint; if not, return to the desired heading determining step, and if not, notify the second determining unit;
  • the second judging unit is configured to judge whether the target waypoint is the sailing end point; if not, return to the target waypoint determining step, and if yes, the end.
  • the desired heading determination module comprises: a real wind information acquiring unit, a heading area dividing unit, a relative azimuth determining unit, and a heading area determining unit, wherein
  • the real wind information acquisition unit is used to obtain information of the real wind
  • the heading area dividing unit is configured to divide the heading area centering on the sailboat according to the wind direction information of the real wind, and the heading area includes at least a downwind area, an unwindable area in the windward direction, and a side wind area;
  • the relative azimuth determining unit is configured to calculate a relative azimuth angle of the target waypoint relative to the sailboat according to the relative position of the target waypoint and the sailboat;
  • the heading area determining unit is configured to determine a heading area in which the target waypoint is located according to the relative azimuth.
  • the real wind information acquisition unit is further configured to:
  • the control module includes a first actual navigation control unit and a second actual navigation control unit, wherein
  • the first actual navigation control unit is configured to control the actual heading of the sailboat by the deflection of the rudder;
  • the second actual navigation control unit is used to control the rudder angle to achieve or track the desired heading of the sailboat.
  • the control module further includes a sail adjustment angle control unit for controlling the sail adjustment angle according to the wind direction information of the relative wind.
  • the control module further includes a posture angle acquiring unit and a distress signal processing unit, wherein
  • the attitude angle acquiring unit is configured to acquire a posture angle of the sailing vessel, wherein the posture angle includes a heading angle, a pitch angle, and a roll angle;
  • the distress signal processing unit is configured to issue a salvage distress signal when the pitch angle exceeds the first preset hazard value or when the roll angle exceeds the second preset hazard value, and end the navigation.
  • the invention also proposes a sailing vessel comprising a hull, a sail, a rudder, a driving device and a propulsion device, the sailboat further comprising the above-mentioned sailing autonomous control device.
  • the method for autonomous control of a sailboat embodying the present invention provides a holistic control method for autonomous navigation of a sailboat by systematically calculating the division of the heading zone and the calculation of the desired heading vector during the autonomous navigation of the sailboat, and systematically realizing the sailing route of the sailboat. Automatic generation, automatic control of the sail state, automatic control of the rudder angle, and improved autonomous control.
  • the autonomous control device for the sailboat embodying the invention provides the attitude information of the hull in the global inertial coordinate system through the control of the rudder angle, the control of the sail opening area and the adjustment angle, the auxiliary propulsion of the propeller, and the inertial measurement unit of the sailboat.
  • the attitude information of the hull in the global inertial coordinate system through the control of the rudder angle, the control of the sail opening area and the adjustment angle, the auxiliary propulsion of the propeller, and the inertial measurement unit of the sailboat.
  • the wind sensor provides the wind speed and direction of the relative wind relative to the hull, and the wind is received by the controller.
  • the sensor's signal according to the autonomous control algorithm of the sailboat, calculates the control amount of the rudder and the sail, and performs the corresponding control action, systematically realizing the autonomous navigation of the sailboat.
  • FIG. 1 is a flow chart of a method for autonomous control of a sailboat provided by the present invention
  • FIG. 2 is a flow chart of a method for autonomous control of a sailboat according to a preferred embodiment of the present invention
  • FIG. 3 is a detailed flow chart of the propulsion control of the autonomous control method of the sailboat of the present invention.
  • Figure 5 is a block diagram showing the structure of autonomous control device for a sailboat according to a preferred embodiment of the present invention
  • FIG. 6 is a hardware structural diagram of a sailboat provided by the present invention.
  • 7a is a schematic diagram of relative orientation when the target waypoint of the sailing autonomous control method of the present invention is located in a navigation zone;
  • 7b is a second schematic diagram of relative orientation when the target waypoint of the sailing autonomous control method of the present invention is located;
  • 7c is a third schematic diagram of the relative orientation when the target waypoint of the sailing autonomous control method of the present invention is located in the navigation zone;
  • Figure 8a is a schematic diagram of a ship base plane coordinate system of the autonomous control method of the sailboat of the present invention.
  • Figure 8b is a second schematic diagram of the ship base plane coordinate system of the autonomous control method of the sailboat of the present invention.
  • Figure 8c is a third schematic view of the ship base plane coordinate system of the autonomous control method of the sailboat of the present invention.
  • Figure 9 is a schematic diagram showing the vector relationship of the wind of the autonomous control method of the sailboat of the present invention.
  • Fig. 10 is a schematic view showing the calibration of the wind sensor of the autonomous control method of the sailboat of the present invention.
  • FIG. 1 is a flow chart of a method for autonomous control of a sailboat according to a preferred embodiment of the present invention. The method includes the following steps:
  • the last waypoint is the sailing end of the sailboat.
  • the system or the user of the unmanned sailboat determines a plurality of waypoints within the route range and sequentially numbers them, and sequentially sets the waypoint M1, the waypoint M2, the waypoint Mn, wherein the waypoint M1 is the first route Point, the waypoint Mn is the last waypoint, which is the end of the voyage.
  • the location of the waypoint is described by the longitude and latitude values.
  • Target waypoint determination step obtain navigation information of the sailboat, and set the next waypoint of the position where the sailboat is located as the target waypoint.
  • the current destination waypoint is set from the first waypoint; once the sailboat reaches the current target waypoint, the next waypoint is set to the current target waypoint to the last waypoint.
  • the waypoint M1 is set as the target waypoint; then, when the sailboat sails to the waypoint M1, the target waypoint is replaced with the waypoint M2; accordingly, the subsequent waypoints are sequentially set as the target waypoints Until the waypoint Mn is set as the target waypoint.
  • Desired course determination step determining a desired heading vector according to the relative orientation of the sailboat and the target waypoint and the direction of the real wind.
  • the heading area is divided by the sailboat, the relative position of the target waypoint and the sailboat is calculated, and the heading area where the target waypoint is located is determined according to the relative orientation.
  • the 360-degree direction centered on the sailboat is divided into a heading area including at least a downwind area, an unwindable area in the wind, and a side wind area.
  • the sailboat is centered into four heading zones, specifically, the windward unstoppable zone I, the right wind zone II, the left wind zone III, and the downwind zone IV.
  • the unwindable area I in the wind is an angled area of 45 degrees to the right and left, and the sailboat cannot sail in this area.
  • the downwind zone IV is an angled area of 30 degrees each of the right and left winds; Considering that the navigation efficiency is low and the stability is poor in the downwind zone IV, the downwind zone IV is considered to be an unsuitable angle of navigation in the present invention.
  • the two angular regions between the unwindable area I and the downwind area IV are the right wind area II and the left side wind area III; when the sailor is facing the wind, the right side of the ship's side is the right side wind area II, left
  • the angle of the side of the side ship is the left wind zone III; the right wind zone II and the left wind zone III are the navigable angle zones; the sailboat will be in the two angle zones of the right wind zone II and the left wind zone III Sailing, approaching and reaching the current target waypoint.
  • the relative orientation of the current target waypoint and the sailboat calculates the relative orientation of the current target waypoint and the sailboat, and determine the heading zone where the current target waypoint is located according to the relative orientation. From the relative positional relationship between the current target waypoint and the sailboat, the relative azimuth of the current target waypoint relative to the sailboat is calculated, and the heading zone in which the current target waypoint is located is determined by the relative azimuth. Since the 360 degree of the sailboat has been divided into four heading zones, the relative azimuth of the current target waypoint is necessarily included in the angle zone of a certain heading zone, and the current target waypoint is considered to belong to the heading zone.
  • obtaining the desired heading vector is specifically:
  • the unit vector from the current position of the sailboat to the current target waypoint is the desired heading vector. That is to say, when the current target waypoint belongs to the right wind zone II or the left wind zone III, the sailboat can sail directly toward the current target waypoint.
  • the sailboat When the current target waypoint is in the wind-tolerant non-sailing area I, in order to avoid this angle area, the sailboat is required to achieve the wind-stricken driving, and the "Z"-shaped sailing path reaches the current target waypoint.
  • the right wind vector V II_I is set at the boundary angle between the windward non-sailing area I and the right wind area II
  • the left side wind vector V is set at the boundary angle between the windward non-sailing area I and the left side wind area III.
  • III_I wherein the right wind vector V II_I and the left wind vector V III_I are unit vectors. In order to achieve the voyage of the sailboat, it is necessary to alternately set the right wind vector V II_I and the left wind vector V III_I as the desired heading vector.
  • the deflection of the rudder can control the actual heading of the sailboat, and the actual heading of the sailboat can be achieved or tracked by controlling the rudder angle. If the desired heading is to the right of the actual heading, the rudder angle is deflected to the right; if the heading is expected to be to the left of the actual heading, the rudder angle is deflected to the left.
  • the desired heading vector is obtained according to the heading area where the target waypoint is located.
  • Control step controlling the sail state of the sailboat according to the relative wind direction information; controlling the rudder angle of the sailboat according to the current heading of the sailboat and the desired heading vector to achieve or track the desired heading.
  • the determining step determining whether the sailing boat reaches the target waypoint; if not, returning to the desired heading determining step; if it has arrived, further determining whether the target waypoint is the sailing end point; if not, returning to the target waypoint determining step; If yes, the process ends.
  • the present embodiment can adaptively set one or more Mn (n is an arbitrary value) waypoint as a navigational stagnation point or a voyage end point.
  • the beneficial effect of the embodiment is that, in the autonomous navigation of the sailboat, by the division of the heading zone and the calculation of the desired heading vector, a set of integrated control methods for the autonomous navigation of the sailboat is provided, and the sailing route is automatically realized systematically.
  • the route planning adaptability is higher.
  • step S201 of FIG. 2 the longitude information and the latitude information of the sailing boat are acquired by the global positioning module built in the sailboat, and the sailing boat and the target waypoint are calculated according to the longitude information and the latitude information.
  • the distance between the two when the distance is less than the preset threshold, confirms that the sailboat reaches the target waypoint.
  • the preset threshold is set to two hundred meters, and the longitude information and the latitude information of the sailboat are acquired in real time through the global positioning module (which can be understood as being acquired according to a preset period), and the current position of the sailboat is calculated, and at the same time, the data is stored in the background.
  • the position of the current target waypoint is retrieved, and the two are compared in the same reference frame to determine whether the actual distance between the two is less than two hundred meters. If it is less than two hundred meters, it is considered that the target route has been reached. point.
  • the reached target waypoint is the sailing end point
  • the preset threshold is set to a large distance, and at the same time, it is determined that the actual distance between the two is relatively far, further precise positioning is required. Let it sail to the exact end of the race.
  • the beneficial effects of the embodiment are that the positioning is performed by the global positioning device, and the positioning result is compared with the background pre-stored data, and the comparison analysis result is used to determine whether the sailing boat has reached the target waypoint.
  • the manipulation instructions are concise and clear, and the accuracy of the data analysis results is high.
  • the global positioning module may cause the navigation information of the sailboat to be insufficiently accurate.
  • the solution proposed by the embodiment for the above problem is to preset a lateral drift amount of the sailboat.
  • the above-mentioned global positioning module is used to obtain the navigation information of the sailboat, and when the lateral drift of the sailboat is less than the preset lateral drift magnitude, the inertial measurement built by the sailboat is adopted.
  • the module obtains the above navigation information.
  • the beneficial effects of the embodiment are that the global positioning module and the inertial measurement module are adopted.
  • the combination of blocks acquires navigation information, which avoids the drawback of large accumulation error caused by using the inertial measurement module for a long time.
  • step S202 of FIG. 2 the pitch angle and the roll angle of the sailing hull are acquired by the inertial measurement module according to a preset period.
  • the inertial measurement module can be understood as a sensor that includes related measurement functions, and the pitch angle and roll angle of the sailing hull are sensed by the associated sensor at a preset period (for example, once per second).
  • the technical solution adopted by the present embodiment to solve the above technical problem is to set a first preset danger value for the pitch angle of the sailing hull during the sailing of the sailing vessel, and set a second preset for the rolling angle of the sailing hull. Dangerous value.
  • the pitch angle and the roll angle of the sailing hull are periodically sensed.
  • the pitch angle of the sailing hull exceeds the first predetermined dangerous value, it is determined that the sailing vessel is in a tipping state;
  • the rolling angle of the sailing hull exceeds the second preset dangerous value, it is determined that the sailing vessel is in a tipping state.
  • the beneficial effect of the embodiment is that in the process of autonomous sailing of the sailboat, the parameters of the sailing hull are obtained in real time, and whether the hull is tilted according to the parameters is determined, so that when the hull is tipped or critically tilted, the rescue can be promptly sent out. Signal or warning signal.
  • step S206 shown in FIG. 2 during the autonomous navigation of the sailboat, the open area of the sail is calculated based on the roll angle.
  • one end of the sail is placed on the mast and the other end is pulled by the sail rope;
  • Case 1 The sail can be completely wound on the mast, at which time the sail is not affected by the wind;
  • Scenario 2 The sail can be fully opened, and the area of the sail affected by the wind is the largest;
  • Case 3 It is also possible to partially wind the sail on the mast and partially open it. The product is affected by the wind.
  • the wind receiving area of the sail is adjusted according to the calculation result.
  • the size of the wind receiving area of the sail determines the magnitude of the propulsion force of the sailboat and the rolling moment of the sailboat, that is, the wind receiving area of the sail Large, the greater the propulsion of the sailboat, and the greater the rolling moment of the sailboat.
  • the rolling moment determines the rolling angle of the sailboat, that is, the greater the rolling moment, the larger the rolling angle of the sailboat.
  • the safety angle of the sailboat is within a safe range (the safety range may be the safety range defined by the second preset danger value in the above embodiment, that is, the roll angle of the sailboat is less than the second preset danger value) Range of values)
  • the safety range may be the safety range defined by the second preset danger value in the above embodiment, that is, the roll angle of the sailboat is less than the second preset danger value
  • Range of values When the open area of the sail is large, a large thrust can be obtained, but the risk of the sailboat tipping is not caused.
  • the size of a sail is represented by S_sail, and the mathematical expression of sail size control can be expressed as:
  • ⁇ Roll is the horizontal angle of the sailboat
  • ⁇ Roll ⁇ [-R_max,R_max], R_max is the maximum safe roll angle allowed during the normal sailing of the sailboat. It can be understood that the maximum safe roll angle described here refers to the criticality.
  • the second preset hazard value in the above embodiment, or the second preset hazard value is determined as the maximum safe roll angle allowed when the sailboat is normally sailing.
  • S_full is the maximum sail area when the sails are all open; f( ⁇ ) is a monotonic decrease function.
  • the beneficial effect of this embodiment is that the sailboat obtains a large propulsive force by adjusting the windsurfing area of the sail and the sail during the autonomous sailing of the sailboat.
  • the size of the sail during the autonomous navigation of the sailboat is calculated and adjusted, so that the sailboat can ensure the safe navigation while obtaining the optimal sail opening area and realize the open area of the sail. Precise regulation.
  • step S207, step S208, step S209, and step S210 propose the following technical solutions for the manner of dividing the heading area during the autonomous navigation of the sailboat:
  • the 360-degree direction centered on the sailboat is divided into four heading areas, namely, the wind-incompatible area I, the right side wind area II, the left side wind area III, and the downwind area IV.
  • the unwindable area I in the wind is an angled area of 45 degrees to the right and left, and the sailboat cannot sail in this area.
  • the downwind zone IV is an angular zone of 30 degrees each of the right and left winds.
  • the downwind zone IV is considered to be an unsuitable angle of navigation in the present invention.
  • the two angular regions between the windward navigable zone I and the downwind zone IV are the right wind zone II and the left wind zone III, respectively.
  • the angle area of the right side of the ship is the right side wind zone II
  • the angle area of the left side of the ship's side is the left side wind zone III.
  • the right wind zone II and the left wind zone III are navigable angle zones.
  • the sailboat will sail in both the right wind zone II and the left wind zone III, approaching and reaching the current target waypoint.
  • the heading area where the current target waypoint is located is determined as follows:
  • the relative azimuth angle ⁇ T B of the current target waypoint relative to the sailboat is calculated, and the heading zone in which the current target waypoint is located is determined by the relative azimuth.
  • a schematic view of the relationship between the wind vector may be illustrated with reference to Figure 9, a schematic diagram of the wind vector relationship shown in FIG. 9, indicates Ws of the true wind, the wind is represented by ⁇ W S true relative azimuthal sailing.
  • the target waypoint is in the downwind zone IV, denoted as T ⁇ IV; since the 360 degree of the sailboat has been divided into four heading zones, The relative azimuth of the current target waypoint is necessarily included in the angular zone of a certain heading zone, and the current target waypoint is considered to belong to the heading zone.
  • the beneficial effect of the embodiment is that the heading zone where the current target waypoint is located is determined by calculating the relative azimuth angle of the current target waypoint relative to the sailboat, and the accurate division of the heading zone during the autonomous navigation of the sailboat is realized.
  • step S211, step S212, and step S213, are directed to determining a desired navigation vector, tracking the desired navigation vector, and adjusting the sail adjustment angle during the autonomous navigation of the sailboat.
  • the following technical solutions are proposed:
  • the actual heading of the sailboat is achieved or tracked by the desired heading.
  • the unit vector from the current position of the sailboat to the current target waypoint is the desired heading vector.
  • the sailboat can sail directly toward the current target waypoint.
  • the right windward vector V II_I is set at the boundary angle between the windward non-sailing area I and the right wind area II. It can be understood that when the sailboat travels according to the right side wind vector V II_I set above, Under the shortest sailing conditions, the sailboats are prevented from entering the wind-tolerable area I, thus optimizing the route planning.
  • the left side wind vector V III_I is set at the boundary angle between the windward non-sailing area I and the left side wind area III, wherein the right side wind vector V II_I and the left side wind vector V III_I are both unit vectors.
  • the sailboat is required to avoid the downwind area and travel to the current target waypoint in a "Z" shaped sailing path.
  • wind vectors V II_IV set right angles at the junction of the right region IV downwind wind zone II is set at the left side of the wind vector V III_IV junction region IV and the wind angle at the left side of the wind zone III, wherein Both the right downwind vector V II_IV and the left downwind vector V III_IV are unit vectors.
  • the right downwind vector V II_IV and the left downwind vector V III_IV are alternately set as the desired heading vector to achieve a "Z"-shaped navigation when the current target waypoint is in the downwind zone IV.
  • the deflection angle of the rudder is controlled to track the desired heading determined by the desired navigation vector.
  • the deflection of the rudder can control the actual heading of the sailboat, and the actual heading of the sailboat can be achieved or tracked by controlling the rudder angle.
  • the angle between the desired heading vector and the actual heading vector of the sailboat is expressed as ⁇ Heading, and its value ranges from [0, 2 ⁇ );
  • the rudder angle is expressed as ⁇ , and the rudder angle ⁇ is deflected to the starboard side to be positive and to the port side to be negative.
  • Kp is the proportionality factor
  • the rudder angle control step may also adopt other existing control methods, for example, classic control methods such as PD control, PID control, fuzzy control, and neural network control. It should be understood that the above control methods such as PD control belong to The prior art means need not be described here.
  • the rudder is controlled by the driving and control system of the sailboat to rotate to the ⁇ angle to complete the control of the rudder angle of the sailboat.
  • the sail adjustment angle is controlled according to the wind direction of the relative wind.
  • the sailboat drive and control system cannot directly control the sail adjustment angle ⁇ .
  • the drive and control system needs to first loosen the sail rope connected to the end of the sail, and the sail can be blown to one side under the action of the wind. At this time, the angle between the sail and the midline of the sailboat is the sail adjustment angle ⁇ .
  • the sail adjustment angle is formed by a passive wind-dependent blow, constrained to the length of the sail control rope, so the drive and control system directly controls the length L_rope of the sail rope to indirectly control the sail adjustment angle ⁇ .
  • the sail adjustment angle affects the propulsion efficiency of the sail.
  • the sail adjustment angle is controlled to be about half of the wind direction ⁇ W B of the wind (as shown in FIG. 6), and the mathematical expression is
  • the sail control angle is calculated by the above mathematical expression, and at the same time, the length of the sail rope is calculated by directly calculating the length of the sail rope to realize the adjustment of the sail control angle.
  • the operation of determining the heading zone and the desired heading and controlling the rudder by the orientation of the wind and the target waypoint is cyclically performed to track the desired heading, adjust the sail adjustment angle, and the like until Arrive at the end of the flight.
  • the autonomous control method for the sailboat embodying the present invention is systematically completed during the autonomous navigation of the sailboat by the division of the heading zone, the calculation of the desired heading vector, the control of the rudder angle, the control of the sail opening area and the adjustment angle.
  • the automatic generation of the course, the autonomous control of the rudder and the sail thus achieving the autonomous control of the sailboat.
  • FIG. 3 is a detailed flow chart of the propulsion control of the autonomous control method of the sailboat of the present invention.
  • the propeller is activated to assist the propulsion.
  • the step can be further refined as follows:
  • step determines that the propeller is not currently running, it continues to determine whether the speed is less than the set threshold Vmin.
  • step determines that the propeller is currently running, it continues to determine whether the speed is greater than the set threshold Vmax.
  • Vmin and Vmax are the speed thresholds set according to experience, and the inequality condition Vmin ⁇ Vmax needs to be satisfied during setting.
  • determining the desired heading vector can be further refined into the following steps:
  • the unit vector T B from the current position of the sailboat to the current target waypoint is the desired heading vector.
  • the angle of the vector T B can be expressed as ⁇ T B .
  • the new desired heading vector needs to be determined as follows:
  • the angle ⁇ V II_I of the right wind vector is rotated clockwise 45 degrees in the direction of the upwind, the length of the vector is 1;
  • the angle ⁇ V III_I of the left wind vector is rotated 45 degrees counterclockwise in the forward wind direction, and the length of the vector is 1.
  • step S2112 it is determined whether the current desired heading vector is the right wind vector V II_I or the left wind vector V III_I .
  • the current desired heading vector is the heading vector determined by the previous algorithm cycle. If the current heading vector is neither the right wind vector V II_I nor the left wind vector V III_I , the current heading vector is assumed to be the right wind vector. V II_I . It can be understood that, according to different habits, if the current heading vector is neither the right wind vector V II_I nor the left wind vector V III_I , the current heading vector may be assumed to be the left wind vector V III_I .
  • Jfactor is a step factor, which is a constant set according to experience, and Vindex is a direction indicator.
  • the step factor affects the current heading between the right wind vector V II_I and the left wind vector V III_I
  • Multi2 is left attached to the wind direction vector V III_I multiplier, ⁇ T B T B is the angle of a vector heading desired.
  • the new desired heading vector is set as the left side wind vector V III_I .
  • Jfactor is the jump factor, which is a constant set according to experience
  • Vindex is the direction index
  • ⁇ T B is the angle of the desired heading vector T B .
  • the desired heading vector is determined according to the above step S2111.
  • the unit vector T B will change momentarily .
  • the expected heading vector will also switch regularly between the right windward vector V II_I and the left windward vector V III_I . .
  • the new desired heading vector needs to be determined as follows:
  • the angle ⁇ V II_IV of the right downwind vector is 30 degrees counterclockwise in the forward direction (that is, the direction of the upwind is 150 degrees clockwise), the length of the vector is 1; the angle of the left downwind vector ⁇ V III_IV is rotated 30 degrees clockwise in the direction of the forward wind (that is, the direction of the upwind is reversed by 150 degrees counterclockwise), and the length of the vector is 1.
  • S21163, A is calculated right wind direction vector V II_IV multiplier Multi1
  • Jfactor is the jump factor, which is a constant set according to experience
  • Vindex is the direction index
  • ⁇ T B is the angle of the desired heading vector T B .
  • Jfactor is the jump factor, which is a constant set according to experience
  • Vindex is the direction index
  • ⁇ T B is the angle of the desired heading vector T B .
  • Jfactor is the jump factor, which is a constant set according to experience
  • Vindex is the direction index
  • ⁇ T B is the angle of the desired heading vector T B .
  • the new desired heading vector is set to the right downwind vector V II_IV .
  • the desired heading vector is determined according to the above step S2115.
  • the current target route of the sailboat can be determined.
  • the desired heading vector when points are in different heading zones.
  • Step S212 after calculating the desired heading vector of different heading zones, according to the control manner of the rudder angle in the above embodiment, the rudder angle is correspondingly adjusted, so that the actual heading vector tracks the determined desired heading vector.
  • the beneficial effect of this embodiment is that the detailed heading vector is determined by the above detailed algorithm to achieve precise control of the desired navigation vector.
  • FIG. 5 is a structural block diagram of a sailboat autonomous control device according to a preferred embodiment of the present invention.
  • the device includes a waypoint setting module 10, a target waypoint determining module 20, a desired heading determining module 30, a control module 40, and a determining module 50.
  • At least one waypoint is set in the navigation path by the waypoint setting module 10; after the setting operation of the waypoint is completed, the navigation information of the sailing boat is acquired by the target waypoint determining module 20, and the next waypoint of the position where the sailboat is located is set. For the target waypoint.
  • the desired heading determination module 30 determines the desired heading vector based on the relative orientation of the sailboat and the target waypoint, and the direction of the real wind.
  • control module 40 controls the sail state of the sailboat according to the relative wind direction information, and controls the rudder angle of the sailboat according to the current heading of the sailboat and the desired heading vector to achieve or track the desired heading.
  • the judging module 50 judges whether the sailboat has reached the end of the sailing.
  • the determining module 50 includes a first determining unit 51 and a second determining unit 52, where
  • the second determining unit 52 determines whether the target waypoint is the sailing destination; if not, returns to the target waypoint determining step, and if so, ends.
  • the desired heading determination module 30 includes a real wind information acquiring unit 31, a heading area dividing unit 32, a relative azimuth determining unit 33, and a heading area determining unit 34. Specifically, the module performs the corresponding functions as follows:
  • the information of the real wind is acquired by the real wind information acquiring unit 31;
  • the heading area dividing unit 32 divides the heading area centering on the sailboat according to the wind direction information of the real wind;
  • the relative azimuth determining unit 33 calculates the relative azimuth angle of the target waypoint relative to the sailboat according to the relative position of the target waypoint and the sailboat;
  • the heading area determining unit 34 determines the heading area in which the target waypoint is located based on the relative azimuth.
  • the real wind information acquiring unit 31 is further configured to:
  • Vector calculation is performed on the speed information, the heading information, the wind speed information of the relative wind, and the wind direction information of the relative wind, and the wind speed information and the wind direction information of the real wind relative to the shore are obtained according to the result of the vector calculation.
  • control module 40 includes a first actual navigation control unit 41 and a second actual navigation control unit 42, wherein
  • the rudder angle is controlled by the second actual navigation control unit 42 so that the actual heading of the sailboat reaches or tracks the desired heading.
  • control module 40 further includes a sail adjustment angle control unit 43.
  • the sail adjustment angle control unit 43 controls the sail adjustment angle based on the wind direction information of the relative wind.
  • control module 40 further includes a posture angle acquiring unit 44 and a help signal processing unit 45, specifically:
  • the attitude angle acquiring unit 44 Acquiring the attitude angle of the sailboat by the attitude angle acquiring unit 44, wherein the posture angle includes a heading angle, a pitch angle, and a roll angle;
  • the distress signal processing unit 45 issues a distress signal for the boat to tip over and ends the navigation.
  • the beneficial effect brought by the above modules is that in the process of autonomous navigation of the sailboat, a set of integrated navigational autonomous navigation control is provided by dividing the heading zone and calculating the desired heading vector.
  • the method systematically realizes automatic generation of a sailing route, automatic control of a sail state, and automatic control of a rudder angle. On the whole, on the one hand, it improves the controllability and accuracy of the autonomous control of the sailboat. On the other hand, the route planning adaptability is higher.
  • FIG. 6 is a hardware structural diagram of a sailboat provided by the present invention.
  • the sailboat includes: hull 1, sail 2, rudder 3, controller 4, propeller 5, inertial measurement module 6, global positioning module 7, wind sensor 8.
  • the hull 1, the sail 2, the rudder 3 constitute the body of the sailboat; the sail 2 is placed on the upper surface of the hull 1 and is movably connected with the hull 1; the rudder 3 is placed at the tail end of the hull 1 and electrically connected to the controller 4
  • the controller 4 is disposed in the casing of the hull 1, and it can be understood that the space for accommodating the controller 4 has a waterproof function; the propeller 5 is disposed at the bottom end of the hull 1; and the inertial measurement module 6 is disposed at the middle of the hull 1 It is understood that the positioning position of the module is set according to the maximum accuracy of obtaining the inertial measurement; the global positioning module 7 is disposed on the upper surface of the hull 1 for receiving the satellite signal; and the wind sensor 8 is fixedly connected to the upper surface of the hull 1 through the connecting rod. It can be understood that the controller 4 is electrically connected to the sail 2, the rudder 3, the propeller 5, the inertial measurement module 6, the global positioning module 7, and the wind
  • the autonomous control device for a sailboat provided in the above fifth embodiment can be used as the controller 4 of the present embodiment.
  • the sailboat autonomous control device according to the preset functional requirements, the sail 2, the rudder 3, the propeller 5, and the inertia of the sailboat
  • the measurement module 6, the global positioning module 7, and the wind sensor 8 send corresponding control commands to complete the corresponding operational actions.
  • trimaran Shown in Figure 6 is a trimaran.
  • the hardware system of the present invention is not limited to a trimaran, but may also be a monohull or a catamaran.
  • the inertial measurement module 6 provides attitude information of the hull 1 in a global inertial coordinate system, including a heading angle, a pitch angle, and a roll angle.
  • the global positioning module 7 obtains the latitude and longitude position data, speed and heading information of the sailboat.
  • the wind sensor 8 provides the wind speed and direction of the wind relative to the hull.
  • the controller 4 receives each sensor signal and each data information, according to the autonomous control method of the sailboat, Calculate the control amount of the rudder 3 and the sail 2, and perform corresponding control actions to realize the autonomous navigation of the sailboat.
  • the propeller 5 acts as an auxiliary push when the sailing speed is too slow.
  • 7a, 7b and 7c are each a schematic diagram of the relative orientation when the target waypoint of the sailing autonomous control method of the present invention is located in the navigation zone.
  • the ⁇ S ⁇ shown in Fig. 7a, Fig. 7b, and Fig. 7c is the shore-based plane coordinate system, the X-axis of the coordinate system points to the true north, the Y-axis points to the true east, and the X-axis as the starting axis is clockwise. Positive angle value.
  • the shore-based planar coordinate system ⁇ S ⁇ is a fixed global coordinate system.
  • 8a, 8b and 8c are schematic views of the ship base plane coordinate system of the autonomous control method of the sailboat of the present invention.
  • ⁇ B ⁇ shown in Fig. 8a, Fig. 8b, Fig. 8c are the ship base plane coordinate system ⁇ B ⁇ established on the hull of the single sailboat, the catamaran and the trimaran.
  • FIG. 8a, FIG. 8b, and FIG. 8c each take the center of mass B of the hull as the coordinate origin.
  • the coordinate system takes the center of mass B of the hull as its coordinate origin; from the center of mass to the bow and parallel to the base plane of the hull as the X-axis; It is the Y axis; the clockwise direction is the positive angle value with the X axis as the starting axis.
  • the catamaran comprises two subhulls with the X axis as the axis of symmetry.
  • the trimaran includes a main hull and two subhulls, wherein the main hull establishes coordinates in the manner of a single ship as shown in Fig. 8a, and the two subhulls are shown in Fig. 8b.
  • the way of the catamaran is based on the X axis as the axis of symmetry.
  • the coordinate systems of the above three hulls are based on the center of mass of the hull; the center of gravity is directed to the bow and parallel to the base plane of the hull is the X-axis; the center of mass is directed to the starboard for the Y-axis; A positive angle value for the starting axis clockwise.
  • the ship's base plane coordinate system ⁇ B ⁇ is a local coordinate system that moves with the hull.
  • the shore-based plane coordinate system ⁇ S ⁇ and the ship-base plane coordinate system ⁇ B ⁇ are established in the above manner, in order to be consistent with the calibration methods of the global positioning system, the wind sensor, and the inertial measurement unit.
  • the X-axis of the land-based plane coordinate system of the entire control algorithm points to the true north
  • the Y-axis points to the true east, starting from the X-axis.
  • the axis clockwise direction is a positive angle value.
  • the ship's base plane coordinate system is established on the hull of the ship, and the center of mass of the hull is its coordinate origin;
  • the clockwise direction is a positive angle value with the X axis as the starting axis.
  • the coordinate system is established in the above manner to ensure consistency with the calibration methods of the global positioning module 7, the wind sensor 8, and the inertial measurement module 6.
  • Fig. 9 is a schematic diagram showing the vector relationship of the wind of the autonomous control method of the sailboat of the present invention.
  • the controller 4 cannot directly control the sail adjustment angle ⁇ , the controller 4 needs to first loosen the sail rope connected to the end of the sail, and the sail 2 can be blown to one side under the action of the wind, at this time the sail 2 and the sailboat
  • the angle formed by the midline plane is the sail adjustment angle ⁇ .
  • the sail adjustment angle is formed by the passive wind-dependent blow, and is constrained to the length of the sail control rope, so the controller 4 directly controls the length L_rope of the sail rope to indirectly control the sail adjustment angle ⁇ .
  • Fig. 10 is a schematic view showing the calibration of the wind sensor of the autonomous control method of the sailboat of the present invention.
  • Figure 10 shows the angle calibration of the wind sensor.
  • the wind sensor 8 is mounted on the midline of the hull 1.
  • the X-axis of the wind sensor 8 points to the bow.
  • the wind direction ⁇ W B of the wind is zero when the front of the bow is facing the wind.
  • the wind direction is positive in a clockwise direction.
  • the core of the overall control method of the present invention is the division of the heading zone, the calculation of the desired heading vector, the control of the rudder angle, the control of the sail opening area and the adjustment angle, and the auxiliary propulsion of the propeller.
  • the autonomous control method of the sailboat of the invention can automatically generate the heading according to the relationship between the "target, the wind and the sailboat", and independently control the rudder and the sail to realize the unmanned navigation.
  • the present invention also enhances the autonomous handling and adaptability in the autonomous control of the sailboat.

Abstract

Cette invention concerne un procédé et un dispositif de commande autonome d'un voilier et un voilier, ledit procédé comprenant les étapes consistant à : déterminer au moins un point de cheminement ; acquérir des informations de navigation d'un voilier, et déterminer un point de cheminement suivant à partir de l'emplacement du voilier en tant que point de cheminement cible ; déterminer un vecteur de cap souhaité en fonction d'une orientation relative du voilier par rapport au point de cheminement cible, et à une direction réelle du vent ; commander un état d'une voile (2) du voilier en fonction d'informations concernant la direction relative du vent ; commander un angle du gouvernail de sorte à atteindre ou suivre un cap souhaité en fonction du cap actuel du voilier et du vecteur de cap souhaité ; déterminer si le voilier a atteint le point de cheminement cible et, si tel est le cas, déterminer si le point de cheminement cible est une destination de navigation et, si tel est le cas, terminer la navigation. Ledit procédé de navigation autonome de voilier met en œuvre un ensemble de procédés de commande autonome générale de navigation de voilier, ce qui permet d'obtenir une commande autonome systématique d'un voilier par division des régions de parcours, calcul d'un vecteur de cap souhaité, commande d'un angle de gouvernail, d'une zone ouverte et d'un angle de réglage de la voile (2), propulsion auxiliaire d'une hélice (5), et analogues.
PCT/CN2014/095108 2014-09-11 2014-12-26 Procédé et dispositif de commande autonome de voilier et voilier WO2016037444A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201410462433.9 2014-09-11
CN201410462433.9A CN104267736B (zh) 2014-09-11 2014-09-11 一种帆船自主控制方法、装置及帆船

Publications (1)

Publication Number Publication Date
WO2016037444A1 true WO2016037444A1 (fr) 2016-03-17

Family

ID=52159264

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2014/095108 WO2016037444A1 (fr) 2014-09-11 2014-12-26 Procédé et dispositif de commande autonome de voilier et voilier

Country Status (2)

Country Link
CN (1) CN104267736B (fr)
WO (1) WO2016037444A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108241074A (zh) * 2016-12-26 2018-07-03 北京金风科创风电设备有限公司 风力发电机组绝对风向的计算方法和装置
CN113036871A (zh) * 2021-03-23 2021-06-25 中国海洋大学 一种无人帆船能量管理系统
EP3747758A4 (fr) * 2018-01-29 2021-11-03 Mitsui O.S.K. Lines, Ltd. Dispositif de commande de direction de navire
CN114566075A (zh) * 2022-03-04 2022-05-31 苏州百胜动力机器股份有限公司 基于嵌入式系统的帆船驾驶辅助教学及导航系统
CN115180085A (zh) * 2022-07-13 2022-10-14 东翼长启科技(重庆)有限公司 一种无人帆船的航速估算方法
CN117270391A (zh) * 2023-09-25 2023-12-22 大连海事大学 一种面向网箱巡检的转筒帆助航船自适应触发控制方法

Families Citing this family (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105159296A (zh) * 2015-09-09 2015-12-16 广州睿航电子科技有限公司 一种无人船抗风浪巡航控制方法及系统
WO2017134805A1 (fr) * 2016-02-05 2017-08-10 株式会社日立産機システム Dispositif de détection de position, dispositif de commande et corps mobile
WO2018214121A1 (fr) 2017-05-25 2018-11-29 SZ DJI Technology Co., Ltd. Procédé et appareil de commande de drone
CN107085399B (zh) * 2017-05-27 2024-02-13 上海海事大学 主帆自动控制装置及最大船速跟踪和自学习控制方法
CN107525509B (zh) * 2017-07-26 2020-12-04 上海海事大学 一种基于遗传算法的开敞水域帆船路径规划方法
CN107422736B (zh) * 2017-08-03 2020-03-13 大连海事大学 一种无人船自主返航控制方法
CN109426253A (zh) * 2017-08-30 2019-03-05 武汉理工大学 一种远距离定区域风帆无人船的控制方法及系统
CN108860454B (zh) * 2018-07-11 2020-09-25 哈尔滨工程大学 一种全天候长航程无人帆船设计方法
CN108939488B (zh) * 2018-08-31 2020-03-31 东南大学 一种基于增强现实的帆船辅助训练路径规划方法
CN109613928B (zh) * 2018-11-20 2023-06-02 上海工程技术大学 一种用于多矢量螺旋桨组合浮空器的复合控制系统及方法
CN109541657A (zh) * 2018-12-13 2019-03-29 集美大学 一种无人船艇的智能通信导航系统及方法
CN109460041A (zh) * 2018-12-28 2019-03-12 珠海市汉图达科技有限公司 一种无人艇自动舵控制系统及方法
CN110514868A (zh) * 2019-08-24 2019-11-29 大连理工大学 一种船舶真风测量装置
CN110510073A (zh) * 2019-09-04 2019-11-29 中山大学 一种无人帆船的自适应控制方法及系统
CN111324128A (zh) * 2020-03-17 2020-06-23 广东电网有限责任公司 一种有助于跨河架空线路避障船只航行方法及系统
CN111538340B (zh) * 2020-06-02 2022-07-15 哈尔滨工程大学 一种带风帆的动力浮标自主航行控制方法
CN112036099B (zh) * 2020-09-15 2022-09-27 大连海事大学 一种基于帆船风帆攻角确定最小回转半径的方法
CN113408097B (zh) * 2020-09-15 2022-11-04 大连海事大学 一种基于无人帆船风帆攻角确定最大航速的方法
CN112591037B (zh) * 2020-12-09 2021-10-26 大连海事大学 一种考虑船舶稳性与能效的风翼攻角优化控制方法及系统
CN113759924B (zh) * 2021-09-14 2024-01-16 浙江杰芯科技有限公司 一种用于无人控制系统的非线性控制方法及装置
CN115291615B (zh) * 2022-10-10 2023-02-28 中国海洋大学 一种自适应追涡观测系统及其控制方法、装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA2290118A1 (fr) * 1998-11-24 2000-05-24 Fuji Jukogyo Kabushiki Kaisha Systeme de guidage automatique pour engin volant muni de parachute-voile et appareil de navigation pour le systeme
US20080135688A1 (en) * 2006-12-05 2008-06-12 Airbus France Automatic take-off method and device for an airplane
CN101201627A (zh) * 2007-12-25 2008-06-18 北京航空航天大学 一种基于磁航向传感器的无人机航向自动修正方法
CN101893892A (zh) * 2010-07-02 2010-11-24 北京航空航天大学 一种无人机自动伞降回收控制方法
US8299956B1 (en) * 2010-04-21 2012-10-30 Lockheed Martin Corporation Method of maneuvering a moving platform with on-board obstruction

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN201296376Y (zh) * 2008-11-02 2009-08-26 迟辰斐 自动调向式风力助航帆船
EP2184224B1 (fr) * 2008-11-11 2011-10-05 Harken Italy S.p.A. Appareil et procédé pour le réglage automatique de la surface de voile exposée au vent
CN201897712U (zh) * 2010-10-29 2011-07-13 大连海事大学 帆船风帆自动控制系统
CN202421899U (zh) * 2011-12-19 2012-09-05 大连海事大学 一种智能帆船自动控制系统
CN103863540B (zh) * 2014-03-31 2016-09-28 中安消技术有限公司 一种风帆控制机构、控制方法及帆船

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA2290118A1 (fr) * 1998-11-24 2000-05-24 Fuji Jukogyo Kabushiki Kaisha Systeme de guidage automatique pour engin volant muni de parachute-voile et appareil de navigation pour le systeme
US20080135688A1 (en) * 2006-12-05 2008-06-12 Airbus France Automatic take-off method and device for an airplane
CN101201627A (zh) * 2007-12-25 2008-06-18 北京航空航天大学 一种基于磁航向传感器的无人机航向自动修正方法
US8299956B1 (en) * 2010-04-21 2012-10-30 Lockheed Martin Corporation Method of maneuvering a moving platform with on-board obstruction
CN101893892A (zh) * 2010-07-02 2010-11-24 北京航空航天大学 一种无人机自动伞降回收控制方法

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108241074A (zh) * 2016-12-26 2018-07-03 北京金风科创风电设备有限公司 风力发电机组绝对风向的计算方法和装置
EP3747758A4 (fr) * 2018-01-29 2021-11-03 Mitsui O.S.K. Lines, Ltd. Dispositif de commande de direction de navire
CN113036871A (zh) * 2021-03-23 2021-06-25 中国海洋大学 一种无人帆船能量管理系统
CN113036871B (zh) * 2021-03-23 2022-10-18 中国海洋大学 一种无人帆船能量管理系统
CN114566075A (zh) * 2022-03-04 2022-05-31 苏州百胜动力机器股份有限公司 基于嵌入式系统的帆船驾驶辅助教学及导航系统
CN115180085A (zh) * 2022-07-13 2022-10-14 东翼长启科技(重庆)有限公司 一种无人帆船的航速估算方法
CN117270391A (zh) * 2023-09-25 2023-12-22 大连海事大学 一种面向网箱巡检的转筒帆助航船自适应触发控制方法
CN117270391B (zh) * 2023-09-25 2024-04-30 大连海事大学 一种面向网箱巡检的转筒帆助航船自适应触发控制方法

Also Published As

Publication number Publication date
CN104267736B (zh) 2017-05-17
CN104267736A (zh) 2015-01-07

Similar Documents

Publication Publication Date Title
WO2016037444A1 (fr) Procédé et dispositif de commande autonome de voilier et voilier
US20210080260A1 (en) Imaging for navigation systems and methods
Schiaretti et al. Survey on autonomous surface vessels: Part II-categorization of 60 prototypes and future applications
US9003986B2 (en) Autonomous sailing vessel
Silva et al. Rigid wing sailboats: A state of the art survey
EA029408B1 (ru) Автономный парусник для океанографического текущего контроля
Rynne et al. Development and preliminary experimental validation of a wind-and solar-powered autonomous surface vehicle
Saoud et al. Routing and course control of an autonomous sailboat
US9139272B2 (en) Internally actuated autonomous sailing buoy
CN108860454B (zh) 一种全天候长航程无人帆船设计方法
Petres et al. Modeling and reactive navigation of an autonomous sailboat
CN107878669B (zh) 智慧水面监测三体船
EP3747758A1 (fr) Dispositif de commande de direction de navire
CN108549372A (zh) 无人艇控制方法及控制装置
Zhou et al. Dynamic modeling and motion control of a novel conceptual multimodal underwater vehicle for autonomous sampling
Sun et al. Tacking control of an autonomous sailboat based on force polar diagram
CN115180085A (zh) 一种无人帆船的航速估算方法
Jing et al. Path planning and navigation of oceanic autonomous sailboats and vessels: A survey
WO2018056079A1 (fr) Corps mobile subaquatique et procédé de commande de l'orientation d'un corps mobile subaquatique
Pandey et al. Study on manoeuverability and control of an autonomous Wave Adaptive Modular Vessel (WAM-V) for ocean observation
Briere Iboat: An autonomous robot for long-term offshore operation
CN106767796B (zh) 类渡槽环境中无人船测距单元与惯性测量单元的融合算法
Abrougui et al. Backstepping control of an autonomous catamaran sailboat
Stelzer Autonomous sailboat navigation
Augenstein et al. Using a controlled sail and tail to steer an autonomous sailboat

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14901651

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

32PN Ep: public notification in the ep bulletin as address of the adressee cannot be established

Free format text: NOTING OF LOSS OF RIGHTS PURSUANT TO RULE 112(1) EPC (EPO FORM 1205A DATED 14/08/2017)

122 Ep: pct application non-entry in european phase

Ref document number: 14901651

Country of ref document: EP

Kind code of ref document: A1