A ship berthing command system

Abstract

This invention discloses a ship berthing command system, comprising: a harbor basin data measurement device, a terminal device on a non-powered vessel, and a towing device. The terminal device on the non-powered vessel is communicatively connected to both the harbor basin data measurement device and the towing device. The harbor basin data measurement device acquires harbor basin data and transmits it to the terminal device on the non-powered vessel. The terminal device on the non-powered vessel receives the harbor basin data, determines the port entry path information based on the data and the vessel's turning parameters, and controls the towing device to tow the non-powered vessel to the target location. This process reduces the reliance on the experience of the commanding captain and port guide during berthing, achieves automated scheduling of non-powered vessels, has greater environmental adaptability, and thus improves the safety of berthing.

Description

Technical Field

[0001] This invention relates to the field of water transportation technology, and in particular to a ship berthing command system. Background Technology

[0002] Compared to berthing in regular harbor basins, it is considerably more difficult for large vessels to berth in irregular, shallow, and narrow harbor basins where turning is required.

[0003] Heavy-loaded large unpowered vessels (such as semi-submersible barges) have disadvantages such as large draft, large length and width, large inertia, and poor operational visibility. In addition, they need to make high-difficulty operations such as sharp turns in the harbor basin. They are very likely to enter the grounding area of ​​the harbor basin when approaching irregular shallow and narrow harbor basins, which can lead to serious problems such as the vessel hitting the bottom or colliding with the shore.

[0004] In the process of realizing this invention, the inventors discovered that the prior art has at least the following technical problems: the prior art solutions have low security. Summary of the Invention

[0005] This invention provides a ship berthing command system to improve the safety of ship berthing.

[0006] According to another aspect of the present invention, a ship berthing command system is provided, comprising:

[0007] The equipment includes a harbor basin data measurement device, a terminal device on a non-powered vessel, and a towing device, wherein the terminal device on the non-powered vessel is communicatively connected to the harbor basin data measurement device and the towing device, respectively.

[0008] The harbor basin data measurement device is used to acquire harbor basin data and transmit the harbor basin data to the terminal equipment on the unpowered vessel.

[0009] The terminal equipment on the unpowered vessel is used to receive the port basin data, determine the port entry path information based on the port basin data and the vessel's turning parameters, and control the towing equipment to operate based on the port entry path information so as to tow the unpowered vessel to the target location.

[0010] The technical solution of this invention involves acquiring port basin data through a port basin data measurement device and transmitting the port basin data to a terminal device on the unpowered vessel. The terminal device on the unpowered vessel receives the port basin data, determines the port entry path information based on the port basin data and the vessel's turning parameters, and controls the towing equipment to operate based on the port entry path information, thereby towing the unpowered vessel to the target location. This process reduces the reliance on the experience of the commanding captain and port guide during berthing, realizes automated scheduling of unpowered vessels, has stronger adaptability to the environment, and thus improves the safety of berthing.

[0011] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a schematic diagram of a ship berthing command system according to Embodiment 1 of the present invention;

[0014] Figure 2 This is a schematic diagram of a ship berthing command system according to Embodiment 2 of the present invention;

[0015] Figure 3 This is a schematic diagram of a ship berthing according to Embodiment 2 of the present invention;

[0016] Figure 4 This is another schematic diagram of ship berthing provided according to Embodiment 2 of the present invention. Detailed Implementation

[0017] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0018] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0019] Example 1

[0020] Figure 1 This is a schematic diagram of a ship berthing command system provided in Embodiment 1 of the present invention. The system includes:

[0021] The system includes a harbor basin data measurement device 110, a terminal device 120 on the unpowered vessel, and a towing device 130. The terminal device 120 on the unpowered vessel is communicatively connected to both the harbor basin data measurement device 110 and the towing device 130. The harbor basin data measurement device 110 is used to acquire harbor basin data and transmit it to the terminal device 120 on the unpowered vessel. The terminal device 120 on the unpowered vessel is used to receive the harbor basin data, determine the port entry path information based on the harbor basin data and the vessel's turning parameters, and control the towing device 130 to operate so that the unpowered vessel can be towed to the target location.

[0022] In this embodiment, the harbor basin data measurement device 110 refers to a device used to measure harbor basin data, which may include one or more, and is not limited here. Harbor basin data refers to quantifiable data related to the harbor basin, which may include, but is not limited to, aerial images of the harbor basin, water depth data, topographic data, water flow data, wind speed data, and wave data. Ship turning parameters refer to the different minimum turning radii and maximum draft of the ship under different combinations of towing by the winch and tugboat, based on predetermined harbor basin data, considering m combinations of the winch and tugboat, where m is greater than 1. The port entry path is the distance between the port entry starting point and the berth [leftmost coordinate of the port entry channel]. 大于船舶最大吃水 +Minimum turning radius / 2, coordinates of the rightmost side of the port approach channel 大于船舶最大吃水 -Minimum turning radius / 2] is a set of curve functions. The curves take n values ​​uniformly, where n is greater than 1. The minimum turning radius can be dynamically set according to the port basin environment where the vessel is located. The maximum draft of the vessel refers to its maximum draft depth. The leftmost and rightmost coordinates of the approach channel can be determined based on the vessel's maximum draft depth. In other words, the leftmost and rightmost coordinates of the approach channel are points on the navigation safety boundary.

[0023] The terminal equipment 120 on a non-powered vessel refers to electronic equipment that can be installed on a non-powered vessel. The non-powered vessel can be a semi-submersible barge, or other vessels that do not provide propulsion or are temporarily without propulsion; this is not limited to these categories. The terminal equipment 120 on the non-powered vessel is communicatively connected to the harbor basin data measurement equipment 110 and the towing equipment 130. The communication method can be wireless or wired communication; this is not limited to these categories. For example, the communication method can include, but is not limited to, satellite communication, fiber optic communication, etc.

[0024] Specifically, the terminal equipment 120 on the unpowered vessel can formulate the vessel's entry route based on port basin data and vessel turning parameters, and then generate entry route information based on the formulated entry route. The number of entry routes can be one or more.

[0025] Towing equipment 130 refers to equipment used for towing unpowered vessels, which may include, but is not limited to, tugboats, cable winches, etc.

[0026] Specifically, the towing equipment 130 can receive control signals generated by the terminal equipment 120 on the unpowered vessel based on the port entry route information, and adjust the operation of the towing equipment according to the control signals, thereby towing the unpowered vessel to the target location. The target location can be a berth at the port basin.

[0027] The technical solution of this invention involves acquiring port basin data through a port basin data measurement device 110 and transmitting the port basin data to a terminal device 120 on the unpowered vessel. The terminal device 120 on the unpowered vessel receives the port basin data, determines the port entry path information based on the port basin data and the vessel's turning parameters, and controls the towing device 130 to operate based on the port entry path information, thereby towing the unpowered vessel to the target position. This process reduces the reliance on the experience of the commanding captain and port guide during berthing, realizes automated scheduling of unpowered vessels, has stronger adaptability to the environment, and thus improves the safety of berthing.

[0028] Optionally, the harbor basin data measurement equipment 110 includes a drone and an unmanned vessel; wherein the drone is used to acquire obstacle information within the harbor basin; and the unmanned vessel is used to acquire water depth data and terrain data within the harbor basin.

[0029] For example, the harbor basin can be an irregular, shallow, and narrow harbor basin. UAVs can be used to photograph and identify ships or obstacles in the irregular, shallow, and narrow harbor basin to obtain obstacle information. Unmanned surface vessels can be used to collect information such as water depth data, terrain data, water flow data, wind speed data, and wave data in the irregular, shallow, and narrow harbor basin.

[0030] Optionally, the terminal equipment 110 on the unpowered vessel is specifically used to: acquire the size information and draft information of the unpowered vessel; and determine the port entry path information based on the vessel's turning parameters, the size information and draft information of the unpowered vessel, obstacle information, water depth data and topographic data in the harbor basin.

[0031] The dimensional information of the unpowered vessel can be its main dimensional information. The draft information of the unpowered vessel is used to characterize its loaded draft.

[0032] For example, based on the vessel's turning parameters, the size information of the unpowered vessel, the draft information of the unpowered vessel, the obstacle information, the water depth data and topographic data in the harbor basin, and with the water depth of the stranded channel as a constraint, an entry route is formulated to determine the entry route information.

[0033] Optionally, the towing equipment 130 includes a tugboat and / or a winch device; wherein the tugboat is connected to the unpowered vessel and tows the unpowered vessel; one end of the winch device is connected to the unpowered vessel, and the other end of the winch device is connected to a winch fixing device on the shore.

[0034] For example, using the same tide as the target time for entering the port, the entire route can be finely divided into three segments: the front segment, the middle segment, and the rear segment. The front segment mainly uses tugboats, supplemented by cable winches; the middle segment mainly uses cable winches, supplemented by tugboats; and the rear segment uses only cable winches. It is necessary to ensure that the tugboats do not touch the bottom and that the speed of the cable winches is guaranteed, so as to avoid the situation where the time to enter the port basin is too long and the operation becomes uncontrollable.

[0035] Optionally, the terminal equipment 120 on the unpowered vessel is also used to: acquire water flow data and wind speed data in the harbor basin; determine the resistance data of the unpowered vessel based on the water flow data and wind speed data in the harbor basin; and determine the towing force data of the towing equipment based on the resistance data of the unpowered vessel, so as to adjust the towing force of the towing equipment.

[0036] For example, water flow data in the harbor basin can be collected by a water flow velocity measuring device, and wind speed data in the harbor basin can be obtained by a wind speed measuring device. Then, the resistance data of the unpowered vessel can be determined based on the water flow data and wind speed data in the harbor basin. The towing force output by the fixed towing equipment can be adjusted based on the resistance data of the unpowered vessel, thereby eliminating the influence of water flow, wind and other resistance, achieving the designed vessel turning parameters, and ensuring the towing progress.

[0037] Optionally, the ship berthing command system also includes an expert screening module, which is used to screen multiple planned port entry routes in the port entry route information to obtain the target planned port entry route.

[0038] In this embodiment, the expert screening module allows users to filter multiple planned port entry routes in the port entry route information to obtain the target planned port entry route. The target planned port entry route refers to the best port entry implementation plan selected by the user through the expert screening module.

[0039] Optionally, the ship berthing command system also includes a communication module, which is connected to communication equipment to receive and send instructions to achieve real-time communication.

[0040] For example, a communication module can be used to send instructions to staff equipped with communication devices to prepare for docking, enabling rapid communication. These communication devices can be walkie-talkies, mobile phones, or similar devices.

[0041] Optionally, the vessel berthing command system may also include: limit bollards, used to detect the distance between unpowered vessels and the grounding area.

[0042] Specifically, based on the planned route to the target port, a predetermined number of bollards can be placed on both sides of the restricted area of ​​the waterway to prevent unpowered vessels from sliding into the grounding area.

[0043] Optionally, the terminal equipment 120 on the unpowered vessel is also used to: obtain the position information of the unpowered vessel; determine whether the unpowered vessel has deviated from the target port entry route based on the position information of the unpowered vessel; if so, update the port entry route information, and control the towing equipment 130 to work based on the updated port entry route information to correct the navigation path of the unpowered vessel.

[0044] For example, the location information of unpowered vessels can be obtained in real time by drones, and it can be determined whether the unpowered vessels have deviated from the planned route to the target port. If the unpowered vessels deviate from the planned route to the target port, the towing equipment can be controlled to correct the navigation path of the unpowered vessels based on the updated port route information.

[0045] Optionally, the terminal equipment 120 on the unpowered vessel is also used to: acquire set draft information, and use the set draft information to adjust the draft of the unpowered vessel.

[0046] Example 2

[0047] Figure 2 This is a schematic diagram of a ship berthing command system provided in Embodiment 2 of the present invention. The technical solution of this embodiment can be combined with the technical solutions of the above embodiments. In this embodiment, the unpowered vessel is a semi-submersible barge 200, and the ship berthing command system includes:

[0048] The semi-submersible barge 200 includes a terminal device 201, an unmanned vessel 211, an unmanned aerial vehicle 212, a tugboat 221, a cable winch device 222, and a limiting pile 230. The terminal device 201 of the semi-submersible barge 200 is communicatively connected to the unmanned vessel 211, the unmanned aerial vehicle 212, the tugboat 221, and the cable winch device 222.

[0049] Specifically, after receiving the berthing command from the semi-submersible barge 200, terminal equipment 201 sends survey commands to unmanned surface vessel 211 and unmanned aerial vehicle (UAV) 212. Unmanned surface vessel 211 activates its harbor basin measurement system to measure water depth, topography, current, wind speed, and waves within the harbor basin, obtaining water depth data, topography data, current data, wind speed data, and wave data. Simultaneously, UAV 212 initiates aerial photography to identify vessels or obstacles within the harbor basin, obtaining obstacle information. Harbor basin data can be generated based on water depth data, topography data, current data, wind speed data, wave data, and obstacle information. This harbor basin data includes basic data for berthing within the harbor basin, providing data support for route planning.

[0050] Furthermore, after obtaining the harbor basin data, the terminal equipment 201 of the semi-submersible barge 200 identifies the appropriate channel depth and width range for its operation based on the barge's main dimensions and draft information. Using the grounding channel depth as a constraint, it formulates an entry path to generate entry path information. The entry path is the distance between the entry starting point and the berth [leftmost coordinate of the entry channel]. 大于船舶最大吃水 +Minimum turning radius / 2, coordinates of the rightmost side of the port approach channel 大于船舶最大吃水 -Minimum turning radius / 2] is a set of curve functions. The curve takes n values ​​uniformly, where n is greater than 1.

[0051] Furthermore, based on data such as water flow and wind speed, the wind and current resistance of the semi-submersible barge entering the port is calculated. Using the same tidal period as the target time for entering the port, the entire route is finely segmented. Specifically, the segmentation method is as follows: in the front section, tugboat 221 is the main operator, with cable winch device 222 as the auxiliary operator; in the middle section, cable winch device 222 is the main operator, with tugboat 221 as the auxiliary operator. Figure 3 As shown; the final segment uses only the cable twisting device 222, such as Figure 4 As shown. When using tugboat 221 and cable winch device 222 to tow the semi-submersible barge 200, it is necessary to ensure that the tugboat does not touch the bottom and to ensure the cable winch speed to avoid the situation where the time to enter the harbor basin is too long and the operation becomes uncontrollable.

[0052] Furthermore, the expert screening module filters multiple planned port entry routes from the port entry route information to obtain the target planned port entry route.

[0053] Furthermore, instructions for preparing to enter the berthing basin are sent to staff via the communication module; according to the limit plan corresponding to the target berthing route, a predetermined number of limit bollards 230 are placed on both sides of the restricted area of ​​the channel to prevent the semi-submersible barge from sliding into the grounding area; according to the tugboat plan corresponding to the target berthing route, tugboats are moored or unmoored to the semi-submersible barge 200; according to the mooring plan corresponding to the target berthing route, mooring lines are attached to or unmoored to the semi-submersible barge 200 or the mooring bollards in the berthing basin; and according to the anchoring and dropping plan corresponding to the target berthing route, anchors are raised or dropped.

[0054] Furthermore, the terminal equipment 201 of the semi-submersible barge 200 sends the target port entry planning route to the drone 212 and the personnel. The personnel start the tugboat or pull the cable according to the instructions of the target port entry planning route. At the same time, the drone 212, which is in operation, transmits information such as the semi-submersible barge's position and movement back to the terminal equipment 201 of the semi-submersible barge 200. According to the deviation from the predetermined route, the terminal equipment 201 of the semi-submersible barge 200 activates the navigation correction plan and guides the semi-submersible barge 200 to the predetermined route through the tugboat 221 or the cable winch device 222.

[0055] Furthermore, the UAV 212 can use 3D imaging technology to dynamically display the navigation process of the semi-submersible barge in real time on the terminal device 201 of the semi-submersible barge 200 for visual decision-making.

[0056] Furthermore, once the semi-submersible barge 200 approaches the harbor basin berth, its terminal equipment 201 sends a berthing command. Staff then arrange the mooring lines and deploy the anchor according to the berth's mooring plan. After the vessel moves to the berth, all auxiliary lines are released. Simultaneously, the terminal equipment 201 controls the ship's ballast system to adjust the vessel's draft, ensuring the vessel reaches the predetermined draft and completing the semi-submersible barge's berthing in the harbor basin.

[0057] The technical solution of this invention uses unmanned surface vessels and drones to conduct real-time dynamic measurements of the hydrological conditions and environmental parameters of the berthing basin. Based on the real-time dynamic measurements of the berthing basin data, the solution plans the berthing route and conducts refined command and dispatch of semi-submersible barges based on drone-based visual monitoring. This solves the feasibility problem of semi-submersible barges berthing in irregular, shallow, and narrow berthing basins. On the other hand, it reduces the reliance on the experience of the commanding captain and port guide during the berthing process, realizes automated dispatch of semi-submersible barges, enhances environmental adaptability, and improves the safety of berthing.

[0058] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vessel berthing guidance system, characterized in that The application relates to a ship berthing command system. The application comprises a harbor data measuring device, a terminal device on a non-powered ship and a towing device, wherein the terminal device on the non-powered ship is communicatively connected with the harbor data measuring device and the towing device respectively. The harbor data measuring device is used for acquiring harbor data and transmitting the harbor data to the terminal device on the non-powered ship, wherein the harbor data refers to quantifiable data related to a harbor, and the harbor is an irregular shallow narrow harbor. The terminal device on the non-powered ship is used for receiving the harbor data, determining entry path information based on the harbor data and ship turning parameters, and controlling the towing device to work based on the entry path information, so as to tow the non-powered ship to a target position by the towing device. The harbor data measuring device comprises a drone and an unmanned ship. The drone is used for acquiring obstacle information in the harbor, and the unmanned ship is used for acquiring water depth data and terrain data in the harbor. The towing device comprises a tugboat and / or a winch device. The tugboat is connected with the non-powered ship and drags the non-powered ship to move. One end of the winch device is connected with the non-powered ship, and the other end of the winch device is connected with a shore winch fixing device. The same tide period is used as an entry time target, and the whole route is finely segmented. The terminal device on the non-powered ship is further used for acquiring position information of the non-powered ship. If the non-powered ship deviates from the target entry planning route, the entry path information is updated, and the towing device is controlled to work based on the updated entry path information, so as to correct the sailing path of the non-powered ship. The terminal device on the non-powered ship is further used for acquiring water flow data and wind speed data in the harbor. The terminal device on the non-powered ship is further used for acquiring water flow data and wind speed data in the harbor. The terminal device on the non-powered ship is further used for acquiring water flow data and wind speed data in the harbor. The terminal device on the non-powered ship is specifically used for acquiring size information of the non-powered ship and draft information of the non-powered ship.

2. The vessel berthing guidance system of claim 1, wherein, The terminal device on the non-powered ship is specifically used for acquiring size information of the non-powered ship and draft information of the non-powered ship. The ship berthing command system further comprises an expert screening module. The ship berthing command system further comprises a communication module.

3. The vessel docking guidance system of claim 1, wherein, The ship berthing command system further comprises a limiting pile. The limiting pile is used for detecting the distance between the non-powered ship and a grounding area.

4. The vessel docking guidance system of claim 1, wherein, ​ ​ 5. The vessel docking guidance system of claim 1, wherein, ​ ​ 6. The vessel docking guidance system of claim 1, wherein, The terminal device on the unpowered ship is further configured to: acquire set draft information, the set draft information being used to adjust a draft of the unpowered ship.

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