基于升力反馈的全航速减摇鳍研究
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摘要
受到海风、海浪和海流等海洋环境干扰的影响，航行在海上的船舶不可避免的将产生各个方向的摇荡，在这六个自由度的运动中，以横摇影响最为显著。剧烈的横摇将严重影响船舶的适航性、设备的安全性、船员的舒适性和武备的使用性能。为了减小横摇，科技工作者发明了数百种船舶减摇设备，现在应用最广泛的减摇设备有主动式的减摇鳍与被动式的减摇水舱等，对于零低和中高航速下都需要减摇的船舶来说，以往的选择常常是同时配置减摇鳍与减摇水舱。在零低航速下依靠水舱来实现船舶减摇，在中高航速下依靠减摇鳍来实现减摇(或水舱和鳍联合控制实现减摇)，然而水舱不仅要占用舱内宝贵的排水空间，且其减摇效果不高，同时维护两套系统的经济性也欠佳。
受升力产生机理的限制，传统减摇鳍上的升力与速度的平方近似成比例，导致在零低航速下提供的稳定力矩有限，因此只适用于中高航速情况下。如果设计一种机构，可以使鳍在零低航速下产生满足船舶稳定需要的足够升力，则可以使减摇鳍应用在零低航速情况下，与中高航速应用的传统减摇鳍互相融合，则可以使减摇鳍应用在零、低、中、高全航速范围内。传统减摇鳍存在的另一个问题是大多采用鳍角作为伺服系统的反馈量，忽略了升力和鳍角之间的不确定性与非线性影响，限制了减摇鳍效果的改善。如果直接采用鳍上产生的升力作为转鳍伺服系统的反馈信号，而不是采用鳍角作为反馈，则可以克服上述问题。
由于传统的中高航速鳍角反馈减摇鳍技术已经非常成熟，因此零低航速下减摇鳍技术研究、升力反馈技术研究、零低与中高航速切换策略研究是实现高效率全航速减摇鳍的关键问题。通过新的升力产生机理研究，使鳍可以在零低航速下产生足够升力，就可以使减摇鳍工作在零、低、中、高全航速范围内。文中首先对升力在零低航速下的产生机理进行了探讨，通过不同结构形式的分析，采用基于纵向拍动的结构形式作为全航速减摇鳍的应用类型。建立了更具意义的实际应用鳍型的低航速升力模型，并通过水动力试验对该模型中的未知参数进行了确定和模型的验证工作，从而证明了所提出的理论升力模型的正确性。
限于零低航速下特殊的工作方式，鳍在零低航速下所产生的升力和升力维持时间有限，且两者相互矛盾。因此论文对如何增大纵向拍动结构形式的鳍在零低航速下的升力进行了研究。分别讨论了改变鳍轴位置、改变展弦比和改变鳍型等对升力的影响，综合考虑中高航速应用和零低航速应用，以带副翼的平行四边形鳍作为全航速减摇鳍的应用鳍型。针对常用的拱度变形和面积变形，应用建立的试验装置对理论分析结果进行了验证。试验数据显示了理论分析的正确性。
升力反馈技术的实现难点恰恰是升力测量方案的实现，要综合考虑力传感器地安装、力的解耦、可维护性和成本等因素。在分析普通鳍角反馈减摇鳍所面临问题的基础上，研究了鳍升力测量的实现方式，由于国际上Sperry、Rolls-Royce和三菱重工的升力测量方案均存在一些重要的缺点，本文采用哈尔滨工程大学船舶减摇与控制技术研究所设计的基于方形微动轴承的升力测量方法，文中给出了具体的实现形式和机械结构。同时分析了完全采用升力反馈在零低、中高航速下分别面临的问题，因此本文采用升力和鳍角的综合控制方案。
通过对零低和中高航速控制特点的分析，决定分别采用不同的控制方法来实现零低和中高航速下的控制。在零低航速下，以稳定力矩最大限度的消耗海浪干扰力矩为目标，通过小波变换和均生函数周期外推对船舶下半周期的横摇姿态进行预测，根据预测结果应用非线性规划确定控制序列中的最优参数，解决了零低航速下鳍上升力的严重非线性、多映射问题。在中高航速下通过T-S模型，将船舶横摇的非线性方程转化为线性时变系统，并通过在线辨识解决了船舶横摇方程的不确定性问题，通过在控制器中引入约束条件，解决了升力反馈减摇鳍在高海况下的失速问题。无论在零低航速下对船舶横摇姿态进行的实时预报，还是在中高航速下对规则后件的在线辨识，都较好的解决了船舶横摇模型的非线性、时变和不确定性问题。针对某型船的参数和减摇需求，设计了零低、中高航速切换策略，仿真结果显示，该控制策略可以满足全航速减摇的应用。
Subject to marine environment disturbances such as ocean wave, ocean wind and oceancurrent, ship sailing on the sea would inevitably show a variety of forced motions. Among allmotions in the six degree of freedom, roll is almost the most harmful one. Severe rollingwould seriously degrade the vessel’s seaworthiness, equipment’s safeness, crew’s comfort andweapon’s performance. Researchers have invented hundreds of anti-rolling devices forreducing the roll of ships. The most widely used anti-rolling devices are fin stabilizer andanti-rolling tank nowadays. In the past, for stabilizing the ships moving in all speed, the bestchoice was to equip the ship with both fin stabilizer and anti-rolling tank where anti-rollingtank is employed when moving in zero and low speed, and fin stabilizer is employed whenmoving in middle and high speed (or both anti-rolling tank and fin stabilizer). However,anti-rolling tank does not only occupy the valuable cabin space but also dissatisfies thedamping effect. Furthermore, it is economical costive since it requires maintenance of the twosets of system simultaneously.
The general fin stabilizer can only be applied in middle and high speed condition resultedfrom the restriction of lift generating mechanism, where lift force is approximatelyproportional to the square of the speed, and would produce little stable moment at low speed.If fins can produce sufficient lift force that meets the ship stabilization requirement at lowspeed, then fin stabilizer can be applied in conditions with zero and low speed. Combinedwith general fin stabilizer that applied at middle and high speed, the improved fin stabilizercan be applied at all speed conditions, zero, low, middle and high. Another shortcoming ofgeneral fin stabilizer lies in that fact that fin angle is used as the feedback signal of servosystem ignoring the nonlinear and uncertainty between lift force and fin angle, and this factblocked the further improvement of stabilization effect. Using the lift force on the fin insteadof the fin angle as the feedback signal of servo system, the above problem will be overcomed.
Since that the technology of general high speed fin stabilizer with fin angle feedback hasalready been mature, the remained key research topics on all speed fin stabilizer now includethe zero and low speed fin stabilizer, force feedback technology, and the switching principlebetween the conditions of low speed and middle speed. A new lift generating mechanism wasdiscussed at first. Then the different structure form that can produce lift force at zero speedwas analyzed. Longitudinal flapping structure was employed as fin type of the all speed application. Next, the lift force model at low speed was established, which will be morepractical significance. At last the unknown parameters in the model were determined byhydrodynamic test, and the effectiveness of lift model was verified through experiments.
Lift and lift maintenance time were limited, and they are a pair of contradiction for thespecial working mode in zero and low speed. Therefore, research on how to increase the liftof longitudinal flapping structure fin in zero and low speed was performed. The effects of finshaft position, aspect ratio and fin type on lift were discussed. Taking into account of the allspeed working requirement, the parallelogram fins with flap was applied in fin stabilizer.Experiments were carried out on camber deformation and area deformation. Experimentresults demonstrate the correctness of the theoretical analysis.
The sole challenge in lift force feedback technology is lift measuring, because that manyfactors should be taken into account, such as the installation, decoupling, maintenance, costsand other factors of force sensor. Noticing the shortcomings of lift measurement methods ofSperry, Rolls-Royce and Mitsubishi Heavy Industries, by analyzing the drawbacks of ordinaryfin angle feedback fin stabilizer, a lift measurement method based on square ness micro driveproposed by Harbin Engineering University was adopted. The specific implementation formand mechanical structure were discussed and the problems of lift feedback at all speedworking condition were analyzed, so the combined feedback based on fin angle and lift forcewere adopted in this paper.
According to the control characteristics of zero/low speed and middle/high speed, variouscontrol methods were employed. Taking stabilization moment maximum consumption wavedisturbance moment as the goal, in zero and low speed, and through the wavelet transformand mean-generating function period extrapolation to forecast the roll state of ship, nonlinearprogramming was applied according to the forecasted results to determine the optimalparameters of the control sequence, and the nonlinear and multi mapping problem weresolved. The nonlinear equation of ship roll was transformed into a linear time-varying systemby T-S model, in middle and high speed, and the online identification of ship roll equationwas applied to solve the uncertainty problem. The stall problem was solved in lift-feedbackfin stabilizer at severe sea conditions by employing controller constrained condition. Aswitching strategy between low speed and high speed was designed for a certain type of shipparameters and roll reduction requirements. Simulation results show that the control strategycan meet the requirements of all-speed stabilizer.
受升力产生机理的限制，传统减摇鳍上的升力与速度的平方近似成比例，导致在零低航速下提供的稳定力矩有限，因此只适用于中高航速情况下。如果设计一种机构，可以使鳍在零低航速下产生满足船舶稳定需要的足够升力，则可以使减摇鳍应用在零低航速情况下，与中高航速应用的传统减摇鳍互相融合，则可以使减摇鳍应用在零、低、中、高全航速范围内。传统减摇鳍存在的另一个问题是大多采用鳍角作为伺服系统的反馈量，忽略了升力和鳍角之间的不确定性与非线性影响，限制了减摇鳍效果的改善。如果直接采用鳍上产生的升力作为转鳍伺服系统的反馈信号，而不是采用鳍角作为反馈，则可以克服上述问题。
由于传统的中高航速鳍角反馈减摇鳍技术已经非常成熟，因此零低航速下减摇鳍技术研究、升力反馈技术研究、零低与中高航速切换策略研究是实现高效率全航速减摇鳍的关键问题。通过新的升力产生机理研究，使鳍可以在零低航速下产生足够升力，就可以使减摇鳍工作在零、低、中、高全航速范围内。文中首先对升力在零低航速下的产生机理进行了探讨，通过不同结构形式的分析，采用基于纵向拍动的结构形式作为全航速减摇鳍的应用类型。建立了更具意义的实际应用鳍型的低航速升力模型，并通过水动力试验对该模型中的未知参数进行了确定和模型的验证工作，从而证明了所提出的理论升力模型的正确性。
限于零低航速下特殊的工作方式，鳍在零低航速下所产生的升力和升力维持时间有限，且两者相互矛盾。因此论文对如何增大纵向拍动结构形式的鳍在零低航速下的升力进行了研究。分别讨论了改变鳍轴位置、改变展弦比和改变鳍型等对升力的影响，综合考虑中高航速应用和零低航速应用，以带副翼的平行四边形鳍作为全航速减摇鳍的应用鳍型。针对常用的拱度变形和面积变形，应用建立的试验装置对理论分析结果进行了验证。试验数据显示了理论分析的正确性。
升力反馈技术的实现难点恰恰是升力测量方案的实现，要综合考虑力传感器地安装、力的解耦、可维护性和成本等因素。在分析普通鳍角反馈减摇鳍所面临问题的基础上，研究了鳍升力测量的实现方式，由于国际上Sperry、Rolls-Royce和三菱重工的升力测量方案均存在一些重要的缺点，本文采用哈尔滨工程大学船舶减摇与控制技术研究所设计的基于方形微动轴承的升力测量方法，文中给出了具体的实现形式和机械结构。同时分析了完全采用升力反馈在零低、中高航速下分别面临的问题，因此本文采用升力和鳍角的综合控制方案。
通过对零低和中高航速控制特点的分析，决定分别采用不同的控制方法来实现零低和中高航速下的控制。在零低航速下，以稳定力矩最大限度的消耗海浪干扰力矩为目标，通过小波变换和均生函数周期外推对船舶下半周期的横摇姿态进行预测，根据预测结果应用非线性规划确定控制序列中的最优参数，解决了零低航速下鳍上升力的严重非线性、多映射问题。在中高航速下通过T-S模型，将船舶横摇的非线性方程转化为线性时变系统，并通过在线辨识解决了船舶横摇方程的不确定性问题，通过在控制器中引入约束条件，解决了升力反馈减摇鳍在高海况下的失速问题。无论在零低航速下对船舶横摇姿态进行的实时预报，还是在中高航速下对规则后件的在线辨识，都较好的解决了船舶横摇模型的非线性、时变和不确定性问题。针对某型船的参数和减摇需求，设计了零低、中高航速切换策略，仿真结果显示，该控制策略可以满足全航速减摇的应用。
Subject to marine environment disturbances such as ocean wave, ocean wind and oceancurrent, ship sailing on the sea would inevitably show a variety of forced motions. Among allmotions in the six degree of freedom, roll is almost the most harmful one. Severe rollingwould seriously degrade the vessel’s seaworthiness, equipment’s safeness, crew’s comfort andweapon’s performance. Researchers have invented hundreds of anti-rolling devices forreducing the roll of ships. The most widely used anti-rolling devices are fin stabilizer andanti-rolling tank nowadays. In the past, for stabilizing the ships moving in all speed, the bestchoice was to equip the ship with both fin stabilizer and anti-rolling tank where anti-rollingtank is employed when moving in zero and low speed, and fin stabilizer is employed whenmoving in middle and high speed (or both anti-rolling tank and fin stabilizer). However,anti-rolling tank does not only occupy the valuable cabin space but also dissatisfies thedamping effect. Furthermore, it is economical costive since it requires maintenance of the twosets of system simultaneously.
The general fin stabilizer can only be applied in middle and high speed condition resultedfrom the restriction of lift generating mechanism, where lift force is approximatelyproportional to the square of the speed, and would produce little stable moment at low speed.If fins can produce sufficient lift force that meets the ship stabilization requirement at lowspeed, then fin stabilizer can be applied in conditions with zero and low speed. Combinedwith general fin stabilizer that applied at middle and high speed, the improved fin stabilizercan be applied at all speed conditions, zero, low, middle and high. Another shortcoming ofgeneral fin stabilizer lies in that fact that fin angle is used as the feedback signal of servosystem ignoring the nonlinear and uncertainty between lift force and fin angle, and this factblocked the further improvement of stabilization effect. Using the lift force on the fin insteadof the fin angle as the feedback signal of servo system, the above problem will be overcomed.
Since that the technology of general high speed fin stabilizer with fin angle feedback hasalready been mature, the remained key research topics on all speed fin stabilizer now includethe zero and low speed fin stabilizer, force feedback technology, and the switching principlebetween the conditions of low speed and middle speed. A new lift generating mechanism wasdiscussed at first. Then the different structure form that can produce lift force at zero speedwas analyzed. Longitudinal flapping structure was employed as fin type of the all speed application. Next, the lift force model at low speed was established, which will be morepractical significance. At last the unknown parameters in the model were determined byhydrodynamic test, and the effectiveness of lift model was verified through experiments.
Lift and lift maintenance time were limited, and they are a pair of contradiction for thespecial working mode in zero and low speed. Therefore, research on how to increase the liftof longitudinal flapping structure fin in zero and low speed was performed. The effects of finshaft position, aspect ratio and fin type on lift were discussed. Taking into account of the allspeed working requirement, the parallelogram fins with flap was applied in fin stabilizer.Experiments were carried out on camber deformation and area deformation. Experimentresults demonstrate the correctness of the theoretical analysis.
The sole challenge in lift force feedback technology is lift measuring, because that manyfactors should be taken into account, such as the installation, decoupling, maintenance, costsand other factors of force sensor. Noticing the shortcomings of lift measurement methods ofSperry, Rolls-Royce and Mitsubishi Heavy Industries, by analyzing the drawbacks of ordinaryfin angle feedback fin stabilizer, a lift measurement method based on square ness micro driveproposed by Harbin Engineering University was adopted. The specific implementation formand mechanical structure were discussed and the problems of lift feedback at all speedworking condition were analyzed, so the combined feedback based on fin angle and lift forcewere adopted in this paper.
According to the control characteristics of zero/low speed and middle/high speed, variouscontrol methods were employed. Taking stabilization moment maximum consumption wavedisturbance moment as the goal, in zero and low speed, and through the wavelet transformand mean-generating function period extrapolation to forecast the roll state of ship, nonlinearprogramming was applied according to the forecasted results to determine the optimalparameters of the control sequence, and the nonlinear and multi mapping problem weresolved. The nonlinear equation of ship roll was transformed into a linear time-varying systemby T-S model, in middle and high speed, and the online identification of ship roll equationwas applied to solve the uncertainty problem. The stall problem was solved in lift-feedbackfin stabilizer at severe sea conditions by employing controller constrained condition. Aswitching strategy between low speed and high speed was designed for a certain type of shipparameters and roll reduction requirements. Simulation results show that the control strategycan meet the requirements of all-speed stabilizer.
引文
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