Method and device for berthing and unberthing of ship at wharf

Abstract

The invention provides a ship berthing and unberthing method and device for a wharf and relates to the technical field of wharfs, and the ship berthing and unberthing method for the wharf comprises the steps that when a ship berths in the first direction, whether the first distance between the bow of the ship and a second trestle meets the preset safety distance or not is judged, and if yes, the first trestle is stopped; controlling the ship to enter a berth water area between the first trestle and the second trestle through a reverse cable for connecting the ship with the first abutment and a ship adjusting device; when the ship leaves the berth, the bow is connected with the second abutment through a reverse cable, and the ship is controlled to retreat; and when the ship is driven out of the berth water area by a preset second distance, the stern of the ship is connected with the first abutment through an inverted cable, and the ship is controlled to rotate out of the berth water area through a ship adjusting device. The ship berthing and unberthing efficiency of a wharf can be effectively improved, and the safety risk of berthing and unberthing of a large ship in a harbor basin with a narrow space is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of docks, and in particular to a method and device for berthing and unberthing ships at a dock. Background Art

[0002] Heavy-cargo terminals are an indispensable part of modern port logistics systems. They are specially used to handle the loading and unloading of large and heavy cargoes. With the continuous expansion of global trade, the importance of heavy-cargo terminals has become increasingly prominent. Their main function is to provide ships with an efficient and safe loading and unloading environment to meet the growing transportation needs.

[0003] However, due to the large size and weight of heavy cargo, the terminal must have sufficient loading and unloading equipment and space to carry these goods. Heavy cargo terminals often face the problem of insufficient berthing water space, which makes ship operations more difficult and may require a lot of time when the ship berths and leaves. Summary of the invention

[0004] The problem solved by the present invention is how to improve the efficiency of ship berthing and unberthing and reduce the safety risk of large ships berthing and unberthing in a narrow harbor space.

[0005] In order to solve the above problems, the present invention provides a method and device for berthing and unberthing ships at a dock.

[0006] In a first aspect, the present invention provides a method for berthing and unberthing ships at a dock, based on a dock and a ship adjustment device, wherein the dock comprises a first pier and a second pier arranged at intervals along a first direction, the first pier comprises a first pier and a second pier arranged in sequence along a second direction, the distance between the first pier and the shore is greater than the distance between the second pier and the shore, and the first direction is perpendicular to the second direction;

[0007] The ship berthing and unberthing method comprises:

[0008] When the ship is berthing along the first direction, determining whether a first distance between the bow of the ship and the second pier meets a preset safety distance, and if so, controlling the ship to enter the berthing waters between the first pier and the second pier by using a reverse cable connecting the ship and the first pier and the ship adjustment device;

[0009] When the ship leaves the berth, the bow is connected to the second pier by the fall cable, and the ship is controlled to move backward; when the ship sails out of the berth water area by a preset second distance, the stern of the ship is connected to the first pier by the fall cable, and the ship adjustment device is used to control the ship to turn out of the berth water area.

[0010] Optionally, the ship adjustment device comprises a tugboat; and the step of controlling the ship to enter the berthing waters between the first pier and the second pier by using the reverse cable connecting the ship to the first pier and the ship adjustment device comprises:

[0011] Connecting the bow to the first abutment via a cable;

[0012] The vessel is controlled by the tugboat to enter the berth waters.

[0013] Optionally, controlling the ship to enter the berth waters by the tugboat includes:

[0014] When the ship rotates by a preset first angle under the traction of the reverse cable, the rotation direction of the ship is adjusted by pushing the stern of the ship by the tugboat;

[0015] When the ship is parallel to the first pier, the tugboat is controlled to push the stern until the ship enters the berth waters.

[0016] Optionally, the ship adjustment device further comprises a winch arranged on the dock, and the traction end of the winch is connected to the bow; and controlling the ship to enter the berth waters by the tugboat comprises:

[0017] The ship is controlled to enter the berth waters through the pushing of the tugboat and the cooperation of the winch.

[0018] Optionally, the ship adjustment device comprises a tugboat; the connecting the stern of the ship to the first pier by the reverse cable and controlling the ship to turn out of the berth waters by the ship adjustment device comprises:

[0019] Release the fall cable connecting the bow and the second abutment, and connect the stern and the first abutment via the fall cable;

[0020] The tugboat pushes the side of the ship close to the first pier to control the ship to move out of the berth waters.

[0021] Optionally, the step of pushing the side of the ship close to the first pier by the tugboat to control the ship to move out of the berth waters includes:

[0022] Controlling the turning angle of the ship by pushing the side of the ship close to the first pier with the tugboat;

[0023] When the turning-out angle reaches a preset second angle, the tugboat is stopped from pushing, and the ship turns out of the berth waters according to the flow pressure.

[0024] Optionally, the ship adjustment device further includes a winch, and a traction end of the winch is connected to the bow; and controlling the ship to move backward includes:

[0025] The ship is controlled to move backward by the power of the ship itself, and the backward speed of the ship is controlled by the traction of the winch.

[0026] Optionally, the first pier is provided with a rolling rubber fender; and the ship berthing and unberthing method further comprises:

[0027] When the ship turns, the rolling rubber fender is used as a fulcrum and the turning direction of the ship is controlled by the tugboat.

[0028] Optionally, rolling rubber fenders are provided on the first pier, the second pier and the third pier of the first pier, and standard reaction-force type rubber fenders are provided on the other piers of the first pier.

[0029] In a second aspect, the present invention provides a ship berthing and unberthing device at a dock, comprising:

[0030] a berthing module, configured to determine whether a first distance between the bow of the ship and the second pier meets a preset safety distance when the ship is berthing along the first direction, and if so, control the ship to enter the berthing waters between the first pier and the second pier by using a reverse cable connecting the ship and the first pier and the ship adjustment device;

[0031] The unberthing module is used to connect the bow of the ship with the second pier through the cable and control the ship to move backward when the ship is unberthing; when the ship sails out of the berthing water area by a preset second distance, the stern of the ship is connected to the first pier through the cable, and the ship adjustment device is used to control the ship to turn out of the berthing water area.

[0032] In a third aspect, the present invention provides an electronic device, including a memory and a processor;

[0033] The memory is used to store computer programs;

[0034] The processor is used to implement the method for berthing and unberthing ships at a wharf as described in the first aspect when executing the computer program.

[0035] In a fourth aspect, the present invention provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the method for berthing and unberthing a ship at a wharf as described in the first aspect is implemented.

[0036] The beneficial effects of the ship berthing and unberthing method and device of the dock of the present invention are as follows: through the connection and cooperation between the first pier in the dock and the ship, the ship can stably rotate with the first pier as the fulcrum when berthing and unberthing, avoiding collision with the second pier and other facilities on the dock after deviation during the rotation process, and controlling and adjusting the ship through the ship adjustment device, so that the ship can enter and exit the berthing water area more smoothly and safely, wherein the first pier and the second pier are arranged at intervals along the first direction, the piers of the first pier are arranged in sequence along the second direction, the first direction and the second direction are perpendicular, and the distance between the first pier and the shore is greater than the distance between the second pier and the shore, so that the position of the ship is adjusted by two piers with a certain distance, which can avoid the ship from deviating from the preset driving route. When the ship berths along the first direction, it is judged whether the distance between the bow and the second pier meets the safety distance, and the safety distance can ensure that the ship has the maximum rotation space and does not collide with the second pier and other facilities in the dock. When the safety distance is met, the ship is connected to the first pier by a reverse cable. During the rotation of the ship, the ship can be rotated around the first pier by the traction of the reverse cable, and the rotating ship is controlled and adjusted by the ship adjustment device, so that the ship can quickly and smoothly enter the berthing waters between the first pier and the second pier. When the ship is leaving the berth, the bow is first connected to the second pier by the reverse cable to ensure the stability of the hull when the ship retreats. When the ship sails out of the berthing waters for the second distance, the stern is connected to the first pier by the reverse cable. At this time, under the combined action of the water flow and the reverse cable, the ship is rotated around the first pier by the traction of the reverse cable, and the rotating ship is controlled and adjusted by the ship adjustment device, so that the ship can smoothly turn out of the berthing waters, avoiding the risk of excessive rotation of the ship due to the action of the water flow, causing the risk of collision between the ship's side and the dock. During the berthing and unberthing process of the ship, the ship is rotated with the first pier as the fulcrum through the connection of the reverse cable, which can maintain the stability of the ship during the rotation process, reduce the risk of collision between the ship and the dock and between ships, and ensure safety. Through the cooperation of the ship adjustment device, the ship's posture can be accurately controlled, and the path of the ship entering and exiting the berthing waters can be optimized, making the ship's entry and exit in the berthing waters smoother, reducing the time delay of berthing and unberthing, improving the efficiency of the ship's berthing and unberthing berthing waters, and reducing the safety risks of large ships in the narrow space of the harbor. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A schematic diagram of a process flow of a method for berthing and unberthing ships at a dock according to an embodiment of the present invention;

[0038] Figure 2 This is a schematic structural diagram of a ship before berthing and rotating according to an embodiment of the present invention;

[0039] Figure 3 This is a structural schematic diagram of a tugboat pushing a ship when berthing according to an embodiment of the present invention;

[0040] Figure 4 This is a schematic structural diagram of a ship in parallel with a first pier according to an embodiment of the present invention;

[0041] Figure 5 This is a structural schematic diagram of a ship entering berth waters according to an embodiment of the present invention;

[0042] Figure 6 This is a schematic structural diagram of a ship leaving a berth according to an embodiment of the present invention;

[0043] Figure 7 This is a schematic structural diagram of a tugboat pushing a ship when leaving a berth according to an embodiment of the present invention;

[0044] Figure 8 It is a structural schematic diagram of the tugboat withdrawing when leaving the berth according to an embodiment of the present invention;

[0045] Fig. 9 This is a schematic diagram of the structure of a ship transferring out of berth waters according to an embodiment of the present invention;

[0046] Fig.10 This is a schematic diagram of the structure of controlling the berthing of a ship through the cooperation of a winch according to an embodiment of the present invention;

[0047] Fig.11 This is a schematic diagram of a structure of controlling a ship to leave a berth by means of a winch according to an embodiment of the present invention;

[0048] Fig.12 This is a schematic structural diagram of a ship berthing and unberthing device at a dock according to an embodiment of the present invention;

[0049] Fig.13 Schematic diagram of the structure of an electronic device according to an embodiment of the present invention.

[0050] Description of reference numerals:

[0051] 1-ship; 2-first pier; 21-first pier; 22-second pier; 3-second pier; 4-tugboat; 5-winch. DETAILED DESCRIPTION

[0052] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. Although certain embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be interpreted as being limited to the embodiments described herein. On the contrary, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the drawings and embodiments of the present invention are only for exemplary purposes and are not intended to limit the scope of protection of the present invention.

[0053] It should be understood that the various steps described in the method embodiments of the present invention may be performed in different orders and / or in parallel. In addition, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present invention is not limited in this respect.

[0054] The term "including" and its variations used in this document are open inclusions, that is, "including but not limited to"; the term "based on" means "based at least in part on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". The relevant definitions of other terms will be given in the following description. It should be noted that the concepts of "first", "second", etc. mentioned in the present invention are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0055] It should be noted that the modifications of "one" and "plurality" mentioned in the present invention are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0056] The names of the messages or information exchanged between multiple devices in the embodiments of the present invention are only used for illustrative purposes, and are not used to limit the scope of these messages or information.

[0057] In view of the problems existing in the above-mentioned related technologies, this embodiment provides a method and device for ship berthing and unberthing at a dock.

[0058] like Figures 1 to 10 As shown, an embodiment of the present invention provides a method for berthing and unberthing ships at a dock, based on a dock and ship 1 adjustment device, the dock includes a first pier 2 and a second pier 3 arranged at intervals along a first direction, the first pier 2 includes a first pier 21 and a second pier 22 arranged in sequence along a second direction, the distance between the first pier 21 and the shore is greater than the distance between the second pier 22 and the shore, and the first direction is perpendicular to the second direction.

[0059] Specifically, the wharf includes a first pier 2 and a second pier 3 which are symmetrically arranged along a first direction, and each pier is provided with a plurality of piers in sequence along a second direction, wherein the first direction is usually parallel to the coastline direction of the shore, and the second direction is perpendicular to the first direction. The first pier 2 includes a first pier 21, a second pier 22 and a plurality of piers arranged in sequence, wherein the distance between the first pier 21 and the shore is greater than the distance between the second pier 22 and the shore, that is, the first pier 21 is located at the end of the first pier 2 away from the shore, and the second pier 22 is provided at a preset distance from the first pier 21 along the second direction, and the first pier 21 can be used as a fulcrum for the rotation of the ship 1. Between the first pier 2 and the second pier 3 is the berth waters where the ship 1 docks, and the ship adjustment device can be a device that can provide power to the ship 1, such as a tugboat 4 and a winch 5, and the ship adjustment device is used to provide power to the ship 1 when the ship 1 docks and leaves the berth, thereby adjusting the position and rotation direction of the ship 1.

[0060] For example, the berth water area between the first pier 2 and the second pier 3 of the heavy cargo terminal in this embodiment is about 58.3m wide, and each of the two piers is provided with multiple piers, and the spacing between the piers in the two piers is 33.01m, 27.68m, 32.80m, and 22.7m respectively. The length of the first pier 2 is about 178.93m, the length of the second pier 3 is about 177.33m, the top elevation of the two piers is 21.8m, the width of the first pier 2 is about 9m, and the width of the second pier 3 is 2.44m. In the case of high water flow speed, high wind speed, limited channel space, and limited port space, a series of adverse effects are brought to the berthing of large ships 1. In order to facilitate the berthing and unberthing of the ship 1, the pier fenders of the first pier 2 and the second pier 3 are selected from roller rubber fenders, which can meet the energy absorption requirements of the ship 1 when berthing.

[0061] The ship berthing and unberthing method comprises:

[0062] S100, when the ship 1 berths along the first direction, determine whether the first distance between the bow of the ship 1 and the second pier 3 meets the preset safety distance, and if so, control the ship 1 to enter the berthing waters between the first pier 2 and the second pier 3 by using the reverse cable connecting the ship 1 and the first pier 21 and the ship 1 adjustment device.

[0063] Specifically, when the ship 1 berths from the first pier 2 to the second pier 3 along the first direction, the ship 1 first needs to go along the edge of the pier against the direction of the water flow ( Figure 2The second pier 3 is located upstream of the water flow, and the first pier 2 is located downstream of the water flow) and the ship 1 travels to the vicinity of the berth water area, that is, close to the first pier 21 located at the edge of the first pier 2. As the ship 1 travels forward, the distance between the bow and the second pier 3 will continue to decrease, that is, the first distance will continue to decrease. When the first distance meets the preset safety distance, the bow and the first pier 21 in the first pier 2 are connected by a reverse cable, and the rotation angle of the ship 1 is adjusted with the cooperation of the ship adjustment device, so that the ship 1 enters the berth water area between the first pier 2 and the second pier 3. Among them, the safety distance can be set to a reasonable distance range according to the first pier 2 and the second pier 3. When the first distance belongs to the range of the safety distance, it means that the first distance meets the preset safety distance. The setting of the safety distance can ensure that the ship 1 will not collide with the second pier 3 and other facilities on the dock due to the rotation of the hull while obtaining the maximum rotation space, and can effectively ensure the safety and stability of the ship 1 when berthing. The ship adjustment device can be a tugboat, or the tugboat 4 and the winch 5 can cooperate to control the ship 1 to enter the berthing waters. The ship adjustment device can apply external force when the ship 1 is berthing, so that the ship 1 can accurately enter the berthing waters in a preset manner.

[0064] It should be noted that when a ship is sailing upstream to berth, the direction of the force of the water flow on the ship is from the bow to the stern, providing a braking force for the ship. When approaching the dock, the ship can use the resistance of the water flow to control its speed more accurately through appropriate power or external force, and approach the dock slowly and steadily, so as to accurately grasp the timing and location of docking and reduce the probability of accidents such as collision with the dock due to excessive speed.

[0065] S200, when the ship 1 leaves the berth, the bow is connected to the second pier 22 by the reverse cable, and the ship 1 is controlled to move backward; when the ship 1 sails out of the berth water area by a preset second distance, the stern of the ship 1 is connected to the first pier 21 by the reverse cable, and the ship 1 is controlled to turn out of the berth water area by the ship 1 adjustment device.

[0066] Specifically, when the ship 1 is about to leave the berth, that is, when the ship 1 is about to leave the berth waters, the bow is connected to the second pier 22 of the first pier 2 by a reverse cable. After the connection, the ship 1 is controlled to move backward, and the length of the reverse cable is appropriately adjusted during the backward process, so that the ship 1 always remains stable during the backward process, which can effectively prevent the ship 1 from being excessively deviated due to the flow pressure of the water flow during the backward process, thereby affecting the stability of the ship 1. When the hull of the ship 1 sails out of the berth water area by a preset second distance, the bow of the ship 1 will not collide with the dock if it is turned out. The ship 1 will stop retreating, and the reverse cable connecting the bow and the second pier 22 will be released, and the stern and the first pier 21 will be connected by the reverse cable. At this time, since a part of the hull has sailed out of the berth water area, the sailed part of the hull may rotate due to the influence of the water flow in the absence of the power for the ship 1 to retreat, and under the traction of the reverse cable, the ship 1 will rotate around the first pier 21. At this time, the turning angle and speed of the ship 1 are controlled and adjusted by the ship adjustment device to avoid collision between the ship's side and the facilities on the dock due to excessive rotation. The remaining hull is smoothly turned out of the berth water area through the control and adjustment of the ship adjustment device. After the ship 1 sails out of the berth water area, the stern reverse cable is released, the ship adjustment device is withdrawn, the ship 1 enters the vehicle, steers the right rudder, and sails out of the berth.

[0067] In this embodiment, the first pier 21 in the wharf is connected and matched with the ship 1, so that the ship 1 can stably rotate with the first pier 21 as a fulcrum when berthing and leaving the berth, avoiding collision with the second pier 3 and other facilities on the wharf after deviation during the rotation process, and controlling and adjusting the ship 1 through the ship adjustment device, so that the ship 1 can enter and exit the berth water area more smoothly and safely, wherein the first pier 2 and the second pier 3 are arranged at intervals along the first direction, the piers of the first pier 2 are arranged in sequence along the second direction, the first direction and the second direction are perpendicular, and the distance between the first pier 21 and the shore is greater than the distance between the second pier 22 and the shore, so that the position of the ship 1 is adjusted by two piers with a certain distance, which can avoid the ship 1 from deviating from the preset driving route. When the ship 1 is berthing along the first direction, it is judged whether the distance between the bow and the second pier 3 meets the safety distance. The safety distance can ensure that the ship 1 has the maximum rotation space and does not collide with the second pier 3 and other facilities in the wharf. When the safety distance is met, the ship 1 is connected to the first pier 21 by a reverse cable. During the rotation of the ship 1, the ship 1 can be rotated around the first pier 21 by the traction of the reverse cable, and the rotating ship 1 is controlled and adjusted by the ship adjustment device, so that the ship 1 can quickly and smoothly enter the berthing waters between the first pier 2 and the second pier 3. When the ship 1 leaves the berth, the bow is first connected to the second pier 22 by the reverse cable to ensure that the hull is kept stable when the ship 1 retreats. When the ship 1 sails out of the berthing waters for the second distance, the stern is connected to the first pier 21 by the reverse cable. At this time, under the combined action of the water flow and the reverse cable, the ship 1 is rotated around the first pier 21 by the traction of the reverse cable, and the rotating ship 1 is controlled and adjusted by the ship adjustment device, so that the ship 1 can smoothly turn out of the berthing waters, avoiding the risk of excessive rotation of the ship 1 due to the action of the water flow, causing the risk of collision between the ship side and the dock. During the berthing and unberthing process of the ship 1, the ship 1 is rotated with the first pier 21 as the fulcrum through the connection of the reverse cable, so as to maintain the stability of the ship 1 during the rotation process, reduce the risk of collision between the ship 1 and the wharf and between the ships 1, and ensure safety. Through the cooperation of the ship adjustment device, the posture of the ship 1 is accurately controlled, and the path of the ship 1 entering and exiting the berthing waters is optimized, so that the ship 1 can enter and exit the berthing waters more smoothly, reduce the time delay of berthing and unberthing, improve the efficiency of the ship 1 berthing and leaving the berthing waters, and reduce the safety risk of large ships in the narrow space of the harbor.

[0068] It should be noted that the tugboat 4, as a water vehicle that assists the ship 1 in maneuvering, applies external force to the target ship 1 through its own power system. When the tugboat 4 pushes the port side of the ship 1, it will give the ship 1 a force in the port direction. This force will break the original force balance state of the ship 1 in the berth, causing the ship 1 to tend to rotate around a certain center point. At the same time, the ship 1 can be towed by the winch 5 located on the dock slope, so that the ship 1 can quickly enter the berth waters under the action of the traction force. The first pier 21 is an important support point for the ship 1 to turn in and out of the berth waters. Its surface is usually equipped with fenders to protect the ship 1 from collision damage during the berthing process. The connection between the ship 1 and the first pier 21 provides an accurate positioning direction and preliminary fixation for the ship 1. As the ship 1 rotates, the port side of the ship 1 can be gradually approached to the fender of the first pier 21 by adjusting the reverse cable. When the port side of the ship 1 approaches the fender, the reverse cable can prevent the ship 1 from excessively approaching or colliding with the pier due to external forces such as traction or water flow, play a role in buffering and accurately controlling the distance, and ensure that the port side of the ship 1 and the fender maintain a close distance. The appropriate berthing state can avoid damage caused by collision and ensure the stability of the ship 1 in the berth. The fender can be reasonably selected according to the model of the ship 1 and the on-site environment. For example, the effective impact energy of a 5000DWT ship is 78.75KJ. The fender of the first pier 21 can be DA120-40 roller rubber fender with a maximum deformation of 260mm, a reaction force of 820KN, and an energy absorption of 60KN-M. The other piers use DA-A500H1500L standard reaction type rubber fender with a standard reaction force of 505kN, which can meet the energy absorption requirements of the ship 1 when berthing.

[0069] Optionally, the ship adjustment device includes a tugboat 4; the control of the ship 1 entering the berthing waters between the first pier 2 and the second pier 3 by using the cable connecting the ship 1 to the first pier 21 and the ship adjustment device includes:

[0070] Connecting the bow to the first abutment 21 via a cable;

[0071] The tugboat 4 controls the ship 1 to enter the berth water area.

[0072] Specifically, Figures 2 to 4As shown, the bow is connected to the first pier 21 in the first pier 2 by a reverse cable, and the reverse cable is adjusted to a suitable length to control the ship 1 to enter the first or second car, and the left rudder is operated. The hull uses the rolling fender of the first pier 21 as a fulcrum, rotates around the fulcrum under the traction of the reverse cable, and controls the ship 1 to enter the berthing waters under the push of the tugboat 4. During the rotation process, the length of the reverse cable can be adjusted to keep the position of the ship 1 relatively stable with the first pier 21 during the rotation process to avoid collision during the rotation process. At the same time, since the ship 1 is traveling against the current when berthing, the tugboat 4 pushes the ship 1 at the port position behind the ship 1 to assist the rotation of the ship 1 and adjust the position of the ship 1, so that the bow can quickly and accurately enter the berthing waters, and the adjustment and control of the tugboat 4 can also avoid the collision of the bow with the second pier 3 and other facilities. When the tugboat 4 pushes the ship's hull to be parallel to the first pier 2, the reverse cable connected to the first pier 21 is released, the ship 1 is controlled to move in and steer straight, so that the ship 1 travels in the direction currently horizontal to the first pier 2 and enters the berthing waters, and the tugboat 4 is controlled to push the stern of the ship 1, which can effectively prevent the stern from drifting down and enable the ship 1 to enter the berthing waters more quickly.

[0073] In this optional embodiment, the bow is connected to the first pier 21 by a reverse cable, and the ship 1 can rotate with the first pier 21 within the length of the reverse cable, which can prevent the bow from colliding with the pier of the second pier 3 during the rotation process, and at the same time, it can avoid a lot of adjustment time consumed by the large-scale rotation of the ship 1, thereby improving the berthing speed of the ship 1. Through the power of the ship 1 and the push of the tugboat 4, the rotation speed of the ship 1 is controlled to avoid the risk of collision caused by excessive rotation speed, and at the same time, the berthing route can be accurately controlled to improve the speed of the ship 1 entering the berthing waters.

[0074] Optionally, controlling the ship 1 to enter the berth waters by the tugboat 4 includes:

[0075] When the ship 1 rotates by a preset first angle under the traction of the reverse cable, the rotation direction of the ship 1 is adjusted by pushing the tail of the ship 1 by the tugboat 4;

[0076] When the ship 1 is parallel to the first pier 2, the tugboat 4 is controlled to push the stern until the ship 1 enters the berth waters.

[0077] Specifically, Figure 3 and 4As shown, with the propulsion of the ship 1's own power and the control of the ship 1's rotation by the reverse cable, since the ship 1 is traveling against the direction of the water flow when entering the berth waters, when the ship 1 rotates around a pier at a preset first angle, due to external factors such as the water flow, the ship 1 may not be able to stably rotate around the first pier 21, and needs to be pushed by the tugboat 4 on the port side of the stern to maintain the stable rotation of the ship 1, wherein the first angle can be set according to actual conditions such as the tonnage of the ship 1, the speed of the water flow and the wind speed, and is usually between 30° and 45°. The direction of the ship 1 is continuously adjusted by the pushing of the tugboat 4. When the ship 1 is parallel to the first pier 2, the stern is pushed by the tugboat 4. The ship 1 is controlled to enter the berthing waters under the power of the tugboat 4 and the ship 1 itself. In this process, the pushing force of the tugboat 4 is adjusted according to factors such as the inertia of the ship 1, the speed and direction of the water flow, etc. If the pushing is too fast, the ship 1 may collide with other facilities in the dock. If the pushing speed is too slow, it may be affected by external forces such as the water flow and deviate from the correct position. At the same time, it is necessary to continue to monitor the position and posture of the ship 1 to ensure that the ship 1 enters the berthing waters smoothly and accurately.

[0078] Furthermore, if Figure 5 As shown, when the ship 1 reaches the berthing position, the bow and stern are connected to the piers on the first pier 2 and the second pier 3 respectively, and the length of the connecting cable is adjusted to make the ship 1 fit with one side of the first pier 2, so as to ensure the stability of the ship 1 in the berthing waters and avoid the hull shaking caused by factors such as tides. For example, when the hull completely enters the berth, under the action of flow pressure, the port side of the ship 1 is close to the pier fender of the first pier 2, and the sailors and dock workers at the bow and stern quickly work with cables, and the 4 cables at the bow and stern are connected to the piers on the first pier 2 and the second pier 3 respectively, and the ship 1 stops, and the tugboat 4 leaves, while keeping the cable of the ship 1 moderately tight, and the operators pay attention to safety.

[0079] In this optional embodiment, when the ship 1 rotates to a first angle, the rotation angle of the ship 1 is further controlled and adjusted by the tugboat 4 to prevent the ship 1 from colliding with the dock or deviating from the original position due to unstable rotation when berthing, thereby improving the safety and stability of the berthing of the ship 1, and at the same time reducing the adjustment time and optimizing the berthing path, thereby improving the efficiency of the berthing of the ship 1.

[0080] Optionally, the ship adjustment device further includes a winch 5 arranged on the dock, and the traction end of the winch 5 is connected to the bow; the step of controlling the ship 1 to enter the berth waters by the tugboat 4 includes:

[0081] Through the pushing of the tugboat 4 and the cooperation of the winch 5, the ship 1 is controlled to enter the berth waters.

[0082] Specifically, Fig.10 As shown, the winch 5 is arranged on the bank slope of the dock, and the traction end of the winch 5 bypasses the mooring bollard and is connected to the bow of the ship 1, so that the traction force of the winch 5 controls the ship 1 to enter the berthing waters. First, after the bow and the first pier 21 are connected by the reverse cable, the traction end of the winch 5 drives the bow into the berthing waters, or drives the ship 1 into the berthing waters together with the power of the ship 1 itself, thereby increasing the berthing speed of the ship 1, and controlling the port side of the ship 1 to stick to the fender of the first pier 21 by the reverse cable. When the winch 5 starts to tow the bow through the traction end, the traction end applies a pulling force toward the berth water area. This pulling force should be precisely controlled according to environmental factors such as the size, weight and water flow of the ship 1. During the towing process of the winch 5, the ship 1 gradually moves toward the berth water area. The towing speed needs to be continuously adjusted according to the speed of the ship 1 entering the berth water area to ensure that the ship 1 can quickly and accurately sail to the target berth. The tugboat 4 pushes at the stern to control the turning angle and speed of the ship 1 so that the ship 1 can quickly turn to a suitable angle. With the cooperation of the tugboat 4 and the winch 5, the ship 1 can quickly and stably enter the berth water area to avoid collision with the pier, thereby improving the berthing efficiency of the ship 1 at the dock.

[0083] Optionally, the ship adjustment device includes a tugboat 4; the connecting the stern of the ship 1 to the first pier 21 through the reverse cable, and controlling the ship 1 to turn out of the berth waters through the ship 1 adjustment device, includes:

[0084] Release the reverse cable connecting the bow and the second abutment 22, and connect the stern and the first abutment 21 via the reverse cable;

[0085] The tugboat 4 pushes the side of the ship 1 close to the first pier 2 to control the ship 1 to move out of the berth water area.

[0086] Specifically, Figures 6 to 9As shown, when the ship 1 leaves the berth, that is, when the ship 1 leaves the berth water area, as the ship 1 retreats, the hull gradually moves out of the berth water area. At this time, the ship 1 needs to be controlled and adjusted according to the hull length of the ship 1 out of the berth water area, wherein the hull length of the ship 1 out of the berth water area is the distance the ship 1 retreats. When the distance that the ship 1 retreats is a preset third distance, the third distance can be set according to the width of the berth water area and the length of the ship 1. When the retreat distance of the ship 1 is greater than or equal to the third distance, the ship 1 is controlled to turn out of the berth water area around the first pier 21, which can ensure that the bow will not collide with the pier of the second pier 3 during the rotation process, that is, after the ship 1 sails out of the third distance, the length of the hull remaining in the berth water area will be less than the width of the berth water area. Therefore, when the ship 1 rotates around the first pier 21, the bow will not collide with facilities such as the second pier 3. When the ship 1 retreats the third distance, the ship 1 is controlled to turn out of the berth water area around the first pier 21, and adjustments can be made at the first time the turning-out conditions are met, so that the ship 1 is controlled to turn out at the fastest speed, reducing the time required for the ship 1 to leave the berth water area and improving the unberthing efficiency of the ship 1 in the dock.

[0087] Furthermore, when the ship 1 retreats the third distance, the ship 1 is controlled to stop, the reverse cable between the bow and the second pier 22 is released, the stern is connected to the first pier 21 through the reverse cable, and the reverse cable is adjusted to a suitable length according to the actual situation. At the same time, the tugboat 4 pushes the side of the ship 1 close to the first pier 2 to control the rotation angle of the ship 1 to prevent the stern from drifting down and out of control with the water flow. Under the action of the water flow and the tugboat 4, the ship 1 takes the first pier 21 as a fulcrum, and the bow gradually turns out of the berth water area. When the ship 1 completely passes through the berth water area, the ship 1 is parallel to the water flow direction and abuts against the outer side of the pier at the edge of the dock. The reverse cable between the stern and the first pier 21 is released, and the ship 1 is controlled to enter the vehicle and the right rudder is used to leave the berth water area.

[0088] In this optional embodiment, the timing of controlling and adjusting the ship 1 to turn out is determined by the distance the ship 1 retreats, so that the ship 1 can be quickly controlled to turn out of the berthing waters in the first place. At the same time, through the connection adjustment of the reverse cable and the cooperation of the tugboat 4, deviation and collision of the ship 1 during the turning out process are avoided, thereby reducing the time consumed by the ship 1 to leave the berthing waters and improving the efficiency of the ship 1 leaving the dock.

[0089] Optionally, the controlling the ship 1 to turn out of the berth waters by pushing the side of the ship 1 close to the first pier 2 by the tugboat 4 includes:

[0090] The tugboat 4 pushes the side of the ship 1 close to the first pier 2 to control the turning angle of the ship 1;

[0091] When the turning-out angle reaches a preset second angle, the tugboat 4 stops pushing, and the vessel 1 turns out of the berth water area according to the flow pressure.

[0092] Specifically, Figures 7 to 9 As shown, the ship 1 is controlled to turn out at an angle by pushing the ship 4 against the side of the ship close to the first pier 2. Accurate angle control can avoid the ship 1 from deflecting and colliding, and ensure that the ship 1 leaves the berth waters safely and smoothly. When the turning out angle reaches the preset second angle, the tugboat 4 stops pushing. The preset second angle takes into account the specific layout of the wharf, the water flow conditions in the surrounding waters, the size and maneuverability of the ship 1 itself, and other factors. When the turning out angle reaches the second angle, it means that the ship 1 is already in a suitable position and posture, and can continue to turn out of the berth waters under the action of flow pressure, wherein the flow pressure is the pressure exerted by the water flow on the ship 1. After the tugboat 4 stops pushing, the pressure of the water flow becomes the main external force factor that dominates the movement of the ship 1. At this time, the ship 1 continues to turn out of the berth along the direction of the water flow under the action of the flow pressure. The use of flow pressure can reduce the use time and energy consumption of the tugboat 4, and can also guide the ship 1 to leave the berth more naturally, avoiding the collision of the ship 1 or other unexpected situations caused by excessive use of the tugboat 4, and improving the efficiency of the ship 1 turning out of the berth waters.

[0093] In this optional embodiment, the tugboat 4 can accurately control the turning angle to avoid collision, control the ship 1 to turn out according to a predetermined trajectory, optimize trajectory planning, save time for controlling and adjusting the ship 1, and at the same time, through the rational use of the power of the tugboat 4, reduce energy consumption and equipment wear, and improve the efficiency and safety of the ship 1 turning out of the berth waters.

[0094] It should be noted that in waters with relatively fixed topography, the direction of water flow generally follows the direction from high to low, so the direction of water flow in fixed waters near the dock is usually fixed. If the direction of water flow changes, the direction of rotation of the tugboat pushing the ship can also be changed according to the direction of water flow, so that the rotation direction of the ship needs to be consistent with the direction of water flow, ensuring that the ship can be turned out of the berth waters according to the flow pressure of the water flow after the tugboat 4 is pushed out.

[0095] Optionally, the ship 1 adjustment device further includes a winch 5, and the traction end of the winch 5 is connected to the bow; the controlling the ship 1 to retreat includes:

[0096] The backward movement of the ship 1 is controlled by the power of the ship 1 itself, and the backward movement speed of the ship 1 is controlled by the traction of the winch 5.

[0097] Specifically, Fig.11As shown, when the ship 1 retreats by its own power, the retreat speed of the ship 1 may not be accurately controlled due to the influence of external factors such as water flow and wind force. Therefore, a winch 5 is set on the shore of the dock, and the traction end of the winch 5 bypasses the mooring post and connects to the bow to tow the ship 1, so as to further control the speed of the ship 1 leaving the berth waters, avoid the ship 1 from colliding with the facilities of the dock due to the ship 1 retreating too fast, thereby improving the safety of the ship 1 leaving the berth, and through the traction of the winch 5, the retreat direction of the ship 1 can be further controlled, the retreat stability of the ship 1 can be improved, and the ship 1 can be prevented from deviating from the preset trajectory when retreating, thereby reducing the adjustment time of the ship 1 and improving the efficiency and safety of the ship 1 leaving the berth.

[0098] Optionally, the first pier 2 is provided with a rolling rubber fender; and the ship berthing and unberthing method further comprises:

[0099] When the ship 1 turns, the rolling rubber fender is used as a fulcrum and the turning direction of the ship 1 is controlled by the tugboat 4 .

[0100] Optionally, rolling rubber fenders are provided on the first pier 21 , the second pier 22 and the third pier of the first pier 2 , and standard reaction-force type rubber fenders are provided on the other piers of the first pier 2 .

[0101] Specifically, a rolling rubber fender is provided on the pier of the first pier 2. Unlike ordinary fixed fenders, the rolling rubber fender can roll when subjected to external forces such as squeezing by the ship 1. This rolling characteristic enables it to better adapt to the relative motion changes between the ship 1 and the pier, and can generate a more flexible relationship between the action force and the reaction force during the contact process. Therefore, during the rotation of the ship 1, the rolling rubber fender on the first pier 2 is used as a fulcrum, and the rotation direction of the ship 1 can be more smoothly controlled by the tugboat 4. For example, based on the rolling characteristics of the rolling rubber fender, it can provide a relatively stable and variable angle contact fulcrum during the berthing and unberthing operation of the ship 1. During the berthing and unberthing process of the ship 1, the rolling rubber fender contacts the side of the ship 1 to form a fulcrum, and the rotation direction of the ship 1 is controlled according to the cooperation of the tugboat 4 and the fulcrum, so that the ship 1 can smoothly turn into and out of the berthing waters.

[0102] Furthermore, since the piers of the first pier 2 far from the shore provide a fulcrum for turning during the berthing and unberthing process, rolling rubber fenders can be set on the first pier 21, the second pier 22 and the third pier far from the shore in sequence, so that the ship 1 can smoothly rotate with the rolling rubber fender as a fulcrum during the rotation process, converting the conventional sliding friction into rolling friction, and the rotation angle of the ship 1 can be accurately controlled by the cooperation of the tugboat 4, greatly reducing the squeezing effect of the ship on the pier. For other piers on the first pier 2, standard reaction type rubber fenders can be set on them. The standard reaction type rubber fenders use their own elasticity. When the ship 1 berths and collides, the kinetic energy of the ship 1 can be converted into elastic potential energy and slowly released, avoiding direct collision between the ship 1 and the first pier 2, mitigating the collision process, ensuring the stability of the piers, beams and other components of the pier, and protecting them from damage by strong impact force. At the same time, it can protect the integrity of the ship 1 side structure and prevent deformation, cracking and other damage.

[0103] like Fig.12 As shown, an embodiment of the present invention provides a ship berthing and unberthing device 300 for a dock, comprising:

[0104] The berthing module 310 is used to determine whether the first distance between the bow of the ship 1 and the second pier 3 meets the preset safety distance when the ship 1 is berthing along the first direction, and if so, control the ship 1 to enter the berthing waters between the first pier 2 and the second pier 3 by using the reverse cable connecting the ship 1 and the first pier 21 and the ship 1 adjustment device;

[0105] The unberthing module 320 is used to connect the bow of the ship 1 with the second pier 22 through the cable when the ship 1 is unberthing, and control the ship 1 to retreat; when the ship 1 sails out of the berthing water area for a preset second distance, the stern of the ship 1 is connected to the first pier 21 through the cable, and the ship 1 is controlled to turn out of the berthing water area through the ship 1 adjustment device.

[0106] The berthing and unberthing device for ship 1 at the wharf of this embodiment is used to implement the berthing and unberthing method for ship 1 at the wharf as described above, and its advantages over the prior art are the same as the advantages of the berthing and unberthing method for ship 1 at the wharf as described above over the prior art, which will not be repeated here.

[0107] like Fig.13 As shown, an electronic device 400 provided by an embodiment of the present invention includes a memory 410 and a processor 420; the memory 410 is used to store a computer program; the processor 420 is used to implement the ship berthing and unberthing method of the dock as described above when executing the computer program.

[0108] In other words, an electronic device 400 includes a memory 410 and a processor 420 coupled to the memory 410; the memory 410 is configured to store a computer program; and the processor 420 is configured to perform the following operations when executing the computer program:

[0109] When the ship 1 berths along the first direction, it is determined whether the first distance between the bow of the ship 1 and the second pier 3 meets the preset safety distance. If so, the ship 1 is controlled to enter the berthing waters between the first pier 2 and the second pier 3 by using the reverse cable connecting the ship 1 and the first pier 21 and the ship 1 adjustment device;

[0110] When the ship 1 leaves the berth, the bow is connected to the second pier 22 by the reverse cable, and the ship 1 is controlled to move backward; when the ship 1 sails out of the berth water area by a preset second distance, the stern of the ship 1 is connected to the first pier 21 by the reverse cable, and the ship 1 is controlled to turn out of the berth water area by the ship 1 adjustment device.

[0111] An embodiment of the present invention provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the method for berthing and unberthing a ship at a wharf as described above is implemented.

[0112] In other words, a non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the processor performs the following operations:

[0113] When the ship 1 berths along the first direction, it is determined whether the first distance between the bow of the ship 1 and the second pier 3 meets the preset safety distance. If so, the ship 1 is controlled to enter the berthing waters between the first pier 2 and the second pier 3 by using the reverse cable connecting the ship 1 and the first pier 21 and the ship 1 adjustment device;

[0114] When the ship 1 leaves the berth, the bow is connected to the second pier 22 by the reverse cable, and the ship 1 is controlled to move backward; when the ship 1 sails out of the berth water area by a preset second distance, the stern of the ship 1 is connected to the first pier 21 by the reverse cable, and the ship 1 is controlled to turn out of the berth water area by the ship 1 adjustment device.

[0115] An electronic device 400 that can be used as a server or client of the present invention will now be described, which is an example of a hardware device that can be applied to various aspects of the present invention. The electronic device 400 is intended to represent various forms of digital electronic computer equipment, such as laptop computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device 400 can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples, and are not intended to limit the implementation of the present invention described and / or required herein.

[0116] The electronic device 400 includes a computing unit, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) or a computer program loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for the operation of the device can also be stored. The computing unit, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0117] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, the storage medium can be a disk, an optical disk, a read-only memory (ROM) or a random access memory (RAM), etc. In the present application, the unit described as a separate component may or may not be physically separated, and the component displayed as a unit may or may not be a physical unit, that is, it may be located in one place, or it may be distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment of the present invention. In addition, each functional unit in each embodiment of the present invention can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0118] Although the present invention is disclosed as above, the protection scope of the present invention is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the present invention, and these changes and modifications will fall within the protection scope of the present invention.

Claims

1. A method for berthing and unberthing ships at a dock, characterized in that: Based on the dock and ship adjustment device, the dock includes a first pier and a second pier arranged at intervals along a first direction, the first pier includes a first pier and a second pier arranged in sequence along a second direction, the distance between the first pier and the shore is greater than the distance between the second pier and the shore, and the first direction is perpendicular to the second direction; The ship berthing and unberthing method comprises: When the ship is berthing along the first direction, determining whether a first distance between the bow of the ship and the second pier meets a preset safety distance, and if so, controlling the ship to enter the berthing waters between the first pier and the second pier by using a reverse cable connecting the ship and the first pier and the ship adjustment device; When the ship leaves the berth, the bow is connected to the second pier by the fall cable, and the ship is controlled to move backward; when the ship sails out of the berth water area by a preset second distance, the stern of the ship is connected to the first pier by the fall cable, and the ship adjustment device is used to control the ship to turn out of the berth water area.

2. The method for berthing and unberthing ships at a dock according to claim 1, characterized in that: The ship adjustment device comprises a tugboat; the ship is controlled to enter the berth waters between the first pier and the second pier by using a reverse cable connecting the ship and the first pier and the ship adjustment device, comprising: Connecting the bow to the first abutment via a cable; The vessel is controlled by the tugboat to enter the berth waters.

3. The method for berthing and unberthing ships at a dock according to claim 2, characterized in that: The step of controlling the ship to enter the berth waters by the tugboat comprises: When the ship rotates by a preset first angle under the traction of the reverse cable, the rotation direction of the ship is adjusted by pushing the stern of the ship by the tugboat; When the ship is parallel to the first pier, the tugboat is controlled to push the stern until the ship enters the berth waters.

4. The method for berthing and unberthing a ship at a dock according to claim 2, characterized in that: The ship adjustment device further includes a winch disposed on the dock, wherein the traction end of the winch is connected to the bow; and the step of controlling the ship to enter the berth waters by the tugboat includes: The ship is controlled to enter the berth waters through the pushing of the tugboat and the cooperation of the winch.

5. The method for berthing and unberthing ships at a dock according to claim 1, characterized in that: The ship adjustment device comprises a tugboat; the stern of the ship is connected to the first pier by the reverse cable, and the ship is controlled to turn out of the berth water area by the ship adjustment device, comprising: Release the fall cable connecting the bow and the second abutment, and connect the stern and the first abutment via the fall cable; The tugboat pushes the side of the ship close to the first pier to control the ship to move out of the berth waters.

6. The method for berthing and unberthing ships at a dock according to claim 5, characterized in that: The step of controlling the ship to move out of the berth waters by pushing the side of the ship close to the first pier by the tugboat comprises: Controlling the turning angle of the ship by pushing the side of the ship close to the first pier with the tugboat; When the turning-out angle reaches a preset second angle, the tugboat is stopped from pushing, and the ship turns out of the berth waters according to the flow pressure.

7. The method for berthing and unberthing ships at a dock according to claim 1, characterized in that: The ship adjustment device further includes a winch, wherein the traction end of the winch is connected to the bow; and the control of the ship to move backward includes: The ship is controlled to move backward by the power of the ship itself, and the backward speed of the ship is controlled by the traction of the winch.

8. The method for berthing and unberthing a ship at a dock according to claim 1, characterized in that: A rolling rubber fender is provided on the side of the first pier close to the berthing water area; the ship berthing and unberthing method also includes: When the ship turns, the rolling rubber fender is used as a fulcrum and the turning direction of the ship is controlled by the tugboat.

9. The method for berthing and unberthing ships at a dock according to claim 8, characterized in that: The first pier, the second pier and the third pier of the first pier are provided with rolling rubber fenders, and the other piers of the first pier are provided with standard reaction type rubber fenders.

10. A ship berthing and unberthing device at a dock, characterized in that: include: a berthing module, configured to determine whether a first distance between the bow of the ship and the second pier meets a preset safety distance when the ship is berthing along the first direction, and if so, control the ship to enter the berthing waters between the first pier and the second pier by using a reverse cable connecting the ship and the first pier and the ship adjustment device; The unberthing module is used to connect the bow of the ship with the second pier through the cable and control the ship to move backward when the ship is unberthing; when the ship sails out of the berthing water area by a preset second distance, the stern of the ship is connected to the first pier through the cable, and the ship adjustment device is used to control the ship to turn out of the berthing water area.

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