A yacht automatic docking method and system

Abstract

The application provides a yacht automatic parking method and system, the system comprises a monitoring center, a server, a yacht and a parking garage which can communicate with each other; the method comprises the following steps: S1, the yacht determines a navigation plan and navigation information; S2, the parking demand is determined, and the parking garage which meets the nearest parking demand is preliminarily screened; S3, the yacht formulates a garage entry strategy, and the server performs second screening and sorting on the parking garage according to the garage entry strategy of the yacht; S4, the yacht sails to a key position point and / or a key time point, and sends a garage entry request to the server; S5, the parking garage evaluates the garage entry preparation required for welcoming the yacht to enter and park; S6, the server evaluates and reorders the parking garage screened for the second time according to the prediction result fed back by the garage entry preparation to obtain an optimal parking garage, and the optimal parking garage completes the garage entry preparation; S7, the yacht performs an entry parking action; S8, the yacht performs a parking and garage exit action after being supplied, and sails out of the optimal parking garage.

Description

Technical Field

[0001] This invention patent relates to the field of intelligent device control, and in particular to a method and system for automatic yacht mooring, which can guide yachts to automatically moor in the optimal dock. Background Technology

[0002] With the continuous development of artificial intelligence technology, more and more intelligent equipment has become a research hotspot. Yachts, as the preferred tool for tourists to enjoy water activities, are widely used in rivers, lakes, scenic spots, and have a large demand and frequent use. However, traditional yachts require skilled boatmen to operate and rely on human experience to complete mooring, which greatly restricts the use of yachts. After gatherings and negotiations, it is difficult for tourists to moor and return the boat independently or efficiently.

[0003] Traditional yachts rely on human steering for navigation and can be moored in batches in harbors through human control, but cannot achieve automatic and precise mooring. Specifically, yachts are moored randomly on the water's edge or in simple sampans, and cannot automatically adapt to different sizes or be refueled, thus lacking the ability to operate fully automatically.

[0004] There are three common environments for yacht mooring. First, mooring in still water, characterized by unstable steering. If the yacht's speed increases, the steering efficiency improves, but the large inertia makes it easy to collide with the dock. If the yacht's speed decreases, the steering efficiency deteriorates, the direction is difficult to control, and it is easy to miss the best dock. Second, mooring against the current, the yacht's steering efficiency is good, but the mooring angle is difficult to control, and it is easy to stop at an off-center position, affecting other yachts. Third, mooring with the current, the relative speed between the steering wheel and the water flow is smaller, the steering efficiency is reduced, and it is easier to miss the mooring point. Regardless of the sailing mode and mooring environment, tourists face considerable difficulties when mooring yachts, and safety and convenience factors reduce their willingness to use them.

[0005] With the increasing demand for intelligent yachts, the need for automated replenishment is also growing. Whether berths can respond to the replenishment needs of different types of yachts will greatly affect the widespread promotion of the yachting industry. Traditional yachts cannot simultaneously analyze information from multiple berths in a large body of water, making it difficult to find the best berth through screening. Relying solely on their own detection equipment to avoid obstacles in local waters or search for berths is prone to failure, greatly affecting berthing efficiency and hindering sailing plans. Only by continuously improving the berthing compatibility between yachts and berths can the difficulty of using yachts be reduced, giving operators and tourists more confidence and lower costs.

[0006] Therefore, overcoming the shortcomings of the existing technology is an urgent problem to be solved in this technical field. Summary of the Invention

[0007] The technical problem that this invention patent needs to solve is that the existing technology lacks an automatic berthing method that can be coordinated and scheduled to select berths that meet the automatic berthing needs of yachts, resulting in a low yacht berthing success rate and low overall utilization of berths, and in particular, it is difficult to respond to the comprehensive requirements of safety and efficiency when yachts are automatically berthed.

[0008] This invention patent achieves the above objectives through the following technical solutions.

[0009] In a first aspect, the present invention provides a method for automatically mooring a yacht, which can guide the yacht to automatically moor in an optimal dock for further refueling, the method comprising the following steps:

[0010] S1. The yacht determines its sailing plan and packages the sailing plan and current sailing information, then sends it to the server;

[0011] The voyage plan includes: a voyage timetable and stopover points along the way, wherein the stopover points include the voyage start point, the voyage intermediate point and the voyage destination;

[0012] The navigation information includes: vessel position information, draft, hull size, turning radius, replenishment requirements, and safety thresholds;

[0013] Furthermore, safety thresholds include: the minimum distance between the yacht's hull and the seabed required to prevent shallow water effects; the safe distance to prevent yachts from colliding with docks; the safe distance to prevent collisions with adjacent yachts; and the minimum physical distance required to meet resupply needs.

[0014] S2. The server determines the yacht's parking needs along the route based on the navigation plan and navigation information; the server initially filters out the nearest parking garages that meet the yacht's parking needs and feeds back the results of the initial screening to the yacht.

[0015] Among them, the berthing requirements along the route are sorted by time axis and / or by geographical distance. Each berthing requirement includes the berthing time point, berthing location point and berthing duration. The nearest berthing requirement refers to the berthing requirement that needs to be met in terms of time or has the highest priority in terms of geographical location.

[0016] The timing and location of the stop are determined by the voyage plan.

[0017] The berthing duration is determined by the resupply requirements and / or the sailing schedule. For example, if the resupply requirement is 30 minutes of charging, or the sailing schedule requires a 20-minute berthing period before departure, and the resupply requirement takes precedence over departure, the corresponding berthing duration is set at 30 minutes. After resupply, the yacht will accelerate to the next berthing location to make up for the time lost due to resupply. If the departure priority is higher than the resupply requirement, the corresponding berthing duration is set at 20 minutes, and the yacht can continue resupplying at the next berthing location.

[0018] The server can read the feature information of each dock, including the dock location information, entrance orientation, entrance shape, entrance water depth, number and size of docking spaces, and supply equipment.

[0019] The initial screening principle is that the characteristic information of the dock should meet the basic requirements of the yacht for "dock location, draft, hull size, turning radius and safety threshold" and it can be selected. The basic requirement is that the yacht does not collide when it enters and exits the dock normally.

[0020] S3. The yacht formulates an entry strategy based on the received information from one or more docking bays and sends it to the server. The server performs a second screening and sorting of the docking bays based on the yacht's entry strategy, and then feeds back the results of the second screening and sorting to the yacht.

[0021] The warehousing strategy includes key location points, key time points, warehousing routes, and warehousing speed.

[0022] The key location point refers to the starting position of the yacht when it enters the dock. It is determined by the yacht based on the location information of the dock, the draft, the size of the hull, the turning radius and the safety threshold. Specifically, the key location point should be set outside the dock and set as a polygonal / circular buffer zone. Within the buffer zone, the farther the key location point is from the dock, the longer the entry route is and the lower the difficulty of the yacht turning and adjusting.

[0023] The critical time point specifically refers to the starting point of the yacht's mooring operation. It is determined by the yacht based on its mooring speed, mooring time, and mooring duration. Specifically, the critical time point should be earlier than the mooring time point to facilitate the yacht's mooring operation. The critical time point can also be set as a time range. Within the time range, the closer the critical time point is to the mooring time point, the more urgent the yacht's mooring operation is, and the lower the margin for error. The farther the critical time point is from the mooring time point, the more leisurely the yacht's mooring operation is, and the higher the margin for error.

[0024] The entry route is determined by the yacht based on its location information, the location information of the hangar, and the orientation of the entrance.

[0025] The speed at which the yacht enters the warehouse is determined by the yacht based on its draft, hull size, turning radius, safety threshold, and inlet water depth.

[0026] S4. When the yacht reaches a key location and / or a key time point, it sends an entry request to the server.

[0027] S5. The server broadcasts the yacht's berthing request to the second-selected berths. The corresponding berths assess the preparations needed to welcome the yacht and send a prediction result back to the server.

[0028] S6. The server evaluates and reorders the second-selected docks based on the prediction results fed back from the dock preparation, and obtains the best dock. It then sends a "Allow dock entry" instruction containing the characteristic information of the best dock to the yacht, and notifies the best dock to cooperate in executing the "Allow dock entry" instruction. This best dock continues to complete the dock preparation work.

[0029] S7. The yacht communicates directly with the best docking bay according to the "Allow entry" instruction, updates the corresponding entry route, and then performs the entry and berthing action.

[0030] If the yacht is successfully moored, the server updates the yacht and the berth status information, and then proceeds to step S8.

[0031] If the berthing operation exceeds the time or number of attempts limit, the optimal berthing location for this shipyard is defined as failing. In this case, the following sub-steps need to be added:

[0032] B71. The server excludes this best dock from the docks selected in the second filter. If the server excludes this best dock, the remaining results of the second filter are empty. Then proceed to step B72. Otherwise, proceed to step B73.

[0033] B72. The server sends an alarm message to the monitoring center, which assists in the berthing of the ship based on the alarm message. After processing, if the monitoring center determines that the voyage plan should continue, it proceeds to step S8; otherwise, it ends the process.

[0034] B73. After the yacht returns to the previous key position, it resends the database entry request to the server and proceeds to step S5 to continue execution.

[0035] S8. The yacht is replenished in a timely manner within the specified berthing time. When the yacht's berthing time ends or the server issues an order in advance for the yacht to end its berthing, the yacht communicates directly with the best docking bay, executes the berthing exit action, sails out of the best docking bay, and reports the berthing exit status to the server. The server updates the yacht and docking bay status information.

[0036] After the yacht leaves the berth, refresh the navigation plan and continue executing the navigation plan, repeating steps S2-S8 until the navigation plan is completed.

[0037] Furthermore, when performing step S2, the characteristic information of the berth also includes the berth number, vacancy rate, outbound capacity, and inbound permission; the yacht's sailing plan also includes berthing permission.

[0038] The server also assesses berthing risk indicators, and then uses these indicators to assist in the initial screening, including the following steps:

[0039] B21. Select relevant parameters for berthing risk indicators: including yacht hull size, supply requirements, sailing schedule, berthing rights, and berthing hangar vacancy rate, outbound capacity, and inbound access rights.

[0040] B22. Determine the evaluation principles: The monitoring center maintains a variety of evaluation principles, including but not limited to the following three principles;

[0041] The first principle is that the lower the vacancy rate of the dock, the higher the berthing risk index. For example, the higher the coverage of the dock's occupied time slot or the scheduled time period with the agreed berthing time in the sailing schedule, the higher the berthing risk index. When it is completely covered, berthing will be refused, and the berthing risk index will be as high as 100%.

[0042] The second principle is that the worse the shipyard's outbound capacity, the easier it is for ships to become stuck in traffic, and the higher the berthing risk index. In particular, the larger the size of the yacht, the easier it is to consume the shipyard's outbound capacity, and the greater the yacht's supply needs, the easier it is to consume the shipyard's outbound capacity.

[0043] The third principle: The server compares the yacht's berthing permission with the docking permission of the berth. When the yacht's berthing permission (Htb) is less than the docking permission (Trq), the corresponding berthing risk index is as high as 100%. The yacht should apply to the monitoring center in advance for berthing permission that matches the sailing plan to meet the needs of the entire sailing plan. When the yacht's berthing permission is greater than or equal to the docking permission of the berth, the greater the yacht's berthing permission, the more berths are available, and the lower the berthing risk index of being refused entry.

[0044] B23. Calculate the berthing risk index: The server imports the relevant parameters of the berthing risk index into the normalization processing algorithm, sets reference values ​​and weight coefficients, and calculates the corresponding berthing risk index under different principles.

[0045] In the third principle, for berths with different access permissions, the monitoring center can formulate a statistical table of berthing risk indicators for yachts with different berthing permissions based on the historical data of the operation of the berth, and send it to the server for storage.

[0046] The server calculates or queries the statistical table based on the actual values ​​of the relevant parameters of the berthing risk index, obtains the corresponding berthing risk index value under each assessment principle, and takes the largest berthing risk index value as the value of the berthing risk index corresponding to the yacht and the dock.

[0047] B24. Perform preliminary screening based on berthing risk indicators and exclude berthing garages with berthing risk indicators higher than the specified risk threshold: When the server performs preliminary screening of berthing garages, it excludes berthing garages with berthing risk indicators higher than the specified risk threshold from the preliminary screening results. If the exclusion results in an empty preliminary screening result, proceed to step B25.

[0048] B25. Increase the risk threshold; the maximum risk threshold is 100%.

[0049] If the risk threshold is not greater than 100%, proceed to step B24; otherwise, it means that the server's initial screening of docking stations was empty, i.e. there were no suitable docking stations at the transit points, so proceed to step B26.

[0050] B26. The server sends an alarm message to the yacht. The yacht adjusts its sailing plan according to the alarm message, and then proceeds to step B21.

[0051] Furthermore, during step S3, the server needs to evaluate the inbound security indicators, and then use these indicators to assist the docking bay in a second screening and sorting process, including the following steps:

[0052] B31. Select relevant parameters for entry safety indicators: including the yacht's draft, hull size, turning radius, safety threshold, and the dock's entrance orientation, entrance shape, entrance water depth, and docking space size;

[0053] Furthermore, the inlet orientation, shape, and depth of each inlet can determine an inlet water cross section, which includes the upper inlet water surface, the lower inlet water bottom, and the two inlet side sections.

[0054] B32. Determine the assessment principles: The smaller the deviation between the berth of the dock entrance and the angle of the entrance channel allowed by the yacht's turning radius, the easier it is for the yacht to enter, and the higher the corresponding entry safety index; the wider the water surface at the dock entrance, the easier it is for the yacht to enter without obstacles, and the higher the corresponding entry safety index; the greater the water depth at the dock entrance, the lower the entry speed, the smaller the shallow water effect, the lower the risk of the yacht running aground, and the higher the corresponding entry safety index; the greater the size of the docking space compared to the size of the hull, the higher the corresponding entry safety index.

[0055] B33. Calculate the entry safety index: The server imports the relevant parameters of the entry safety index into the normalization processing algorithm, and sets the reference value and weight coefficient to calculate the entry safety index of each docking bay relative to the yacht.

[0056] B34. A second screening is performed based on the entry safety index, and docking yards with an entry safety index greater than the first safety threshold are selected: The server sets the entry safety index value range [A_Min, A_Max], where A_Min is the first safety threshold and A_Max is the second safety threshold. Only docking yards with an entry safety index greater than A_Min can be selected.

[0057] If the result is empty, it means that no docking bay that meets the safety requirements was found, so proceed to step B35; otherwise, proceed to step B36.

[0058] B35. The server sends an alarm message to the yacht. The yacht adjusts its navigation plan according to the alarm message and then proceeds to step B31.

[0059] B35. Sort the second screening results according to the entry safety index: The server sorts the docking warehouses with a safety coefficient greater than or equal to A_Min according to the entry safety index, with the higher the entry safety index, the higher the ranking.

[0060] When the safety index for entering the berth falls within the range of [A_Min, A_Max], the server should prompt the yacht to enter and exit the berth slowly to prevent major collision events and / or scraping against the bottom of the berth.

[0061] When the safety index upon entry into the warehouse is greater than A_Max, it indicates that the safety factor fully meets the requirements of the yacht.

[0062] Furthermore, during step S5, the warehouse preparation refers to the shipyard adjusting its existing inventory, freeing up supply spaces, and conducting self-replenishment / self-inspection of supply equipment based on supply needs, ship parking needs, the number of ship parking spaces, and supply equipment. The predicted results include the allowable warehouse entry time, the idle status and charging costs of supply equipment, and the allowable warehouse exit time.

[0063] Furthermore, when executing step S6, the server first needs to evaluate the warehousing efficiency indicators based on the prediction results fed back from the warehousing preparation, and then evaluate and reorder the second batch of ship parking areas, including the following steps:

[0064] B61. Select relevant parameters for the inbound efficiency indicators: including the yacht's docking time, docking duration, and replenishment needs, as well as the allowed inbound time of the dock, the idle status and charging cost of the replenishment equipment, and the allowed outbound time.

[0065] B62. Determine the evaluation principles: The greater the difference between the docking time and the permitted entry time, the longer the waiting time for entry, the worse the user experience, and the smaller the corresponding entry effect coefficient; the lower the match between supply demand and the idle status of supply equipment, the greater the difficulty of supply, and the smaller the corresponding entry effect coefficient; the higher the cost of supply equipment, the lower the revenue of the yacht operation, and the smaller the corresponding entry effect coefficient; the closer the departure time of the yacht after the docking period matches the permitted exit time, the greater the entry effect coefficient.

[0066] B63. Calculate the inbound efficiency index: The server imports the relevant parameters of the inbound efficiency index into the normalization processing algorithm, and sets reference values ​​and weight coefficients to calculate the inbound efficiency index of each docking bay relative to yachts.

[0067] B64. Re-sort based on entry safety index and entry benefit index: For docks with an entry safety index greater than A_Max, it means that the safety factor fully meets the yacht requirements. The server can then sort them according to the entry benefit index, with the higher the entry benefit index, the higher the ranking.

[0068] For shipyards whose inbound safety indicators fall within the range of [A_Min, A_Max], maintain the ranking from step S3.

[0069] The server can also set a benefit threshold X_Min. When the benefit index of the yacht entering the warehouse is less than X_Min, the server should send an alarm message to the yacht. The yacht can analyze the cause based on the alarm message and adjust the entry strategy or replenishment needs. For example, it can prompt the yacht that the selected docking bay has difficulty charging and should charge in advance or postpone charging, or prompt the yacht that it has difficulty leaving the dock and can extend the docking time, thereby extending the time for tourists to go ashore for fresh air.

[0070] B65. Determine the best dock: The server selects the top-ranked dock as the best dock.

[0071] Furthermore, when updating the corresponding entry route in step S7, the yacht is determined based on its current boat position information, the optimal docking bay location information, and the entrance orientation.

[0072] When updating the corresponding inbound routes, the selection of the inbound method is also included;

[0073] The monitoring center maintains multiple data entry methods and distributes them to the yacht, including but not limited to the following six:

[0074] The first method: sail into the shipyard in a direction perpendicular to the water surface at the entrance, along the centerline of the shipyard.

[0075] The second method: sail into the shipyard perpendicularly to the water surface at the entrance, following the centerline of the shipyard.

[0076] The third method: enter the shipyard from the midpoint of the entrance water surface by cutting in an arc-shaped route from upstream;

[0077] The fourth method: Starting from the upstream, the ship enters the dock by cutting in an arc-shaped route from the midpoint of the entrance water surface;

[0078] The fifth method: enter the shipyard from the midpoint of the inlet water by cutting in from the downstream in an arc-shaped route;

[0079] The sixth method: Starting from the downstream, the ship enters the dock by cutting in an arc from the midpoint of the entrance waterway;

[0080] The yacht can select its entry method based on the optimal location of the dock entrance, or directly select its entry method based on instructions from the monitoring center.

[0081] Secondly, the present invention also provides an automatic yacht mooring system, the system comprising a monitoring center, a server, a yacht and a mooring bay that can communicate with each other, and interacting with each other via wireless communication.

[0082] The monitoring center is equipped with an industrial control computer with computing, data storage and communication functions. It stores the operating status information of the server, yacht and dock, can provide the server with a variety of intelligent algorithms, and has a human-machine interface for inputting parameters and an alarm system to respond to alarm information.

[0083] The intelligent algorithm includes a normalization processing algorithm for calculating berthing risk indicators, entry safety indicators, and entry benefit indicators; a statistical algorithm required for assessing entry preparation at the berthing warehouse; and a navigation algorithm for determining entry routes.

[0084] The industrial control computer stores data in its database, including navigation plans, navigation information, replenishment requirements, ship stop requirements, feature information, warehousing strategies, and data corresponding to warehousing preparation. In particular, it stores reference values, weight coefficients, thresholds, and evaluation principles required by the normalization processing algorithm. These reference values, weight coefficients, thresholds, and evaluation principles are manually set by the monitoring center and / or automatically optimized by AI intelligent technology.

[0085] The thresholds include the safety threshold, risk threshold, first safety threshold, second safety threshold, and benefit threshold.

[0086] The monitoring center can also generate a statistical table of berthing risk indicators for each yacht under different berthing permissions based on the historical data of each berthing bay, and save it in the industrial control computer;

[0087] The industrial control computer in the monitoring center also stores multiple entry methods, which can grant berthing permissions to yachts and set entry permissions for the docking bay.

[0088] During implementation, the monitoring center has an online ticketing app available, which tourists can download and complete the ticket purchase process on their terminal devices. The monitoring center updates the ticketing information to the server, yachts, and docks.

[0089] The server is equipped with a control board that has computing, data storage and communication functions;

[0090] The server is installed in the monitoring center, the yacht's wheelhouse, or on top of the dock.

[0091] The server is used to process the yacht's navigation plan and navigation information, determine the yacht's parking needs along the way, and then combine the characteristic information of the parking garage to initially screen the parking garages that meet the yacht's parking size requirements.

[0092] The server is also used to filter out and sort yacht parking garages that meet the safety requirements for yacht parking based on the yacht parking policy.

[0093] The server is also used to respond to yacht entry requests, select the best berth based on the prediction results fed back from the berth preparation, and interact with the yacht and berth to exchange operating instructions and alarm information, and record the operating conditions of the yacht and berth.

[0094] The server can access the normalization processing algorithm, reference values, weighting coefficients, statistical tables, yacht operating condition information, and docking bay operating condition information of the monitoring center, thereby completing the calculation and sorting of berthing risk indicators, docking safety indicators, and docking benefit indicators.

[0095] The yacht is equipped with a controller that has computing, data storage, communication and navigation functions;

[0096] It can be used to formulate navigation plans and provide navigation information, as well as to formulate warehouse entry strategies (including determining key locations, key time points, entry routes and entry speeds), send warehouse entry requests, select warehouse entry methods and update warehouse entry routes, execute warehouse entry berthing actions, replenish supplies in a timely manner within the specified berthing duration, and execute berthing exit actions.

[0097] The shipyard is equipped with a control box that has computing, data storage and communication functions;

[0098] Each berth has at least one berthing space, and each berthing space can accommodate multiple yachts in series longitudinally and / or in parallel laterally.

[0099] The dock is equipped with supply equipment to provide supplies to yachts, and the yachts are equipped with receivers corresponding to the supply equipment.

[0100] The ship dock can report characteristic information to the monitoring center, which is convenient for the server to read and schedule in a unified manner;

[0101] The berth can assess and complete the necessary preparations for welcoming the yacht into the berth based on the content of the berth request.

[0102] Furthermore, the monitoring center, server, yacht, and dock are all equipped with mutually identifiable communication devices, and exchange data through wireless channels.

[0103] The yacht's controller has a built-in navigation device and is connected to an external detection device. The navigation device includes GPS navigation, Beidou navigation and / or inertial navigation system, which is used to provide the current position information of the yacht.

[0104] The detection equipment includes a water level gauge, which is installed on the side of the yacht and can monitor the yacht's draft in real time. The draft varies depending on the yacht's load.

[0105] The detection equipment also includes a depth probe, which is installed on the bottom of the yacht and can monitor the distance from the bottom of the yacht to the bottom of the water in real time, especially for monitoring the distance between the bottom of the yacht and the bottom of the dock.

[0106] The detection equipment also includes millimeter-wave radar and / or ultrasonic radar, which are installed on the top or sides of the yacht and can monitor the distance between the yacht and the entrance and / or sidewalls of the dock in real time, as well as the distance between the yacht and other yachts in real time.

[0107] The shipyard is equipped with detection devices and supply equipment;

[0108] The detection device includes a depth gauge, which is installed at the entrance of the dock. It can monitor the entrance water depth in real time. The server can calculate the entrance water cross-section based on the entrance water depth and entrance shape to obtain the entrance water surface width, thereby providing data support for formulating dock entry strategies for yachts, initial screening by the server, secondary screening and sorting.

[0109] The detection device includes a counting detector, which is installed on the top surface of the shipyard to determine the number of ship parking spaces and the vacancy status of the shipyard, providing data support for calculating the vacancy rate;

[0110] The supply equipment is self-replenishing and self-testing, providing material and data support in response to supply needs.

[0111] Furthermore, the supply requirements include power replenishment, water replenishment, food replenishment and / or tourist source replenishment;

[0112] The supply equipment includes charging piles, water tanks, food cabinets, and automated dock ramps.

[0113] When determining the shortest physical distance required to meet supply needs, the safety threshold also includes a power line length threshold, a water pipe length threshold, a food conveyor belt length threshold, and / or a dock ramp length threshold.

[0114] The detection equipment on the yacht also includes a power monitor, a water level monitor, a food counter, and a distance detector, which can monitor the remaining power, water, food, and distance to shore on the yacht in real time, thereby obtaining a quantitative supply requirement and providing data support for automatic supply during automatic berthing.

[0115] Among them, tourist replenishment refers to the situation where tourists request to disembark and / or new tourists request to board at the stops along the way.

[0116] Furthermore, the ship berth also includes sonar signal sources and / or indicator lights evenly distributed along the inlet water section;

[0117] The detection equipment of the yacht includes a sonar receiver and / or a camera, which are installed on the top, bow, stern and / or bottom of the yacht.

[0118] The sonar receiver enables the yacht to acquire sonar data from the sonar signal source in real time when it is mooring in the saddlebag, search for the whole or part of the inlet water section that can accommodate the yacht, lock the corresponding inlet midpoint, and guide the yacht to enter the saddlebag from the inlet midpoint.

[0119] The camera allows the yacht to obtain the light source signal of the indicator light in real time when it is entering the berth, search for the whole or part of the water section of the entrance that can accommodate the yacht, lock the corresponding entrance midpoint, and guide the yacht to enter the berth from the entrance midpoint.

[0120] The advantages of this invention patent compared to the prior art are as follows.

[0121] 1. By building an automated berthing system through a monitoring center, server, yachts, and berths, multiple rounds of screening and sorting between yachts and berths can be achieved, resulting in a comprehensive and efficient berthing solution, greatly improving the automated berthing capability of yachts and thus increasing the success rate of automated berthing.

[0122] 2. In the automatic berthing method, new indicators such as berthing risk index, berthing safety coefficient, and berthing efficiency coefficient are introduced to optimize the feasibility, safety, and efficiency management of automatic yacht berthing, reduce the risk of berthing failure, improve the efficiency of automatic berthing, and provide an effective solution for the intelligent autonomous operation of yachts.

[0123] 3. By filtering and sorting multiple times through the server, the detection and calculation tasks of the yacht are distributed, reducing the difficulty of detection and algorithm complexity in the automatic berthing of the yacht. The server can help the yacht search and analyze multiple docks in a larger body of water at the same time, solving the problem that traditional yachts have difficulty searching and identifying docks by relying solely on their own detection equipment.

[0124] 4. By sorting multiple times, the safety and efficiency of warehousing can be further improved. Only the optimal stopping and exit points are arranged for timely preparation of warehousing, which reduces the calculation and preparation workload of the warehousing facility and improves the warehousing facility's berthing capacity for yachts. Attached Figure Description

[0125] To more clearly illustrate the technical solutions of the embodiments of this invention, the drawings used in the embodiments of this invention will be briefly described below. Obviously, the drawings described below are merely some embodiments of this invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0126] Figure 1 This is a flowchart illustrating the automatic yacht mooring method in Example 1.

[0127] Figure 2 This is a schematic diagram of the yacht navigation plan in Example 1, which includes three stop points along the route.

[0128] Figure 3 This is a schematic diagram of the process for initial screening in the automatic yacht berthing method of Example 1.

[0129] Figure 4 This is a flowchart illustrating the second filtering and sorting process in the automatic yacht berthing method of Example 1.

[0130] Figure 5 This is a schematic diagram of the process for determining the optimal docking bay in the automatic yacht berthing method of Example 1.

[0131] Figure 6 This is a schematic diagram of the composition and communication of the automatic yacht mooring system in Example 2.

[0132] Figure 7 This is a top-view perspective view of the yacht automatic berthing system in Example 2, where multiple yachts can be berthed horizontally in parallel in the berthing bay.

[0133] Figure 8 This is a bottom-view perspective view of the yacht automatic berthing system in Example 2, where multiple yachts can be berthed horizontally in parallel in the berthing bay.

[0134] Figure 9 This is a 3D view of the yacht in the automatic yacht berthing system of Example 2.

[0135] Figure 10 This is a perspective view of the yacht automatic berthing system in Example 2, where multiple yachts can be berthed longitudinally in the berthing bay.

[0136] Figure 11This is a perspective view of the yacht automatic berthing system in Example 2, where multiple yachts can be berthed in the berth.

[0137] In the diagram: 1-Monitoring Center; 2-Server; 3-Yacht; 4-Dock; A-Starting Point of Voyage; B-Midpoint of Voyage; C-Destination of Voyage; 301-Water Level Gauge; 302-Depth Probe; 303-Millimeter Wave Radar; 304-Ultrasonic Radar; 305-Sonar Receiver; 306-Camera; 401-Depth Gauge; 402-Counting Detector; 403-Charging Pile; 404-Water Tank; 405-Food Cabinet; 406-Automatic Dock Platform; 407-Sonar Signal Source; 408-Indicator Light. Detailed Implementation

[0138] To make the purpose, technical solution, and advantages of this invention patent clearer, the following detailed description of this invention patent is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely for explaining this invention patent and are not intended to limit this invention patent.

[0139] In the description of this invention patent, the terms "inner", "outer", "longitudinal", "lateral", "upper", "lower", "top", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this invention patent and do not require this invention patent to be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention patent.

[0140] Furthermore, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other; the present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0141] Example 1, such as Figure 1-5 As shown, an automatic yacht mooring method is provided, which can guide the yacht 3 to automatically moor in the optimal dock 4 and further refuel;

[0142] like Figure 1 As shown, the method includes the following steps:

[0143] S1, Yacht 3 determines the sailing plan and packages the sailing plan and current sailing information, sending it to Server 2;

[0144] The voyage plan includes: a voyage timetable and stopover points along the way, wherein the stopover points include the voyage start point, the voyage intermediate point and the voyage destination;

[0145] The navigation information includes: boat position information Yt, draft Ycs, hull size Ycc, turning radius Yzb, supply requirements and safety thresholds; the boat position information is updated in real time while the yacht is sailing.

[0146] Among them, the larger the hull size, the larger the turning radius. Even if yacht 3 can turn on the spot, there must be at least a space equivalent to the hull size for turning on the spot. Therefore, the turning radius is defined as the maximum channel size formed by the bow or stern of yacht 3 in the water when it turns.

[0147] Furthermore, the safety thresholds include: the minimum distance Qz_Min between the bottom of the yacht 3 and the seabed required to prevent shallow water effects; the safe distance Tz_Min between the two sides of the entrance to the dock 4, where the buildings are most vulnerable, to prevent the yacht 3 from colliding with the dock 4; the safe dimension Lz_Min required to prevent the dock 4 from being unable to accommodate the yacht 3 when other yachts 3 are already moored in the dock 4, or when the yacht 3 is required to moor between two yachts 3; and the minimum physical distance required to meet resupply needs.

[0148] S2. The server 2 determines the mooring needs of the yacht 3 along the route based on the navigation plan and navigation information; the server 2 initially screens the mooring garages 4 that meet the nearest mooring needs of the yacht 3, and feeds back the results of the initial screening to the yacht 3.

[0149] Among them, the demand for stopping along the way is sorted by geographical distance. Each demand for stopping includes the stopping time, stopping location and stopping duration. The nearest demand for stopping refers to the demand for stopping that has the highest priority in terms of geographical location.

[0150] The timing and location of the stop are determined by the voyage plan.

[0151] like Figure 2 As shown, yacht 3 starts from point A, passes through point B, and arrives at point C, the destination. The corresponding data is stored in array T[M][N]. M=3 indicates that there are 3 docking points. N=4 indicates that each docking point involves 4 parameters, which correspond to the current docking point T_DW, the docking time Tad, the next docking point T_XW, and the departure time Tas. The docking time can be obtained by subtracting Tas and Tad corresponding to the same docking point.

[0152] Furthermore, the docking duration is determined by the resupply requirements and / or the sailing schedule. In this embodiment, the resupply requirement is to charge for 30 minutes, or the sailing schedule requires a 20-minute berthing period before departure. If the priority of the resupply requirement is greater than that of departure, the corresponding docking duration is determined to be 30 minutes. After resupply, the yacht 3 will accelerate to the next docking location to make up for the time lost due to resupply. If the priority of departure is greater than that of the resupply requirement, the corresponding docking duration is determined to be 20 minutes, and the yacht 3 can continue to resupply at the next docking location.

[0153] The server 2 can read the feature information of each dock 4, including the dock location information Ck, entrance orientation Rf, entrance shape Rx, entrance water depth Rs, number of docking positions Tnum and docking position size Tc, and supply equipment Bj of each dock 4; the feature information of each dock 4 is stored in the array Tz[M].

[0154] The initial screening principle is as follows: the characteristic information of the dock 4 should meet the basic requirements of the yacht 3 for "dock location, draft, hull size, turning radius and safety threshold". The basic requirements mean that the yacht 3 does not collide when it enters and exits the dock 4 normally, the dock location corresponds to the dock location information, the inlet water depth meets the draft and safety threshold requirements, the inlet shape and dock size meet the hull size and safety threshold requirements, and the inlet orientation and shape meet the turning radius requirements. If these conditions are met, the yacht 3 can be selected.

[0155] S3, Yacht 3 formulates an entry strategy based on the received information from one or more docking bays 4 and sends it to Server 2. Server 2 performs a second screening and sorting of docking bays 4 based on Yacht 3's entry strategy, and then feeds back the results of the second screening and sorting to Yacht 3.

[0156] The warehousing strategy includes key location points, key time points, warehousing routes, and warehousing speed.

[0157] Among them, the key location point specifically refers to the starting position of the yacht 3 when it enters the berth. It is determined by the yacht 3 based on the location information of the berth, draft, hull size, turning radius and safety threshold. Specifically, the key location point should be set 100 to 150m outside the berth 4.

[0158] Among them, the key time point specifically refers to the starting point of the time when the yacht 3 performs the action of entering the berth. It is determined by the yacht 3 based on the speed of entering the berth, the time of stopping, and the duration of berthing. Specifically, the key time point should be 5 to 10 minutes earlier than the time of stopping to facilitate the yacht 3 to enter the berth.

[0159] The route to the warehouse is determined by Yacht 3 based on the yacht's location information, the warehouse's location information, and the entrance orientation, and can be obtained using existing / conventional navigation algorithms.

[0160] The entry speed of yacht 3 is determined by the yacht based on its draft, hull size, turning radius, safety threshold, and inlet water depth. In actual operation, the entry speed of yacht 3 is reduced as much as possible to prevent shallow water effect.

[0161] S4. Yacht 3 sails to the key location point and / or key time point and sends an entry request to server 2.

[0162] S5. Server 2 broadcasts the yacht 3's request to enter the berth to the second selected berth 4. The corresponding berth 4 assesses the preparations needed to welcome the yacht 3 into the berth and sends a prediction result back to Server 2.

[0163] S6. Server 2 evaluates and reorders the second-selected dock 4 based on the prediction results fed back from the dock preparation, and obtains the best dock 4; and sends a "allow docking" instruction containing the feature information of the best dock 4 to the yacht 3, and at the same time notifies the best dock 4 to cooperate in executing the "allow docking" instruction, and this best dock 4 continues to complete the docking preparation work.

[0164] S7, Yacht 3 communicates directly with the best docking bay 4 according to the "Allow entry" instruction, updates the corresponding entry route, and then performs the entry and berthing action;

[0165] If the berthing is successful, server 2 updates the working status information of yacht 3 and berth 4, and then proceeds to step S8;

[0166] If the berthing action exceeds the time limit, specifically exceeding 95% of the berthing duration, or exceeding the limit of 10 attempts, then berthing in optimal berth 4 is defined as a failure, and the following sub-steps need to be added:

[0167] B71. Server 2 excludes this best dock 4 from the dock 4 selected in the second screening. If Server 2 excludes this best dock 4, resulting in the remaining results of the second screening being empty, then proceed to step B72; otherwise, proceed to step B73.

[0168] B72. Server 2 sends alarm information to monitoring center 1. Monitoring center 1 assists in berthing based on the alarm information, such as completing the berthing of yacht 3 through manual intervention. After processing, if monitoring center 1 determines to continue the sailing plan, it proceeds to step S8; if it determines not to continue the sailing plan, it ends.

[0169] B73. After Yacht 3 returns to the previous key position, it resends the database entry request to Server 2 and proceeds to step S5 to continue execution.

[0170] S8. Yacht 3 is replenished in a timely manner within the specified berthing time. When the berthing time of yacht 3 ends or the server 2 issues an order in advance for yacht 3 to end berthing, yacht 3 communicates directly with the best docking bay 4 to perform the berthing out action, sails out of the best docking bay 4, and reports the berthing out status to the server 2. The server 2 updates the working status information of yacht 3 and docking bay 4.

[0171] After yacht 3 leaves the berth, refresh the navigation plan and continue executing the navigation plan, repeating steps S2-S8 until the navigation plan is completed.

[0172] In this embodiment, as Figure 3 As shown, when executing step S2, the feature information of the berth 4 also includes the berth 4 number Tbh[M]={A, B, C}, idle rate Tkx, outbound capacity Tck and inbound permission Trq=5; the sailing plan of the yacht 3 also includes the berthing permission Htb=10;

[0173] Server 2 also assesses berthing risk indicators and then uses these indicators to assist in the initial screening, including the following steps:

[0174] B21. Select relevant parameters for berthing risk indicators: including the hull size, supply requirements, sailing schedule, and berthing rights of yacht 3, and the vacancy rate, outbound capacity, and inbound rights of berthing garage 4.

[0175] B22. Determining Evaluation Principles: Monitoring Center 1 maintains multiple evaluation principles, including but not limited to the following three principles:

[0176] First principle: The lower the vacancy rate of dock 4, the higher the berthing risk index. For example, the higher the coverage of dock 4 by the scheduled time period to the agreed docking time in the sailing schedule, the higher the berthing risk index. When it is fully covered, berthing will be refused, and the berthing risk index will be as high as 100%. The vacancy rate Tkx is given by dock 4 based on the number of yachts 3 NL and the number of docking spaces Tnum during the current operation period.

[0177] Formula 1: Tkx = 1 - NL / Tnum * 100%

[0178] Formula 2: f1(Tkx)=(Tkx- TCkx_min) / (TCkx_max- TCkx_min) *100%,

[0179] Where f1(Tkx) is the normalization processing algorithm function corresponding to the vacancy rate, which can calculate the berthing risk index, TCkx_max is the maximum reference value of vacancy rate, and TCkx_min is the minimum reference value of vacancy rate;

[0180] The second principle is that the worse the outbound capacity of the docking bay 4 is, the easier it is to cause a ship blockage. After the ship blockage, the yacht 3 will not be able to enter the dock, cannot find an empty space for resupply, and cannot leave the dock, resulting in a higher berthing risk index. In particular, the larger the size of the yacht 3, the easier it is to consume the outbound capacity of the docking bay 4. The outbound capacity Tck is given by the docking bay 4 based on the already moored yacht 3 and the working conditions of the docking bay 4, including the hull size Ycc and the docking space size Tc.

[0181] Formula 3: Tck=Ycc.K / Tc.K *100%+ Ycc.L / Tc.L *100%;

[0182] Formula 4: f2(Tck)=(Tck - TCck_min) / ( TCck_max- TCck_min) *100%;

[0183] Where f2(Tck) is the normalization algorithm function corresponding to the outbound capacity, which can calculate the berthing risk index; Ycc.K is the hull width corresponding to the hull size; Ycc.L is the hull length corresponding to the hull size; Tc.K is the width corresponding to the berthing position size; Tc.L is the length corresponding to the berthing position size; TCck_max is the maximum reference value of outbound capacity; and TCck_min is the minimum reference value of outbound capacity.

[0184] The third principle: Server 2 compares the berthing permission of yacht 3 with the entry permission of garrison 4. When the berthing permission Htb of yacht 3 is less than the entry permission Trq of garrison 4, the corresponding berthing risk index is as high as 100%. Yacht 3 should apply to monitoring center 1 in advance for berthing permission that matches the sailing plan to meet the needs of the entire sailing plan. When the berthing permission of yacht 3 is greater than or equal to the entry permission of garrison 4, the greater the berthing permission of yacht 3, the more garrison 4 options there are, and the lower the berthing risk index of being refused entry. Alternatively, the lower the entry permission of garrison 4, the easier it is to accept yacht 3, and the easier it is to be occupied by other yachts 3, and the higher the berthing risk index.

[0185] B23. Calculate the berthing risk index: Server 2 imports the relevant parameters of the berthing risk index into the normalization processing algorithm, and reads the reference value and weight coefficient to calculate the corresponding berthing risk index under different principles.

[0186] In the third principle, for docking bays 4 with different access permissions, monitoring center 1 can formulate a statistical table of berthing risk indicators for yachts 3 with different berthing permissions based on the historical data of the operation of docking bay 4, and send it to server 2 for storage.

[0187] Server 2 calculates the berthing risk index values ​​corresponding to the first and second principles based on the actual values ​​of the relevant parameters of the berthing risk index. Then, it queries the berthing risk index value corresponding to the third principle from the statistical table to obtain the berthing risk index values ​​corresponding to each assessment principle. The largest berthing risk index value is taken as the value of the berthing risk index currently corresponding to yacht 3 and berth 4.

[0188] B24. Based on the berthing risk index, perform preliminary screening and exclude berthing 4 that is higher than the specified risk threshold: When the server 2 performs preliminary screening of berthing 4, it excludes berthing 4 whose berthing risk index is higher than 96% of the risk threshold from the preliminary screening results. If the exclusion results in an empty preliminary screening result, proceed to step B25.

[0189] B25. Increase the risk threshold by 1% each time;

[0190] If the risk threshold is not greater than 100%, proceed to step B24; otherwise, it means that the initial screening result of server 2 when initially screening the docking bay 4 is empty, that is, there is no suitable docking bay 4 at the route docking point, then proceed to step B26.

[0191] B26. Server 2 sends an alarm message to yacht 3. Yacht 3 adjusts its navigation plan according to the alarm message and then proceeds to step B21.

[0192] In this embodiment, as Figure 4 As shown, when executing step S3, server 2 needs to evaluate the entry security indicators, and then use the entry security indicators to assist dock 4 in performing a second screening and sorting, including the following steps:

[0193] B31. Select relevant parameters for entry safety indicators: including the draft Ycs, hull size Ycc, turning radius Yzb, and safety threshold of yacht 3, and the entrance orientation Rf, entrance shape Rx, entrance water depth Rs, and mooring space size Tc of mooring silo 4; for example, for yacht 3 with a hull size of 8m in length and 4m in width, the corresponding safety thresholds include: Qz_Min=0.5m, Tz_Min=0.5m, Lz_Min=0.8m;

[0194] Furthermore, the inlet orientation, shape, and depth of each group of inlets can determine an inlet water section. The inlet water section includes the upper inlet water surface, the lower inlet water bottom, and the two inlet side sides, where the inlet side sides also coincide with the side side of the dock 4.

[0195] B32. Determine the assessment principle: The smaller the deviation between the entrance orientation of the shipyard 4 and the angle of the entrance channel allowed by the turning radius of the yacht 3, the easier it is for the yacht 3 to enter, and the higher the corresponding entry safety index.

[0196] The wider the entrance water surface of the boat shed 4, the easier it is for the yacht 3 to enter without obstacles, and the higher the corresponding entry safety index.

[0197] The greater the water depth at the entrance of the shipyard 4 and the smaller the shallow water effect, the lower the risk of the yacht 3 running aground, and the higher the corresponding safety index for entering the shipyard.

[0198] Formula 5: f3()=Ra1*fab(Rf – Yzb.rf) / ( Rf_max- Rf_min) *100%

[0199] + Ra2*(Rx.Rk – Ycc.K) / Tz_Min *100%

[0200] + Ra3*(Rs – Ycs) / Qz_Min *100%

[0201] + Ra4*(Tc.L – Ycc.L) / Lz_Min *100%

[0202] + Ra5*(Tc.K – Ycc.K) / Lz_Min *100%;

[0203] Where f3() is the normalization algorithm function corresponding to the calculation of the warehouse safety index, and fab() is the absolute value function, which can obtain the absolute value after subtracting the parameters in the parentheses;

[0204] Yzb.rf is the entrance channel angle corresponding to the turning radius of the yacht (3), Rf_max is the maximum reference value of the entrance channel angle allowed by the turning radius of the yacht (3), and Rf_min is the minimum reference value of the entrance channel angle allowed by the turning radius of the yacht (3).

[0205] Ycc.K represents the hull width corresponding to the hull size, Ycc.L represents the hull length corresponding to the hull size; Rx.Rk represents the water surface width corresponding to the shape of the 4th entrance to the dock.

[0206] Tc.K is the width corresponding to the dimensions of the mooring space, and Tc.L is the length corresponding to the dimensions of the mooring space.

[0207] When Rx.Rk is less than Ycc.K, yacht 3 is not allowed to enter the dock 4, and the entry safety index corresponding to f3() is 0;

[0208] When Rs is less than Ycs, yacht 3 is not allowed to enter the shipyard 4, and the entry safety index corresponding to f3() is 0.

[0209] When Tc.L is less than Ycc.L, yacht 3 is not allowed to enter the dock 4, and the entry safety index corresponding to f3() is 0;

[0210] When Tc.K is less than Ycc.K, yacht 3 is not allowed to enter the shipyard 4, and the entry safety index corresponding to f3() is 0;

[0211] Ra1, Ra2, Ra3, Ra4, and Ra5 are the corresponding weighting coefficients;

[0212] B33. Calculate the warehouse entry safety index: Server 2 imports the relevant parameters of the warehouse entry safety index into the normalization processing algorithm, and sets reference values ​​and weight coefficients to calculate the warehouse entry safety index of each docking bay 4 relative to the yacht 3.

[0213] B34. A second screening is performed based on the entry safety index, and dock 4 with an entry safety index greater than the first safety threshold is selected: In server 2, the entry safety index value range is set to [A_Min, A_Max]. A_Min is the first safety threshold, which is equal to 0.1, and A_Max is the second safety threshold, which is equal to 0.8. Only dock 4 with an entry safety index greater than A_Min can be selected.

[0214] If the result is empty, it means that no docking bay 4 that meets the safety requirements was found, then proceed to step B35; otherwise, proceed to step B36.

[0215] B35. Server 2 sends an alarm message to yacht 3. Yacht 3 adjusts its navigation plan according to the alarm message and then proceeds to step B31.

[0216] B35. Sort the second screening results according to the entry safety index: Server 2 sorts the docking warehouses 4 with a safety coefficient greater than or equal to A_Min according to the entry safety index, with the higher the entry safety index, the higher the ranking.

[0217] When the safety index for entering the warehouse falls within the range of [A_Min, A_Max], server 2 should prompt yacht 3 to slowly enter and exit the berth 4 to prevent sending major collision events and / or scraping the bottom of the berth 4.

[0218] When the safety index for entry into the warehouse is greater than A_Max, it means that the safety factor fully meets the requirements of Yacht 3.

[0219] In this embodiment, when performing step S5, the warehousing preparation refers to the berth 4 adjusting its existing inventory based on supply needs, berthing needs, number of berthing spaces, and supply equipment. For example, smaller yachts 3 are moved to smaller berth 4, while larger berth 4 is made available for yachts 3 of suitable size, freeing up supply spaces and enabling self-replenishment / self-inspection of supply equipment. The prediction results include the allowed warehousing time point YRd, the idle status of supply equipment, and the allowed outbound time point YCd.

[0220] In this embodiment, as Figure 5As shown, when executing step S6, server 2 needs to first evaluate the warehousing efficiency indicators based on the prediction results fed back by the warehousing preparation, and then evaluate and reorder the second-selected ship docking bays 4, including the following steps:

[0221] B61. Select relevant parameters for the inbound efficiency indicators: including the docking time point Tad, docking duration, and supply requirements of yacht 3, and the allowed inbound time point YRd, the idle status of supply equipment, and the allowed outbound time point YCd of the docking silo 4.

[0222] The replenishment requirements include: charging requirement CDxq corresponds to the remaining power, water replenishment requirement BSxq corresponds to the remaining water volume, and food requirement SPxq corresponds to the remaining food; the charging capacity CDNL corresponding to the dock 4 corresponds to the power and quantity of charging pile 403, the water replenishment capacity corresponds to the capacity and water output power of water storage tank 404 BSNL, and the food replenishment capacity SPNL corresponds to the capacity and shipping capacity of food cabinet 405;

[0223] B62. Determine the evaluation principles: The greater the difference between the docking time and the allowed entry time, the longer the waiting time for entry, the worse the user experience, and the smaller the corresponding entry effect coefficient; the lower the match between the supply demand and the idle status of the supply equipment, the greater the difficulty of supply, and the smaller the corresponding entry effect coefficient; the closer the departure time Tas of yacht 3 after the docking time is matched with the allowed exit time YCd, the greater the entry effect coefficient.

[0224] Formula 6:

[0225] f4()=Ra6*1-(Tad – YRd) / ( YRd_max- YRd_min) *100%

[0226] + Ra7*(CDNL – CDxq) / ( CD_max- CD_min) *100%

[0227] + Ra8*(BSNL– BSxq) / ( BS_max- BS_min) *100%

[0228] + Ra9*(SPNL– SPxq) / ( SP_max- SP_min) *100%

[0229] + Ra10*1- ( YCd – Tas) / ( YCd_max- YCd _min) *100%;

[0230] Where f4() is the normalization algorithm function corresponding to the calculation of the warehousing benefit index.

[0231] YRd_max is the maximum allowable reference value for the entry time point, and YRd_min is the minimum allowable reference value for the entry time point;

[0232] CD_max is the maximum reference value for the charging capacity of dock 4, and CD_min is the minimum reference value for the charging capacity of dock 4.

[0233] BS_max is the maximum reference value for the water replenishment capacity of 4th dock, and BS_min is the minimum reference value for the water replenishment capacity of 4th dock.

[0234] SP_max is the maximum reference value for the food replenishment capacity of Shipyard 4, and SP_min is the minimum reference value for the food replenishment capacity of Shipyard 4.

[0235] YCd_max is the maximum allowable reference value for outbound time points, and YCd_min is the minimum allowable reference value for outbound time points;

[0236] Ra6, Ra7, Ra8, Ra9, and Ra10 are the corresponding weighting coefficients;

[0237] B63. Calculate the inbound efficiency index: Server 2 imports the relevant parameters of the inbound efficiency index into the normalization processing algorithm, and sets reference values ​​and weight coefficients to calculate the inbound efficiency index of each docking bay 4 relative to the yacht 3.

[0238] B64. Re-sort based on the safety index and the benefit index of the warehousing: For the warehousing 4 whose safety index is greater than A_Max, it means that the safety coefficient fully meets the needs of the yacht 3. Then the server 2 can be sorted according to the benefit index, with the higher the benefit index, the higher the ranking.

[0239] For docking bay 4 whose inbound safety index falls within the range of [A_Min, A_Max], maintain the ranking from step S3.

[0240] Server 2 can also set a benefit threshold X_Min=0.1. When the benefit index of entering the warehouse is less than X_Min, Server 2 should send an alarm message to Yacht 3. Yacht 3 can analyze the cause based on the alarm message and adjust the entry strategy or replenishment needs. For example, it can prompt Yacht 3 that the selected dock 4 has difficulty charging and should charge in advance or postpone charging, or prompt Yacht 3 that it has difficulty leaving the dock and can extend the docking time, thereby extending the time for tourists to go ashore for fresh air.

[0241] B65. Determine the best docking bay 4: Server 2 selects the top-ranked docking bay 4 as the best docking bay 4.

[0242] In this embodiment, when updating the corresponding entry route in step S7, the yacht 3 formulates the route based on the yacht 3's current boat position information, the optimal docking bay 4's bay position information, and the entrance orientation.

[0243] When updating the corresponding inbound routes, the selection of the inbound method is also included;

[0244] Monitoring center 1 stores multiple data entry methods and distributes them to yacht 3, including but not limited to the following six:

[0245] The first method: sail into the shipyard 4 in a forward direction along the centerline of the shipyard 4 in a manner perpendicular to the water surface at the entrance;

[0246] The second method: Drive into the shipyard 4 in a reverse direction along the centerline of the shipyard 4 in a manner perpendicular to the water surface at the entrance;

[0247] The third method: enter the shipyard 4 from the midpoint of the entrance water surface by cutting in an arc-shaped route from upstream;

[0248] The fourth method: Starting from the upstream, the ship enters the dock from the midpoint of the entrance water surface in an arc-shaped manner;

[0249] The fifth method: enter the shipyard 4 from the midpoint of the entrance water surface by cutting in from the downstream in an arc-shaped route;

[0250] The sixth method: Starting from the downstream, the ship enters the dock 4 from the midpoint of the entrance water surface by cutting in with an arc-shaped route;

[0251] Yacht 3 can select the first entry method based on the entrance orientation of the optimal docking bay 4, or directly select the entry method according to the instructions of the monitoring center 1.

[0252] Example 2: As Figure 6-11 As shown, this embodiment of the invention provides an automatic yacht mooring system. The system includes a monitoring center 1, a server 2, a yacht 3, and a mooring bay 4 that can communicate with each other. Specifically, data interaction is achieved through wireless communication. The yacht 3 has a hull size of 8m in length, 4m in width, 1m in draft, and a turning radius of 15m. Its supply requirements include charging, water replenishment, and food.

[0253] The monitoring center 1 is equipped with an industrial control computer with computing, data storage and communication functions. It stores the operating status information of server 2, yacht 3 and dock 4. It can provide server 2 with a variety of intelligent algorithms, and is equipped with a human-machine interface for inputting parameters. It is also equipped with an alarm system to respond to alarm information. On-duty personnel can manually intervene according to the alarm information to realize the docking of yacht 3.

[0254] The intelligent algorithm includes a normalization processing algorithm for calculating berthing risk indicators, berthing safety indicators, and berthing benefit indicators; a statistical algorithm required for berthing 4 to assess berthing preparation; and a navigation algorithm for formulating berthing routes. These are all conventional algorithms in the field of intelligent equipment control. The normalization processing algorithm can also be replaced by intelligent algorithms such as dynamic programming or neural networks.

[0255] The industrial control computer stores data in its database, including navigation plans, navigation information, replenishment requirements, ship stop requirements, feature information, warehousing strategies, and data corresponding to warehousing preparation. In particular, it stores reference values, weight coefficients, thresholds, and evaluation principles required by the normalization processing algorithm. These reference values, weight coefficients, thresholds, and evaluation principles are manually set by the monitoring center 1 and / or automatically optimized by AI intelligent technology.

[0256] The thresholds include the safety threshold, risk threshold, first safety threshold, second safety threshold, and benefit threshold.

[0257] The monitoring center 1 can also generate a statistical table of berthing risk indicators for each yacht 3 under different berthing permissions based on the historical data of each berthing bay 4, and save it in the industrial control computer;

[0258] The industrial control computer in monitoring center 1 also stores multiple storage methods, which can grant berthing permission to yacht 3 and set storage permission for dock 4.

[0259] During implementation, the monitoring center 1 has an online ticketing app available, which allows tourists to download and complete the ticket purchase process through their terminal devices. The monitoring center 1 updates the ticketing information to the server 2, yacht 3, and dock 4.

[0260] The server 2 is equipped with a control board that has computing, data storage and communication functions;

[0261] The server 2 is installed in the monitoring center 1, the wheelhouse of the yacht 3, or on the top of the dock 4.

[0262] The server 2 is used to process the sailing plan and sailing information of the yacht 3, determine the docking needs of the yacht 3 along the way, and then combine the feature information of the docking garage 4 to initially screen the docking garage 4 that meets the docking size requirements of the yacht 3.

[0263] The server 2 is also used to filter out the docking bays 4 that meet the docking safety requirements of the yacht 3 according to the yacht 3's docking strategy, and sort them.

[0264] The server 2 is also used to respond to the entry request of the yacht 3, and to select the best berth 4 based on the prediction results fed back by the preparation of the berth 4. It can also interact with the yacht 3 and the berth 4 to exchange operating instructions and alarm information, such as the "allow entry" instruction and the "end berthing" instruction, and record the operating conditions of the yacht 3 and the berth 4.

[0265] The server 2 can access the normalization processing algorithm, reference values, weight coefficients, statistical tables, yacht 3 operating condition information, and docking bay 4 operating condition information of the monitoring center 1, thereby completing the calculation and sorting of berthing risk indicators, docking safety indicators, and docking benefit indicators.

[0266] The yacht 3 is equipped with a controller that has computing, data storage, communication and navigation functions;

[0267] It can be used to formulate navigation plans and provide navigation information. It can also be used to formulate warehouse entry strategies, including determining key location points, key time points, entry routes and entry speeds, sending warehouse entry requests, selecting warehouse entry methods and updating warehouse entry routes, executing warehouse entry berthing actions, timely resupply within the specified berthing duration, and executing berthing exit actions.

[0268] The shipyard 4 is equipped with a control box that has computing, data storage and communication functions;

[0269] Each berth 4 is provided with at least one berthing space, and each berthing space can berth multiple yachts 3 in series longitudinally and / or in parallel laterally;

[0270] The dock 4 is equipped with a supply device that can supply the yacht 3. The yacht 3 is equipped with a receiver corresponding to the supply device.

[0271] The ship dock 4 can report characteristic information to the monitoring center 1, which is convenient for the server 2 to read and schedule in a unified manner;

[0272] The berth 4 can assess and complete the necessary preparations for welcoming the yacht 3 into the berth based on the content of the berth request.

[0273] Specifically, such as Figure 7 and Figure 8 The above describes a dock 4 for horizontally parallel parking of two yachts 3; Figure 10 As shown, a single docking bay 4 can accommodate three yachts 3 in series longitudinally; Figure 11 As described, it can simultaneously moor four yachts 3 in parallel laterally and three yachts 3 in series longitudinally;

[0274] In this embodiment, the monitoring center 1, server 2, yacht 3 and dock 4 are all equipped with mutually identifiable communication devices, including Bluetooth modules, Mesh communication stations and 5G communication cards, and interact with each other through a wireless channel.

[0275] like Figure 9 As shown, the controller of the yacht 3 has a built-in navigation device and an external detection device. The navigation device includes GPS navigation, Beidou navigation or inertial navigation system, which is used to provide the current position information of the yacht.

[0276] The detection equipment includes a water level gauge 301, which is installed on the side of the yacht 3 and can monitor the draft of the yacht 3 in real time. The draft of the yacht 3 varies depending on the load.

[0277] The detection equipment also includes a water depth probe 302, which is installed on the bottom of the yacht 3 and can monitor the distance from the bottom of the yacht 3 to the bottom of the water in real time, especially for monitoring the distance between the bottom of the yacht 3 and the bottom of the dock 4.

[0278] The detection equipment also includes millimeter-wave radar 303 and ultrasonic radar 304, which are installed on the top or sides of the yacht 3. They can monitor the distance between the yacht 3 and the entrance and side walls of the dock 4 in real time, and can also monitor the distance between the yacht 3 and other yachts 3 in real time.

[0279] The shipyard 4 is equipped with detection devices and supply equipment;

[0280] The detection device includes a depth gauge 401, which is installed at the entrance of the dock 4. It can monitor the entrance water depth in real time. The server 2 can calculate the entrance water cross section based on the entrance water depth and entrance shape to obtain the entrance water surface width, thereby providing data support for the yacht 3 to formulate an entry strategy, perform preliminary screening, and perform secondary screening and sorting.

[0281] The detection device includes a counting detector 402, which is installed on the top surface of the shipyard 4 to determine the number of ship parking spaces and the vacancy status of the shipyard 4, providing data support for calculating the vacancy rate.

[0282] The supply equipment is self-replenishing and self-testing, providing material and data support in response to supply needs.

[0283] The supply requirements include power replenishment, water replenishment, and food replenishment;

[0284] The supply equipment includes a charging pile 403, a water storage tank 404, a food cabinet 405, and an automated dock ramp 406.

[0285] In this embodiment, when determining the shortest physical distance required to meet supply needs, the safety threshold also includes a power line length threshold, a water pipe length threshold, a food conveyor belt length threshold, and a dock ramp length threshold.

[0286] The detection equipment on the yacht 3 also includes a power monitor, a water level monitor, a food counter, and a distance detector, which can monitor the remaining power, water, food, and distance to shore on the yacht 3 in real time, thereby obtaining quantitative replenishment needs and providing data support for automatic replenishment during automatic berthing.

[0287] Among them, tourist replenishment refers to the situation where tourists request to disembark or new tourists request to board at the stop along the way; the monitoring center 1 has an online ticketing app, which allows tourists to download and complete the ticket purchase process through their terminal devices. The monitoring center 1 updates the ticketing information to yacht 3, and yacht 3 responds to the disembarkation and boarding requests determined by the tourists when purchasing tickets.

[0288] In this embodiment, the ship shed 4 also includes a sonar signal source 407 and an indicator light 408 uniformly distributed along the inlet water section, wherein the indicator light 408 is an LED light with strong transmission capability.

[0289] The detection equipment of the yacht 3 includes a sonar receiver 305 and a camera 306, which are installed on the top, bow and stern of the yacht 3.

[0290] The sonar receiver 305 enables the yacht 3 to acquire sonar data from the sonar signal source 407 in real time when it performs the mooring action, search for the whole or part of the inlet water section that can accommodate the yacht 3, lock the corresponding inlet midpoint, and guide the yacht 3 to enter the mooring ditch 4 from the inlet midpoint.

[0291] The camera 306 enables the yacht 3 to acquire the light source signal of the indicator light 408 in real time when it performs the action of entering and mooring, search for the whole or part of the water section of the entrance that can accommodate the yacht 3, lock the corresponding entrance midpoint, and guide the yacht 3 to enter the mooring shed 4 from the entrance midpoint.

[0292] It should be noted that for a dock 4 with a standard entrance shape, if the entrance is rectangular, the width of the entrance water surface that can accommodate the yacht 3 remains constant; or if the entrance is trapezoidal, the width of the entrance water surface that can accommodate the yacht 3 varies with the entrance water depth. Similarly, the width tangent to the top surface of the dock 4 and the width tangent to the entrance water surface inside the dock 4 vary depending on the draft of the yacht 3. This also affects the turning radius of the yacht 3 and the channel width consumed at the entrance water surface when the yacht 3 sweeps across. For dock 4 with an irregular entrance shape... For example, the natural boat shed 4 lacks standardized construction of its bottom and sides, making it difficult to determine the inlet water cross-sectional shape corresponding to different inlet water depths through calculation. During the initialization of boat shed 4, only the reference value of the inlet water depth and the range of values ​​for the inlet water surface width are reported to the monitoring center 1, thereby meeting the needs of the server 2 for preliminary screening, secondary screening and sorting of boat shed 4, and for the yacht 3 to formulate an entry plan. After the addition of sonar signal source 407 and indicator light 408 to boat shed 4, and the addition of corresponding sonar receiver 305 and camera 306 to yacht 3, yacht 3 can perform precise entry and mooring actions.

[0293] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for automatically mooring a yacht, which guides a yacht (3) to automatically moor in an optimal berth (4) for further refueling, characterized in that, The method includes the following steps: S1. The yacht (3) determines the navigation plan and packages the navigation plan and current navigation information, and sends it to the server (2). The voyage plan includes: voyage timetable and stops along the way; The navigation information includes: vessel position information, draft, hull size, turning radius, replenishment requirements, and safety thresholds; S2. The server (2) determines the mooring needs of the yacht (3) along the route based on the navigation plan and navigation information; the server (2) preliminarily screens the mooring garages (4) that meet the nearest mooring needs of the yacht (3) and feeds back the results of the preliminary screening to the yacht (3). Among them, the berthing requirements along the route are sorted by time axis and / or by geographical distance. Each berthing requirement includes the berthing time point, berthing location point and berthing duration. The nearest berthing requirement refers to the berthing requirement that needs to be met in terms of time or has the highest priority in terms of geographical location. The timing and location of the stop are determined by the voyage plan. The duration of the stopover is determined by resupply requirements and / or sailing schedule; The server (2) can read the feature information of each dock (4), including the dock location information, entrance orientation, entrance shape, entrance water depth, number of docking spaces and docking space size, and supply equipment of the dock (4). The initial screening principle is that the characteristic information of the dock (4) should meet the basic requirements of the yacht (3) for "dock location, draft, hull size, turning radius and safety threshold" and then it can be selected. S3. Yacht (3) formulates an entry strategy based on the information of one or more docking bays (4) and sends it to the server (2). The server (2) performs a second screening and sorting of docking bays (4) based on the entry strategy of yacht (3), and then feeds back the results of the second screening and sorting to yacht (3). The warehousing strategy includes key location points, key time points, warehousing routes, and warehousing speed. Among them, the key location point specifically refers to the starting position of the yacht (3) when it enters the warehouse for mooring; Among them, the key time point specifically refers to the starting point of the time when the yacht (3) performs the action of entering the warehouse and mooring, which is determined by the yacht (3) based on the speed of entering the warehouse, the time of mooring, and the duration of mooring; Among them, the route to the warehouse is determined by the yacht (3) based on the yacht's location information, the warehouse's location information, and the entrance orientation; The entry speed is determined by the yacht (3) based on its draft, hull size, turning radius, safety threshold, and inlet water depth. S4. The yacht (3) sails to the key location point and / or key time point and sends an entry request to the server (2); S5. The server (2) broadcasts the request for the yacht (3) to the second selected dock (4). The corresponding dock (4) evaluates the preparations required for the yacht (3) to enter the dock and feeds back a prediction result to the server (2). S6. The server (2) evaluates and reorders the second-selected docking bays (4) based on the prediction results fed back by the docking preparation, and obtains the best docking bay (4); and sends the "allow docking" instruction to the yacht (3), and at the same time notifies the best docking bay (4) to cooperate in executing the "allow docking" instruction. This best docking bay (4) continues to complete the docking preparation work. S7. The yacht (3) communicates directly with the best docking bay (4) according to the "Allow entry" instruction, updates the corresponding entry route, and then performs the entry and berthing action. If the yacht is successfully moored, the server (2) updates the working status information of the yacht (3) and the mooring bay (4), and then proceeds to step S8; If the berthing action exceeds the time or number of attempts limit, the optimal berthing bay (4) is defined. If berthing fails, the following sub-steps need to be added: B71. The server (2) excludes this best dock (4) from the docks (4) selected in the second screening. If the server (2) results in the remaining results of the second screening being empty after excluding this best dock (4), then proceed to step B72; otherwise, proceed to step B73. B72. The server (2) sends an alarm message to the monitoring center (1). The monitoring center (1) assists in the berthing of the ship according to the alarm message. After the monitoring center (1) processes the alarm message, if it determines that the navigation plan should continue to be executed, it will proceed to step S8. If it determines that the navigation plan should not continue to be executed, it will end. B73. After the yacht (3) returns to the previous key position, it sends an entry request to the server (2) again and proceeds to step S5 to continue execution. S8. The yacht (3) is replenished in time within the specified berthing time. When the berthing time of the yacht (3) ends or the server (2) issues an order in advance to require the yacht (3) to end berthing, the yacht (3) communicates directly with the best docking bay (4) to perform the berthing out action, sails out of the best docking bay (4), and reports the berthing out status to the server (2). The server (2) updates the working status information of the yacht (3) and the docking bay (4). After the yacht (3) leaves the berth, refresh the navigation plan and continue to execute the navigation plan, repeating steps S2-S8 until the navigation plan is completed.

2. The automatic yacht mooring method according to claim 1, characterized in that, When performing step S2, the characteristic information of the berth (4) also includes the berth (4) number, vacancy rate, outbound capacity and inbound permission; the sailing plan of the yacht (3) also includes berthing permission; The server (2) also assesses berthing risk indicators and then uses these indicators to assist in the initial screening, including the following steps: B21. Select relevant parameters for berthing risk indicators: including the hull size, supply requirements, sailing schedule, and berthing rights of the yacht (3), and the vacancy rate, outbound capacity, and inbound rights of the berthing garage (4). B22. Determining Evaluation Principles: The monitoring center (1) maintains a variety of evaluation principles, including but not limited to the following three principles: First principle: The lower the vacancy rate of the dock (4), the higher the berthing risk index. The higher the coverage of the dock (4) occupancy or the scheduled time period of the dock to the agreed docking time in the sailing schedule, the higher the berthing risk index. When it is fully covered, berthing will be refused, and the berthing risk index will be as high as 100%. Second principle: The worse the outbound capacity of the dock (4), the easier it is to form a blockage, and the higher the berthing risk index; the larger the size of the yacht (3), the easier it is to consume the outbound capacity of the dock (4); the greater the supply demand of the yacht (3), the easier it is to consume the outbound capacity of the dock (4). The third principle: The server (2) compares the berthing permission of the yacht (3) with the entry permission of the dock (4). When the berthing permission of the yacht (3) is less than the entry permission of the dock (4), the corresponding berthing risk index is as high as 100%. The yacht (3) should apply to the monitoring center (1) in advance for berthing permission that matches the sailing plan, so as to meet the needs of the entire sailing plan. When the berthing permission of the yacht (3) is greater than or equal to the entry permission of the dock (4), the greater the berthing permission of the yacht (3), the more docks (4) are available, and the lower the berthing risk index of being refused entry. B23. Calculate the berthing risk index: The server (2) imports the relevant parameters of the berthing risk index into the normalization processing algorithm, sets the reference value and weight coefficient, and calculates the corresponding berthing risk index under different principles. In the third principle, for docking bays (4) with different access permissions, the monitoring center (1) can formulate a statistical table of the berthing risk indicators for yachts (3) with different berthing permissions based on the historical data of the operation of the docking bay (4), and send it to the server (2) for storage. The server (2) calculates or queries the statistical table based on the actual values ​​of the relevant parameters of the berthing risk index, obtains the corresponding berthing risk index values ​​under each evaluation principle, and takes the largest berthing risk index value as the current berthing risk index value of the yacht (3) and the dock (4). B24. Based on the berthing risk index, perform preliminary screening and exclude berthing garages (4) with a berthing risk index higher than the specified risk threshold: When the server (2) performs preliminary screening of berthing garages (4), it excludes berthing garages (4) with a berthing risk index higher than the specified risk threshold from the preliminary screening results. If the exclusion results in an empty preliminary screening result, proceed to step B25. B25. Raise the risk threshold; If the risk threshold is not greater than 100%, proceed to step B24; otherwise, it means that the server (2) has no preliminary screening result when screening the docking yard (4), that is, there is no suitable docking yard (4) at the route docking point, then proceed to step B26. B26. The server (2) sends an alarm message to the yacht (3). The yacht (3) adjusts its navigation plan according to the alarm message and then proceeds to step B21.

3. The automatic yacht mooring method according to claim 2, characterized in that, When performing step S3, the server (2) needs to evaluate the security indicators for entering the warehouse, and then use the security indicators to assist the docking warehouse (4) in a second screening and sorting, including the following steps: B31. Select relevant parameters for the safety indicators of the ship entering the warehouse: including the draft, hull size, turning radius, and safety threshold of the yacht (3), and the entrance orientation, entrance shape, entrance water depth, and docking space size of the dock (4); Furthermore, the inlet orientation, shape, and depth of each inlet can determine an inlet water cross section, which includes the upper inlet water surface, the lower inlet water bottom, and the two inlet side sections. B32. Determine the assessment principles: The smaller the deviation between the entrance orientation of the dock (4) and the angle of the entrance channel allowed by the turning radius of the yacht (3), the easier it is for the yacht (3) to enter, and the higher the corresponding entry safety index; the wider the entrance water surface of the dock (4), the easier it is for the yacht (3) to enter without obstacles, and the higher the corresponding entry safety index; the greater the entrance water depth of the dock (4), the lower the entry speed, the smaller the shallow water effect, the lower the risk of the yacht (3) running aground, and the higher the corresponding entry safety index; the larger the dock size is compared to the hull size, the higher the corresponding entry safety index. B33. Calculate the warehouse safety index: The server (2) imports the relevant parameters of the warehouse safety index into the normalization processing algorithm and sets the reference value and weight coefficient. The warehouse safety index of each docking bay (4) relative to the yacht (3) can be calculated. B34. Based on the entry safety index, a second screening is performed to select the docking yard (4) that is greater than the first safety threshold: The entry safety index value range [A_Min, A_Max] is set in the server (2), where A_Min is the first safety threshold and A_Max is the second safety threshold. Only docking yards (4) with entry safety index greater than A_Min can be selected. If the result is empty, it means that no docking bay that meets the safety requirements (4) was found, then proceed to step B35; otherwise, proceed to step B36. B35. The server (2) sends an alarm message to the yacht (3). The yacht (3) adjusts its navigation plan according to the alarm message and then proceeds to step B31. B35. Sort the second screening results according to the entry safety index: Server (2) sorts the docking warehouses (4) with safety coefficients greater than or equal to A_Min according to the entry safety index. The higher the entry safety index, the higher the ranking. When the safety index of the ship entering the warehouse falls within the range of [A_Min, A_Max], the server (2) should prompt the yacht (3) to slowly enter and exit the shipyard (4) to prevent major collision events and / or scraping the bottom of the shipyard (4); When the safety index for entry into the warehouse is greater than A_Max, it means that the safety factor fully meets the requirements of the yacht (3).

4. The automatic yacht mooring method according to claim 3, characterized in that, When performing step S5, the warehouse preparation refers to the ship parking warehouse (4) adjusting the existing inventory, freeing up the supply space, and performing self-replenishment / self-inspection of the supply equipment according to the supply needs, ship parking needs, number of ship parking spaces and supply equipment. The predicted results include the allowed warehouse entry time, the idle status of the supply equipment and the charging cost, and the allowed warehouse exit time.

5. The automatic yacht mooring method according to claim 4, characterized in that, When performing step S6, the server (2) first needs to evaluate the warehousing efficiency index based on the prediction results fed back by the warehousing preparation, and then evaluate and reorder the second-selected ship docking warehouses (4), including the following steps: B61. Select relevant parameters for the benefits of the inbound warehouse: including the docking time, docking duration, and supply requirements of the yacht (3), and the allowed inbound time, idle status of the supply equipment and charging costs, and allowed outbound time of the docking warehouse (4). B62. Determine the evaluation principles: The greater the difference between the docking time and the allowed entry time, the longer the waiting time for entry, the worse the user experience, and the smaller the corresponding entry effect coefficient; the lower the match between the supply demand and the idle state of the supply equipment, the greater the difficulty of supply, and the smaller the corresponding entry effect coefficient; the higher the cost of the supply equipment, the smaller the revenue of the yacht (3) operating entity, and the smaller the corresponding entry effect coefficient; the more the departure time of the yacht (3) after the docking time matches the allowed exit time, the greater the entry effect coefficient. B63. Calculate the inbound benefit index: The server (2) imports the relevant parameters of the inbound benefit index into the normalization processing algorithm, and sets the reference value and weight coefficient. The inbound benefit index of each docking bay (4) relative to the yacht (3) can be calculated. B64. Re-sort based on the safety index and benefit index of the warehouse: For the shipyard (4) whose safety index of the warehouse is greater than A_Max, it means that the safety coefficient fully meets the needs of the yacht (3). Then the server (2) can be sorted according to the benefit index of the warehouse. The higher the benefit index of the warehouse, the higher the ranking. For shipyards whose safety indicators fall within the range of [A_Min, A_Max] (4), maintain the ranking from step S3; The server (2) can also set a benefit threshold X_Min. When the benefit index of the inbound vessel is less than X_Min, the server (2) should send an alarm message to the yacht (3). The yacht (3) analyzes the cause based on the alarm message and adjusts the inbound strategy or replenishment needs. This includes prompting the yacht (3) to charge in advance or postpone charging if the selected dock (4) is difficult to charge, or prompting the yacht (3) to extend the docking time if it is difficult to leave the dock, thereby extending the time for tourists to go ashore for fresh air. B65. Determine the best docking bay (4): The server (2) selects the top-ranked docking bay (4) as the best docking bay (4).

6. The automatic yacht mooring method according to claim 5, characterized in that, When updating the corresponding entry route in step S7, the yacht (3) formulates the route based on the yacht's current position information, the optimal docking bay (4) location information, and the entrance orientation. When updating the corresponding inbound routes, the selection of the inbound method is also included; The monitoring center (1) stores multiple data entry methods and distributes them to the yacht (3), including but not limited to the following six: The first method: sail into the shipyard (4) in a forward direction along the centerline of the shipyard (4) in a manner perpendicular to the inlet water surface; The second method: drive into the shipyard (4) in a vertical manner along the centerline of the shipyard (4) with the water surface perpendicular to the entrance. The third method: enter the shipyard from the midpoint of the entrance water surface in a curved route from the upstream (4); The fourth method: Starting from the upstream, the ship enters the dock from the midpoint of the entrance water surface by cutting in an arc-shaped route (4). Fifth method: Enter the shipyard from the midpoint of the entrance water surface in a curved manner from the downstream (4); The sixth method: Starting from the downstream, the ship enters the dock from the midpoint of the entrance water surface by cutting in with an arc-shaped route (4); The yacht (3) can select the entry method according to the entrance of the best docking bay (4), or directly select the entry method according to the instructions of the monitoring center (1).

7. An automatic yacht mooring system, characterized in that, The system includes a monitoring center (1), a server (2), a yacht (3), and a dock (4) that can communicate with each other. The monitoring center (1) is equipped with an industrial control computer with computing, data storage and communication functions. It stores the operating status information of the server (2), yacht (3) and dock (4). It can provide the server (2) with a variety of intelligent algorithms, and is equipped with a human-machine interface for inputting parameters, and is equipped with an alarm system to respond to alarm information. The intelligent algorithm includes a normalization processing algorithm for calculating berthing risk indicators, berthing safety indicators and berthing benefit indicators, a statistical algorithm required for berthing warehouse (4) to assess berthing preparation, and a navigation algorithm for formulating berthing routes. The industrial control computer stores data including navigation plans, navigation information, replenishment requirements, ship stop requirements, feature information, warehousing strategies, and warehousing preparations in the database. It also stores reference values, weight coefficients, thresholds, and evaluation principles required by the normalization processing algorithm. The reference values, weight coefficients, thresholds, and evaluation principles are manually set by the monitoring center (1) and / or automatically optimized by AI intelligent technology. The thresholds include the safety threshold, risk threshold, first safety threshold, second safety threshold, and benefit threshold. The monitoring center (1) can also formulate a statistical table of berthing risk indicators for each yacht (3) under different berthing permissions based on the historical data of each berthing bay (4) and save it in the industrial control computer; The industrial control computer of the monitoring center (1) also stores multiple storage methods, which can open berthing permissions for yachts (3) and set storage permissions for docking warehouses (4); During implementation, the monitoring center (1) has an online ticketing app available, which allows tourists to download and complete the ticket purchase process through their terminal devices. The monitoring center (1) updates the ticketing information to the server (2), yacht (3), and dock (4). The server (2) is equipped with a control board that has computing, data storage and communication functions; The server (2) is installed on the top of the monitoring center (1), the yacht (3)’s wheelhouse or the dock (4); The server (2) is used to process the sailing plan and sailing information of the yacht (3), determine the docking needs of the yacht (3) along the way, and then combine the feature information of the docking garage (4) to preliminarily screen the docking garage (4) that meets the docking size requirements of the yacht (3). The server (2) is also used to filter out the docking bays (4) that meet the docking safety requirements of the yacht (3) for the second time according to the yacht (3) entry strategy, and sort them. The server (2) is also used to respond to the entry request of the yacht (3), and to select the best docking station (4) based on the prediction results fed back by the docking station (4) entry preparation. It can also interact with the yacht (3) and the docking station (4) to exchange operating instructions and alarm information, and record the operating conditions of the yacht (3) and the docking station (4). The server (2) can retrieve the normalization processing algorithm, reference value, weight coefficient, statistical table, yacht (3) working condition information, and docking warehouse (4) working condition information from the monitoring center (1), thereby completing the calculation and sorting of berthing risk indicators, warehouse entry safety indicators and warehouse entry benefit indicators. The yacht (3) is equipped with a controller that has computing, data storage, communication and navigation functions; It can be used to formulate navigation plans and provide navigation information, as well as to formulate warehouse entry strategies, send warehouse entry requests, select warehouse entry methods, update warehouse entry routes, execute warehouse entry berthing actions, replenish supplies in a timely manner within the specified berthing duration, and execute berthing exit actions. The shipyard (4) is equipped with a control box that has the functions of calculation, data storage and communication; Each berth (4) shall have at least one berthing space, and each berthing space may berth multiple yachts (3) in longitudinal series and / or in transverse parallel series. The dock (4) is equipped with supply facilities to provide supplies to the yacht (3); The berth (4) can assess and complete the necessary preparations for the yacht (3) to be berthed in accordance with the berthing request.

8. The automatic yacht mooring system according to claim 7, characterized in that, The monitoring center (1), server (2), yacht (3) and dock (4) are all equipped with communication devices that can identify each other and exchange data through wireless channels; The controller of the yacht (3) is embedded with navigation equipment and externally connected to detection equipment. The navigation equipment includes GPS navigation, Beidou navigation and / or inertial navigation system, which is used to provide the current position information of the yacht. The detection equipment includes a water level gauge (301), which is installed on the side of the yacht (3) and can monitor the draft of the yacht (3) in real time; The detection equipment also includes a water depth probe (302), which is installed on the bottom of the yacht (3) and can monitor the distance from the bottom of the yacht (3) to the bottom of the water in real time; The detection equipment also includes millimeter-wave radar (303) and / or ultrasonic radar (304), which are installed on the top or sides of the yacht (3) to monitor the distance between the yacht (3) and the entrance and / or sidewall of the dock (4) in real time, and can also monitor the distance between the yacht (3) and other yachts (3) in real time. The shipyard (4) is equipped with detection devices and supply equipment; The detection device includes a depth gauge (401), which is installed at the entrance of the dock (4) and can monitor the entrance water depth in real time. The server (2) can calculate the entrance water cross section based on the entrance water depth and entrance shape, and obtain the entrance water surface width, thereby providing data support for the yacht (3) to formulate the dock entry strategy, the server (2) to perform preliminary screening, the second screening and sorting. The detection device includes a counting detector (402), which is installed on the top surface of the shipyard (4) to determine the number of ship parking spaces and the vacancy status of the shipyard (4), and to provide data support for statistical vacancy rate. The supply equipment is self-replenishing and self-testing, providing material and data support in response to supply needs.

9. The automatic yacht mooring system according to claim 8, characterized in that, The supply requirements include power supply, water supply, food supply and / or tourist supply; The supply equipment includes a charging pile (403), a water storage tank (404), a food cabinet (405), and an automated dock ramp (406). The safety thresholds also include power line length thresholds, water pipe length thresholds, food conveyor belt length thresholds, and / or dock ramp length thresholds. The detection equipment on the yacht (3) also includes a power monitor, a water monitor, a food counter and a distance detector, which can monitor the remaining power, water, food and distance to shore on the yacht (3) in real time, thereby obtaining quantitative supply requirements and providing data support for automatic supply during automatic berthing. Among them, tourist replenishment refers to the situation where tourists request to disembark and / or new tourists request to board at the stops along the way.

10. The automatic yacht mooring system according to claim 9, characterized in that, The ship shed (4) also includes sonar signal sources (407) and / or indicator lights (408) evenly distributed along the inlet water section. The detection equipment of the yacht (3) includes a sonar receiver (305) and / or a camera (306), which are installed on the top of the yacht (3), the bow of the yacht (3), the stern of the yacht (3) and / or the bottom of the yacht (3); The sonar receiver (305) facilitates the yacht (3) to acquire sonar data from the sonar signal source (407) in real time when it performs the mooring action, search for the whole or part of the inlet water section that can accommodate the yacht (3) to enter and exit, lock the corresponding inlet midpoint, and guide the yacht (3) to enter the mooring shed (4) from the inlet midpoint. The camera (306) is used to obtain the light source signal of the indicator light (408) in real time when the yacht (3) performs the action of entering the berth, search for the whole or part of the entrance water section that can accommodate the yacht (3) to enter and exit, lock the corresponding entrance midpoint, and guide the yacht (3) to enter the berth (4) from the entrance midpoint.

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