Electrically powered permanent magnet and vacuum combined mooring system for wharfs

Abstract

A kind of electric permanent magnet + vacuum combined mooring system for wharf, mainly by combined suction cup, combined cantilever, combined shore base, electric control unit and other components, can use electric permanent magnet + vacuum combined suction cup, tripod + scissors combined cantilever, electric lifting + counterweight combined shore base, visual + ultrasonic wave + tension and compression force + displacement sensor, master control + central control + control terminal of the type control, according to wharf wind speed / flow rate / wave height / tide level / visibility, ship request of berthing / departure, binocular machine vision, ultrasonic ranging, cantilever seat displacement, cantilever tension and compression force, ship side plate magnetic flux leakage and other information, through suction cup magnetization / anti-magnetic flux leakage / vacuum auxiliary control, cantilever telescoping / energy feedback control, cantilever seat lifting control and other algorithms, realize the automatic mooring of sea port or inland river wharf without cable, ship roll reduction and feedback electric energy.

Description

TECHNICAL FIELD

[0001] The present application relates to a method and device for realizing automatic mooring of a wharf without a cable by using an electric permanent magnet and vacuum combined suction cup, which can utilize an electric permanent magnet + vacuum combined suction cup, a tripod + scissor combined cantilever, an electric lifting + counterweight combined shore base, a visual + ultrasonic wave + tension and pressure + displacement sensor, a master control + intermediate control + palm control type control terminal, and other components, according to the wharf wind speed / flow rate / wave height / tide level / air visibility, ship berthing / demolition request, binocular machine vision, ultrasonic ranging, cantilever seat displacement, cantilever tension and pressure, ship side plate magnetic leakage and other information, through the algorithms of suction cup magnetization / anti-leakage / vacuum auxiliary control, cantilever extension / energy feedback control, cantilever seat lifting control, etc., to realize automatic mooring of a sea port or an inland river wharf without a cable, ship roll reduction and feedback of electric energy. BACKGROUND

[0002] With the continuous development of global trade, waterway transportation and port logistics, ship mooring safety and efficiency, shore crane loading and unloading operation efficiency, and wharf berth utilization rate are key links to ensure port operation safety, restrict access to and from the port cycle, improve logistics service quality and reduce industry chain cost. The traditional cable mooring method has the following disadvantages: ①If the cable is not loosened in time, the mooring cable will work under overload, increasing the risk of accidental or fatigue breakage, which seriously threatens the safety of wharf operators. Every year, hundreds of people are killed or injured worldwide due to cable breakage accidents. ②If the cable is not tightened in time, the movement of the moored ship will increase, which will greatly reduce the efficiency of wharf loading and unloading operations. Even container wharfs will reduce more than half. In view of the above-mentioned many shortcomings of manual mooring with a cable, foreign countries have gradually applied the cable-free automatic mooring technology represented by vacuum mooring and electric permanent magnet mooring, but there are still many deficiencies (especially the electric permanent magnet mooring technology) that affect further popularization and application.

[0003] 1) The existing vacuum mooring system uses vacuum suction cups for adsorption. Although the vacuum suction cup has the advantages of relatively light self-weight, no damage to the adsorbed surface, no need for ferromagnetic material for the adsorbed part, no magnetic saturation and magnetic leakage influence, and small influence of adsorption force on the flatness of the adsorbed surface, it has the disadvantages of slow response of adsorption and release (the suction cup is easy to cause the ship to be released during displacement), large influence of adsorption force on the roughness of the adsorbed surface, easy aging and failure of rubber sealing parts, inability to realize edge adsorption and edge movement, and complex support system, large space occupation, high maintenance power consumption, and high operation and maintenance cost. The existing electro-permanent magnetic mooring system uses electro-permanent magnetic suction cups for adsorption. The electro-permanent magnetic suction cup can use a magnet conductor to form a variable magnetic circuit structure with high / low coercivity permanent magnets (such as neodymium iron boron / aluminum nickel cobalt), and use an excitation coil to generate a pulse magnetic field to charge the low coercivity permanent magnet in the forward / reverse direction, so as to switch the magnetic pole direction of the low coercivity permanent magnet, so that the magnetic circuit is converted between the outer / inner loop forms, and the working surface of the suction cup corresponds to the charging / discharging (magnetic / no magnetic) state. It has the advantages of fast response of adsorption and release (the response time is much lower than that of the vacuum suction cup, and also lower than that of the ordinary electromagnet), stable and reliable (the magnetic force does not decay with time, and there is no moving part inside), energy saving and environmental protection (no power consumption is required when the charging / discharging state is not switched, and only a small amount of power consumption is required when the state is switched), strong magnetic force (the unit area adsorption force of the working surface with small air gap after charging is much higher than that of the vacuum suction cup), adjustable magnetic force (the charging / discharging intensity of the working surface can be adjusted arbitrarily), good demagnetization performance (distributed magnetic pole structure, no residual magnetism on the working surface after demagnetization, no residual magnetism on the whole adsorbed surface and small local residual magnetism, and the adsorbed surface is demagnetized during demagnetization), low operation and maintenance cost (no easy-to-damage and easy-to-wear parts), and edge adsorption and edge movement with the cooperation of the track. It is currently widely used in lifting hangers, machine tool clamps and other occasions, and is an updated product of ordinary electromagnets and loss-of-field holding electromagnets. However, the electro-permanent magnetic suction cup has the disadvantages of dependence on ferromagnetic adsorbed parts, relatively heavy self-weight, rapid decay of magnetic force with increasing air gap, large influence of magnetic force on the flatness and thickness of the adsorbed surface, and easy interference of the adsorbed thin plate by magnetic saturation and magnetic leakage. Therefore, when the existing electro-permanent magnetic mooring system is used in small ships with uneven and thin ship side plates, in order to avoid affecting the adsorption force of the suction cup and the sensitive devices close to the inner side of the ship side plate, a flat and thick low-carbon steel plate needs to be installed at the adsorbed part of the ship side plate.

[0004] 2) The cantilever of the existing vacuum (or electro-permanent magnetic) mooring system is usually driven by a hydraulic cylinder. Although the hydraulic cylinder has the advantages of large thrust-to-volume ratio, heavy load resistance, impact resistance, etc., it has the disadvantages of complex support system, large space occupation, high power consumption, low efficiency, easy oil leakage pollution, high operation and maintenance cost, etc. The electric cylinder can convert rotary motion into linear motion through a ball / screw rod, a servo motor, a cylinder body, and a light shaft integrated assembly. Compared with the hydraulic cylinder, it has the advantages of energy saving and environmental protection (high operating efficiency, no hydraulic oil pollution), safety and reliability (multiple fault diagnosis and protection, easy to realize motor braking and brake self-locking, built-in force sensor for easy overload protection, no high-pressure container explosion and hydraulic lock failure risk), high positioning accuracy (built-in absolute value encoder for easy high-precision positioning control), high speed and high load (optional high linear speed, high push / pull force), low operation and maintenance cost (low sealing requirement, no easy-to-damage and easy-to-wear parts, easy fault isolation / examination), strong environmental adaptability (can adapt to high / low temperature, corrosion / explosion, sand dust, water, and other harsh working conditions), compact structure and small size (no need for joints, pipes, valves, hydraulic pumps, filters, accumulators, and other hydraulic components), long service life and low noise (average trouble-free use time is much longer than that of the hydraulic cylinder), high electric energy recovery efficiency (when following operation, electric energy can be efficiently recovered through motor feedback braking), etc. It has been widely used in various linear driving occasions and is the updated product of the hydraulic cylinder.

[0005] 3) The cantilever of the existing vacuum (or electro-permanent magnetic) mooring system usually adopts telescopic beam, scissor or tripod mechanism: ① The telescopic beam mechanism has simple structure, large multi-stage extension / contraction length, but the beam body needs to bear large bending moment, the mechanism has large volume / weight, and can only be installed on the fixed shore base of the small tidal difference wharf. ② The scissor mechanism has more components, large multi-stage extension / contraction length, but the fork needs to bear large bending moment, the mechanism has large volume / weight, and can be installed on the lifting shore base between the large tidal difference wharf and the large depth fender. ③ The tripod mechanism has more components, limited extension / contraction length (especially when side deviation), but the rod does not need to bear bending moment, the mechanism has small volume / weight, and can be installed on the lifting shore base between the large tidal difference wharf and the small depth fender.

[0006] 4) The shore base of the existing vacuum (or electro-permanent magnetic) mooring system usually adopts a fixed, pontoon (floating pier) or lifting mechanism: ① The fixed shore base is suitable for installation on the ground in front of the low tide difference wharf, requires sufficient height of the ship's side plate above the ground of the berth at all times, relies on the suction and release of the suction cup to adapt to the limited tide difference of the wharf and the change of the ship's draft, and has the disadvantages of easy over-limit and off-berthing, easy overload of the cantilever, narrow application range, etc. ② The pontoon shore base is suitable for the water area in front of the high tide difference wharf, uses the mooring pontoon to bear the whole system, has simple structure, high reliability, and no corrosion of the underwater guide rail, but has the disadvantages of being unable to actively adjust the height of the cantilever seat, easy overload of the cantilever, large space occupation, and limited application range. ③ The lifting shore base is suitable for installation on the vertical surface in front of the high tide difference wharf, can actively or passively adjust the height of the cantilever seat through the floating cylinder or power lifting mechanism, and is self-adaptive to the large tide difference of the wharf and the change of the ship's draft; the floating cylinder lifting mechanism has simple structure and does not need counterweight, but occupies large space and cannot actively adjust the height of the cantilever seat; the power lifting mechanism can actively adjust the height of the cantilever seat and select a flat and suitable ship side as the suction surface, but has complex structure, occupies large space with counterweight, and has large lifting power consumption without counterweight. SUMMARY

[0007] The technical problems to be solved by the present application are to overcome the defects of the existing vacuum and electro-permanent magnetic mooring systems, ① to solve the problem that the existing electro-permanent magnetic mooring relies on steel ship sides, ② to solve the problem that the existing scissor cantilever mechanism has weak lateral bearing and the triangular frame cantilever mechanism has a small extension / retraction length ratio, and ③ to solve the problem that the existing power lifting shore base occupies large space with counterweight and has large lifting power consumption without counterweight.

[0008] The technical solution adopted by the present application to solve the technical problems is:

[0009] 1. Solution

[0010] 1) In view of the problem that the existing electro-permanent magnetic mooring relies on steel ship sides, a combined suction cup with electro-permanent magnet, rubber ring, vacuum pipeline and vacuum pump is adopted; the rubber ring is encapsulated at the edge of the working surface of the electro-permanent suction cup, the vacuum pump is installed on the upper rail beam of the cantilever, and the vacuum pipeline is connected from the disc surface air hole, the suction cup inner cavity, the disc back air valve, the gas conveying hose to the vacuum pump; the rubber ring is tightly pressed between the suction cup and the ship side plate by the magnetic attraction force, which can take advantage of both the vacuum and electro-permanent suction cups, improve the air tightness of the vacuum suction cup and the lateral adhesion of the electro-permanent suction cup, and further enhance the longitudinal / lateral movement mooring capacity of the ship.

[0011] 2) In view of the shortcomings of the existing scissor cantilever mechanism, such as weak lateral bearing and small extension / retraction length ratio of the tripod cantilever mechanism, a combined cantilever with a tripod telescopic arm and a multi-stage scissor lifting mechanism is adopted. The combined suction cup is connected with the multi-stage scissor lifting mechanism through the tripod telescopic arm. The telescopic stroke of the cantilever is composed of two strokes of the scissor lifting and the telescopic rod. The cantilever is elongated or shortened when the scissor is lowered or raised and the telescopic rod is restored or compressed. The upper / lower end of the multi-stage scissor is moved in and out through the spiral tension spring and the cross rail roller in the upper / lower cross rail beam. The electric cylinder is transversely hinged in the middle layer of the multi-stage scissor. The active telescoping or feedback braking electric energy of the cantilever is realized by driving or following the scissor lifting. The combined cantilever can take into account the respective advantages of the tripod and scissor mechanisms, and can improve the extension / retraction length ratio and lateral bearing, thereby further enhancing the longitudinal / lateral movement mooring capacity of the ship.

[0012] 3) In view of the shortcomings of the existing power lifting shore base, such as large space occupation with counterweight and large lifting power consumption without counterweight, a combined shore base with E-shaped rail, steel wire rope, pulley shaft sleeve, shore base motor, counterweight plate and roller set is adopted. The combined cantilever and the counterweight plate are balanced in the E-shaped rail through the steel wire rope and the pulley shaft sleeve, which can effectively reduce the space occupation and the lifting power consumption. The combined suction cup + combined cantilever is slightly lighter than the counterweight plate design, which can prevent falling into the water when leaving the berth or automatically rising when idle. According to the information of the tidal level of the wharf and the displacement of the combined cantilever, the combined suction cup, the electric cylinder and the shore base motor are driven in time to eliminate the influence of the shipborne water level change on the cantilever / tidal level difference. The E-shaped rail roller can roll up and down in the two E-shaped rails through the eccentric roller set, which can simultaneously bear the mooring force in the longitudinal / lateral movement direction.

[0013] 2 Structure principle

[0014] 1) The structure of the system is mainly composed of a combined suction cup, a combined cantilever, a combined shore base, an electric control unit and other components:

[0015] ① The combined suction cup mainly includes electric permanent magnet, rubber ring, vacuum pipeline, vacuum pump, visual camera, ultrasonic sensor, suction cup hinge and other components. The electric permanent magnet is packaged with rubber ring on the edge of the working surface, and the working surface is coated with anti-skid and wear-resistant coating. The vacuum pump is installed on the upper cross rail beam. The vacuum pipeline is connected from the disc air hole, the suction cup cavity, the disc back air valve, the gas hose to the vacuum pump. The rubber ring is tightly compressed between the suction cup and the ship side plate by magnetic force, which can improve the air tightness of the vacuum suction cup and the lateral adhesion of the electric permanent magnet suction cup. The binocular visual camera is installed on the left and right sides of the combined suction cup, which plays a role in long-distance ranging, speed measurement and monitoring. The double ultrasonic sensors are installed on the left and right sides of the combined suction cup, which play a role in short-distance ranging and speed measurement. The suction cup hinge is installed on the back side of the combined suction cup, which is connected with the telescopic rod of the combined cantilever through the Hooke hinge.

[0016] ② The combined cantilever mainly comprises a telescopic rod, a pre-tightening nut, a spiral compression spring, a buffer block, a hooke joint, a hinge shaft sleeve, a cross rail beam, a spiral tension spring, a cross rail roller, a multi-stage scissor, an electric cylinder, an adjustable stopper, a tension and pressure sensor, an E rail roller, a bow spring, and a dredging device. The telescopic stroke of the cantilever is composed of two stroke sections of the scissor lifting / lowering and the telescopic rod stretching / contracting. The cantilever is elongated or shortened when the scissor is lowered or raised and the telescopic rod is restored or compressed. The telescopic rod is in a stretching limit state by the pre-tightening nut, so as to support the suction disc when the cantilever is detached from the berth and keep rigid under the maximum longitudinal displacement mooring force when the cantilever is moored. The upper / lower cross rail beam is connected with the hooke joint, the E rail roller and the adjustable stopper through the hinge shaft sleeve. The multi-stage scissor is movable in the upper / lower cross rail beam through the spiral tension spring and the cross rail roller. The electric cylinder is transversely hinged in the middle layer of the multi-stage scissor, and the cantilever is actively telescopic or the feedback braking electric energy is realized through the driving or following of the scissor lifting / lowering. The adjustable stopper is vertically installed between the upper / lower hinge shaft sleeves. The end of the adjustable stopper is sleeved with the buffer block to buffer and limit the stretching of the cantilever, so that the scissor mechanism is free from direct impact load. The end of the lower adjustable stopper is sleeved with the tension and pressure sensor and the buffer block, so as to monitor the tension of the cantilever to prevent overload. The E rail roller is rolled with the large chamfer of the E rail groove through the small chamfer of the front and rear two groups of rollers, so as to avoid the sliding contact between the end surface of the roller and the bottom surface of the rail groove, and to fully bear the mooring force in the longitudinal and transverse directions. The bow spring is installed between the four corners of the combined suction disc and the end of the hinge shaft sleeve, and functions as a soft spring to constrain and stabilize the statically indeterminate system, and as a protective cover support. The dredging device is installed at the end of the lower hinge shaft sleeve below the E rail roller, and can remove the attachments on the inner side of the E rail to prevent blockage.

[0017] ③ The combined shore base mainly comprises a shore base beam, a tension cable encoder, a security camera, a pulley sleeve, a shore base motor, a steel wire rope, an E rail, a counterweight plate, an E rail roller, and a dredging device. Two E rails are oppositely installed between the two fenders at the front side of the berth. The steel wire rope is connected with the lower hinge shaft sleeve and the counterweight plate through the pulley sleeve and the upper hinge shaft sleeve. The cantilever seat and the counterweight plate are balanced and lifted in the E rails, so as to effectively reduce the space occupation and the lifting power consumption. The combined suction disc and the combined cantilever are slightly lighter than the counterweight plate, so as to prevent falling into the water when detached from the berth or automatically rising when idle. The dredging device is installed on the upper / lower side of the E rail roller group at the four corners of the counterweight plate, and can remove the attachments on the inner side of the E rail to prevent blockage. According to the displacement information of the tide level and the combined cantilever, the combined suction disc is timely sucked and released, the electric cylinder and the shore base motor are driven, so as to eliminate the influence of the shipborne water level change on the cantilever / tide level difference. The tension cable encoder and its wire end are installed on the upper shore base beam and the upper cross rail beam, respectively, for monitoring the cantilever / tide level difference. The security camera is installed on the upper shore base beam for security monitoring and intrusion detection.

[0018] (4) The main control unit mainly includes a host computer, an electric permanent magnet controller, a vacuum pump controller, a motor driver, an energy storage unit, a wireless communication module, an electric control box, and a control terminal. The electric control box is installed on the ground of the berth on the side of the combined shore base and is connected with the electric permanent magnet, the visual camera, the ultrasonic sensor, the electric cylinder, the vacuum pump, the tension and pressure sensor, the wire encoder, and the security camera. The control terminal is interconnected with multiple host computers through Ethernet wireless communication.

[0019] 2) The host computer of the system obtains the information of the wind speed / flow rate / wave height / tide level / air visibility of the wharf and the request of the ship to berth or unberth from the wharf production management system / equipment dispatching and control system, and realizes the control of the disc magnetization / anti-magnetic leakage / vacuum assistance, the cantilever extension / fed energy, and the cantilever seat lifting through the electric permanent magnet controller, the vacuum pump controller, and the motor driver. The host computer also realizes the functions of energy storage, power capacity increase, and emergency power supply through the energy storage unit. In addition, the host computer can send the information of the mooring misalignment adjustment, the berthing distance adjustment, the mooring / unmooring / idle state to the wharf production management system / equipment dispatching and control system and the ship through the wireless communication module, and interact with the control terminal.

[0020] 3 Control step

[0021] 1) Data acquisition, display, and recording: The information of the wind speed / flow rate / wave height / tide level / air visibility of the wharf, the request of the ship to berth or unberth, the binocular machine vision, the ultrasonic ranging, the cantilever seat displacement, the ship side plate magnetic saturation, the cantilever tension and pressure, and the TOS / ECS communication is collected, displayed, and recorded.

[0022] 2) Wharf sea condition judgment and abnormal alarm protection: The wharf sea condition is judged according to the information of the wind speed / flow rate / wave height / tide level / air visibility, and an alarm is given when the wharf sea condition is abnormal, and the step 1 is returned.

[0023] 3) Ship berthing / unberthing and berth idle state judgment: According to the request information of the ship to berth or unberth, when the ship is in the state of berthing or unberthing, the next step or step 9 is executed, respectively. When the berth is in the idle state, the step 10 is executed.

[0024] 4) Sorting mooring position and misalignment early warning protection: According to the binocular machine vision information, the flatness of the ship side to be moored is analyzed, the cantilever height is adjusted to optimize the mooring position, and the next step is executed. When the threshold is exceeded, the misalignment early warning protection is given, and the mooring misalignment adjustment information is sent to the TOS / ECS, and the step is exited.

[0025] 5) Berthing distance / speed monitoring and not in place prompt: According to binocular machine vision, ultrasonic ranging and proximity switch information, monitor the berthing speed of the ship and the distance between the suction cup and the ship side plate until the suction cup is close to or touches the ship side plate, and execute the next step; Berthing not in place prompt when exceeding the threshold, send berthing distance adjustment information to TOS / ECS, and exit the execution step.

[0026] 6) Suction cup magnetization strength / vacuum assistance and electric cylinder energy feedback control: According to the ship side plate magnetic saturation information, control the suction cup magnetization strength until the ship side plate magnetic saturation, start vacuum assistance when the magnetization strength is less than the threshold; Control the electric cylinder motor to be in the feedback braking state, and send the mooring state information to TOS / ECS.

[0027] 7) Cantilever / tide level difference monitoring and elimination of the influence of shipboard water level changes: According to the cantilever / tide level difference information, timely control the suction cup magnetization and demagnetization, start and stop the vacuum assistance, electric cylinder extension and retraction, and shore-based motor lifting, to eliminate the influence of cantilever / tide level difference on shipboard water level changes.

[0028] 8) Cantilever force monitoring and overload alarm protection: According to the cantilever tension and compression force information, determine the cantilever force overload alarm, and execute step 9.

[0029] 9) Unmooring control: According to the unmooring instruction, control the suction cup demagnetization, vacuum assistance shutdown, and electric cylinder control state release, and send the unmooring state information to TOS / ECS.

[0030] 10) Idle control: According to the berth idle instruction, release the shore-based motor control state, automatically lift the suction cup and cantilever, send the idle state information to TOS / ECS, and return to step 1.

[0031] The beneficial effects of the present application are: overcoming the shortcomings of existing vacuum and electric permanent magnet mooring systems, adopting electric permanent magnet + vacuum combined suction cup, tripod + scissors combined cantilever, electric lifting + counterweight combined shore base structure, and suction cup magnetization / demagnetization / anti-leakage magnet / vacuum assistance control, cantilever extension / retraction / energy feedback control, cantilever seat lifting control algorithm, etc., to comprehensively improve the comprehensive performance of the automatic mooring system without cable for wharf, effectively improve the safety and efficiency of wharf mooring and handling operation, and can be widely applied to various sea ports or inland river wharfs. BRIEF DESCRIPTION OF DRAWINGS

[0032] The present application will be further described below in conjunction with the drawings and examples.

[0033] Figure 1 is the overall layout of the wharf berth in the present application.

[0034] Figure 2 is the front view axonometric drawing of the mooring system extension arm state (not including the electric control unit) in the present application.

[0035] Figure 3 is the rear view axonometric of the docking system in the retracted arm position (without the electronic control unit).

[0036] Figure 4 is the front view axonometric of the docking system in the extended arm position.

[0037] Figure 5 is the rear view axonometric of the docking system in the retracted arm position.

[0038] Figure 6 is the front view axonometric of the docking system in the extended arm position.

[0039] Figure 7 is the front view axonometric of the counterweight plate and accessories of the docking system.

[0040] Figure 8 is the structural block diagram of the system architecture.

[0041] Figure 9 is the algorithmic flowchart of the control software.

[0042] Figure 10 is the operation panel of the control software. Embodiment

[0043] The application will be further described in conjunction with the accompanying drawings.

[0044] In Figures 1-7In the embodiment shown, the overall layout of the terminal berth in the application mainly includes mooring system 1, fender 2, bollard 3, berth 4, water body 5, ship 6 and the like, wherein: the mooring system 1 mainly includes combined suction cup 11, combined cantilever 12, combined shore base 13, electric control unit 14 and the like, the combined suction cup 11 mainly includes electric permanent magnet 111, rubber ring 112, vacuum pipeline 113, vacuum pump 114, visual camera 115, ultrasonic sensor 116, suction cup hinge 117 and the like, the combined cantilever 12 mainly includes telescopic rod 121, pre-tightening nut 122, spiral compression spring 123, buffer block 124, hooke joint 125, hinge shaft sleeve 126, cross rail beam 127, spiral tension spring 128, cross rail roller 129, two-stage scissor 1210, electric cylinder 1211, adjustable stopper 1212, tension and compression force sensor 1213, E-rail roller 1214, bow spring 1215, dredger 1216 and the like, the combined shore base 13 mainly includes shore base beam 131, stay wire encoder 132, security camera 133, pulley shaft sleeve 134, shore base motor 135, steel wire rope 136, E-rail 137, counterweight plate 138, buffer block 139, E-rail roller 1310, dredger 1311 and the like, and the electric control unit 14 mainly includes master control computer FHC, electric permanent magnet controller EPMC, vacuum pump controller VPC, motor driver SMD, energy storage unit ESU, wireless communication module WCM, electric control box and control terminal and the like. ①The purpose of the layout of the terminal berth is that the mooring system is installed at the berth side according to the design specification distance, the fender is installed near the two sides of the mooring system, the fender pressure and depth should be greater than that of the mooring system, so as to protect the mooring system from side collision and pressure damage; one slack mooring line is connected to the bollard at the bow / stern of the ship, which can provide safety protection for abnormal working conditions such as extreme sea conditions and system failure. ②The structure of the combined suction cup is that the edge of the electric permanent magnet working surface is packaged with a rubber ring, and the working surface is coated with a non-slip wear-resistant coating, the vacuum pump is installed on the upper cross rail beam, the vacuum pipeline is connected from the disc surface air hole, the suction cup inner cavity, the disc back air valve, the gas conveying hose to the vacuum pump, the rubber ring is tightly pressed between the suction cup and the ship side plate by the magnetic force, which can improve the air tightness of the vacuum suction cup and the lateral adhesion of the electric permanent magnet suction cup; the binocular visual camera is installed on the left and right sides of the combined suction cup, which plays a role in long-distance ranging, speed measurement and monitoring; the double ultrasonic sensors are installed on the left and right sides of the combined suction cup, which play a role in short-distance ranging and speed measurement; the suction cup hinge is installed at the middle of the back side of the combined suction cup, and is connected with the four telescopic rods of the combined cantilever through the hooke joint.The structural use of the combined cantilever is that the cantilever telescopic stroke is composed of two stroke sections of the scissor lifting / lowering and the telescopic rod stretching / contracting, the cantilever is elongated or shortened when the scissor is lowered or raised and the telescopic rod is restored or compressed; the four telescopic rods are in the stretched limiting state through the pre-tightening nuts, so as to support the suction disc when leaving the berth and keep rigidity under the maximum longitudinal displacement mooring force when mooring; the two ends of the upper / lower cross rail beam are connected with the huck hinge, the E rail roller and the adjustable limiter through four groups of hinge shaft sleeves; the upper / lower ends of the two-stage scissor are movable in the upper / lower cross rail beam through four groups of spiral tension springs and the cross rail roller; the electric cylinder is transversely hinged in the middle layer of the two-stage scissor, and the cantilever is actively telescopic or the feedback braking electric energy is realized through the driving or following scissor lifting / lowering; the four groups of adjustable limiters are vertically installed between the upper / lower hinge shaft sleeves, the end of the adjustable limiter is sleeved with the buffer block to play the buffering and limiting role when the cantilever is stretched, so that the scissor mechanism is free from direct impact load; the end of the two groups of lower adjustable limiters is sleeved with the tension and pressure sensor and the buffer block, so that the cantilever tension can be monitored to prevent overload; the E rail roller is rolled with the large chamfer of the E rail groove through the small chamfer of the front and rear two groups of rollers, so that the end surface of the roller and the bottom surface of the rail groove are avoided from sliding contact, and the mooring force in each direction of the longitudinal and lateral displacement can be fully borne; the four bow springs are installed between the four corners of the combined suction disc and the end of the four groups of hinge shaft sleeves, so as to play the roles of the soft spring of the statically indeterminate system and the protective cover support; the two dredgers are installed at the end of the lower hinge shaft sleeve on the lower side of the E rail roller, so that the adhering objects on the inner side of the E rail can be removed through the elastic scraper to prevent blockage. The structural use of the combined shore base is that the two E rails are oppositely installed between the two fenders on the front side of the berth, the steel wire rope passes through the pulley shaft sleeve and the upper hinge shaft sleeve and is connected with the lower hinge shaft sleeve and the counterweight plate, the cantilever seat and the counterweight plate are balanceable in the lifting and lowering movement between the E rails, so that the space occupation and the lifting power consumption can be effectively reduced; the combined suction disc+combined cantilever is slightly lighter than the counterweight plate, so that the falling into water when leaving the berth or the automatic lifting when idle can be prevented; the four dredgers are installed on the upper / lower side of the roller group on the four corners of the counterweight plate, so that the adhering objects on the inner side of the E rail can be removed through the elastic scraper to prevent blockage; according to the information of the tidal level of the wharf and the displacement of the combined cantilever, the combined suction disc is absorbed or released in time, the electric cylinder is driven and the shore base motor is driven, so that the influence of the shipborne water level change on the cantilever / tidal level difference can be eliminated; the tensioned wire encoder and the wire end thereof are installed on the upper shore base beam and the upper cross rail beam respectively, which are used for monitoring the cantilever / tidal level difference; the security camera is installed on the upper shore base beam, which is used for security monitoring and intrusion detection. The structural use of the electric control unit is that the electric control box is installed on the ground of the berth on the upper side of the combined shore base, which is connected with the electric permanent magnet, the visual camera, the ultrasonic sensor, the electric cylinder, the vacuum pump, the tension and pressure sensor, the tensioned wire encoder and the security camera, the master terminal is interconnected with the two master computers through the Ethernet wireless communication.

[0045] In Figure 8In the embodiment shown, the structural block diagram of the system architecture in the application mainly includes wharf wind speed / current information WCVI, wharf wave height / tide level information WTHI, wharf atmospheric visibility information AVI, ship berthing / de-berthing request information BURI, ship mooring / unmooring state information MUSI, ship mooring misalignment adjustment information MDAI, wharf production management system TOS / equipment scheduling and control system ECS, master control computer FHC, electric permanent magnet controller EPMC, vacuum pump controller VPC, motor driver SMD, energy storage unit ESU, wireless communication module WCM, ship side plate magnetic saturation information SMSI, binocular machine vision information BMVI, ultrasonic distance measurement information UDDI, cantilever tension and compression force information CCFI, cantilever seat displacement information CSDI, suction cup magnetization / anti-leakage magnetization / vacuum assistance control SDAMVAC, cantilever telescoping / energy feeding control CTFC, cantilever seat lifting control CSLC, palm control computer monitoring PDAC, etc. The structural principle is: the master control computer (such as industrial personal computer IPC, programmable automation controller PAC, etc.) of the combined mooring system realizes the control of suction cup magnetization / anti-leakage magnetization / vacuum assistance, cantilever telescoping / energy feeding, cantilever seat lifting, etc. through the electric permanent magnet controller, vacuum pump controller and motor driver based on the information of ship side plate magnetic saturation, binocular machine vision, ultrasonic distance measurement, cantilever tension and compression force, cantilever seat displacement, etc. and the information of wharf wind speed / current / wave height / tide level / atmospheric visibility and ship berthing / de-berthing request obtained by the wharf production management system / equipment scheduling and control system. The energy storage unit (such as battery, super capacitor, etc.) realizes the functions of energy storage, power capacity increase and emergency power supply, etc. In addition, the master control computer can send mooring misalignment adjustment, berthing distance adjustment, mooring / unmooring / idle state, etc. information to the wharf production management system / equipment scheduling and control system and the ship through the wireless communication module, and interact with the palm control computer for monitoring.

[0046] In Figure 9 In the embodiment shown, the algorithm flow of the control software in the application mainly includes system startup, parameter setting, data acquisition / display / recording, wharf sea condition judgment and abnormal alarm protection, ship berthing / de-berthing and berth idle state judgment, sorting mooring position and misalignment early warning protection, berthing speed / distance monitoring and non-in-place prompt, suction cup magnetization strength / vacuum assistance and electric cylinder energy feeding control, cantilever / tide level difference monitoring and elimination of the influence of shipboard water level change, cantilever force monitoring and overload alarm protection, unmooring control, idle control, startup release, etc.

[0047] 1) System startup: control initialization / enabling / disabling, configuration of communication interface, configuration of measurement file, fault diagnosis / prompting / handling, reading of parameter exit setting (including threshold P , V , L , B , H1、 H 2 and F ) etc.

[0048] 2) Parameter setting: when opening parameter setting, optionally restore user / factory settings, modify / save user settings, after completion, apply and exit parameter setting.

[0049] 3) Data acquisition, display and recording: collect information such as wharf wind speed / flow rate / wave height / tide level / atmospheric visibility, ship berthing / de-berthing request, binocular machine vision, ultrasonic ranging, cantilever seat displacement, ship side plate magnetic saturation, cantilever tension and compression force, TOS / ECS communication, display and record data.

[0050] 4) Wharf sea state judgment and abnormal alarm protection: according to wharf wind speed / flow rate / wave height / tide level / atmospheric visibility and other information, judge the wharf sea state as abnormal and alarm, and return to step 3.

[0051] 5) Ship berthing / de-berthing and berth idle state judgment: according to ship berthing / de-berthing request information, judge the ship as berthing or de-berthing state, respectively execute next step or step 11; judge the berth as idle state, execute step 12.

[0052] 6) Sorting mooring position and misalignment early warning protection: according to binocular machine vision information, analyze the flatness of the ship side to be moored, adjust the cantilever height to optimize the mooring position, and execute the next step; if the flatness is greater than P , misalignment early warning protection, send mooring misalignment adjustment information to TOS / ECS, and execute step 13.

[0053] 7) Berthing speed / distance monitoring and not in place prompt: according to binocular machine vision, ultrasonic ranging and proximity switch information, monitor the berthing speed and distance between the suction cup and the ship side plate, until the suction cup approaches or touches the ship side plate, and execute the next step; if the berthing speed is less than V and the distance is greater than L , berthing not in place prompt, send berthing distance adjustment information to TOS / ECS, and execute step 13.

[0054] 8) Suction cup magnetization strength / vacuum assistance and electric cylinder energy feedback control: according to ship side plate magnetic saturation information, control the suction cup magnetization until the ship side plate magnetic saturation, if the magnetization strength is less than B , start vacuum assistance; control the electric cylinder motor to be in feedback braking state, and send mooring state information to TOS / ECS.

[0055] 9) Cantilever / tide level difference monitoring and eliminating the influence of shipboard water level change: according to cantilever / tide level difference information, if the cantilever / tide level difference is less than H 1 or greater than H , eliminate the influence of shipboard water level change.At 2 o'clock, control the magnetization and demagnetization of the suction cup, start and stop the vacuum assistance, extend and retract the electric cylinder and raise and lower the shore-based motor to eliminate the influence of shipboard draft changes on the cantilever / tide level difference.

[0056] 10) Cantilever stress monitoring and overload alarm protection: Based on cantilever tension and compression information, if the cantilever tension and compression > F An overload alarm is triggered, and step 11 is executed.

[0057] 11) Decoupling control: Based on the decoupling command, control the demagnetizing of the suction cup, shut down the vacuum assist, release the electric cylinder control status, and send decoupling status information to TOS / ECS.

[0058] 12) Idle control: Based on the berth idle command, the shore motor control status is released, the suction cup and cantilever automatically rise, and the idle status information is sent to TOS / ECS.

[0059] 13) Deactivate startup: Exit the system when deactivating startup, otherwise return to step 3.

[0060] exist Figure 10 In the illustrated embodiment, the operation panel of the control software in this invention mainly includes numerical output controls such as sea state information, ship information, berth information, and berthing machine information, as well as graphical output controls such as berth top view, berth front view, and mooring location monitoring, and Boolean input controls such as berthing machine manual control, settings, simulation, automatic, unberthing, idle, help, emergency, and exit; the mooring location monitoring video switches to visual camera output when unberthing and switches to security camera output when mooring.

Claims

1. A combined electro-permanent magnet and vacuum mooring system for wharves, mainly composed of combined suction cups, combined cantilever arms, combined shore bases, and an electrical control unit. It utilizes a combination of electro-permanent magnet and vacuum suction cups, a tripod and scissor-mounted combined cantilever arm, an electric lifting and counterweight combined shore base, vision, ultrasonic, tension / compression, and displacement sensors, and a main control, central control, and control terminal component. Based on wharf wind speed / current speed / wave height / tide level / atmospheric visibility, ship berthing / deberthing requests, binocular machine vision, ultrasonic ranging, cantilever seat displacement, cantilever tension / compression, and ship hull plate magnetic leakage information, it achieves automatic mooring without cables, ship roll reduction, and energy feedback at seaports or inland river wharves through suction cup magnetization / demagnetization / magnetic leakage prevention / vacuum-assisted control, cantilever extension / energy feeding control, and cantilever seat lifting control algorithms. Wherein: 1) The combined suction cup mainly includes an electro-permanent magnet, a rubber ring, a vacuum pipeline, a vacuum pump, a vision camera, an ultrasonic sensor, and a suction cup hinge assembly. The edge of the working surface of the electro-permanent magnet is sealed with a rubber ring, and the working surface is coated with an anti-slip and wear-resistant coating. The vacuum pump is installed on the upper horizontal rail beam. The vacuum pipeline runs from the air hole on the plate surface, through the inner cavity of the suction cup, the air valve on the back of the plate, and the air supply hose to the vacuum pump. The rubber ring is tightly pressed between the suction cup and the ship's side plate by magnetic attraction. The binocular vision camera is installed on the left and right sides of the combined suction cup, and the dual ultrasonic sensors are installed on the left and right sides of the combined suction cup. The suction cup hinge is installed in the middle of the back side of the combined suction cup and is connected to the combined cantilever telescopic rod through a Hooke hinge. 2) The combined cantilever mainly includes a telescopic rod, preload nut, helical compression spring, buffer block, Hooke's hinge, hinge bushing, crossbeam, helical tension spring, crossbeam roller, multi-stage scissor lift, electric cylinder, adjustable limiter, tension / compression sensor, E-rail roller, bow spring, and sludge removal device assembly. The cantilever's telescopic stroke consists of two stages: scissor lift / lowering and telescopic rod extension / retraction. The cantilever extends or shortens when the scissor lift lowers or raises, or when the telescopic rod returns to its original position or is compressed. The telescopic rod is kept in a stretched limit state by the preload nut. The upper / lower crossbeams are connected to the Hooke's hinge, E-rail roller, and adjustable limiter at both ends via hinge bushings. The upper and lower ends of the multi-stage scissor lift move in the upper and lower horizontal rail beams through helical tension springs and horizontal rail rollers. The electric cylinder is laterally hinged to the middle layer of the multi-stage scissor lift. Adjustable limiters are vertically installed between the upper and lower hinge bushings. The upper adjustable limiter end is fitted with a buffer block, and the lower adjustable limiter end is fitted with a tension / compression sensor and a buffer block. The E-rail rollers can bear the mooring force in the longitudinal and lateral directions by rolling with the large chamfer of the E-shaped rail groove through the small chamfer of the front and rear rollers respectively. The bow springs are installed between the four corners of the combined suction cup and the end of the hinge bushing. The sludge remover is installed at the end of the lower hinge bushing on the lower side of the E-rail roller. 3) The combined shore base mainly includes shore base beams, wire encoders, security cameras, pulley bushings, servo motors, wire ropes, E-rails, counterweight plates, E-rail rollers, and dredging equipment. Two E-rails are installed opposite each other between the two fenders on the front side of the berth. The wire rope passes through the pulley bushings and the upper hinge bushings and is connected to the lower hinge bushing and the counterweight plate respectively. The cantilever seat and the counterweight plate can move in a balanced lifting motion between the E-rails. The combined suction cup + combined cantilever is slightly lighter than the counterweight plate design. The dredging equipment is installed on the upper / lower side of the E-rail roller group at the four corners of the counterweight plate. The wire encoder and its wire end are installed on the upper shore base beam and the upper cross rail beam respectively. The security camera is installed on the upper shore base beam. 4) The main electrical control unit includes a main control computer, an electro-permanent magnet controller, a vacuum pump controller, a motor driver, an energy storage unit, a wireless communication module, an electrical control box, and a control terminal component. The electrical control box is installed on the berth ground on the upper side of the combined shore base and is connected to the circuits of the electro-permanent magnet, vision camera, ultrasonic sensor, electric cylinder, vacuum pump, tension and compression sensor, shore base motor, wire encoder, and security camera. The control terminal is interconnected with multiple main control computers via Ethernet wireless communication.

2. The control software algorithm flow of the electro-permanent magnet + vacuum combined mooring system for wharves according to claim 1 mainly includes: 1) Collect information on wharf wind speed / current speed / wave height / tide level / atmospheric visibility, ship berthing / departure requests, binocular machine vision, ultrasonic ranging, cantilever seat displacement, ship hull magnetic saturation, cantilever tension and compression, and TOS / ECS communication information, and display and record the data; 2) Based on the information on wind speed / current speed / wave height / tide level / atmospheric visibility at the dock, if the sea conditions at the dock are deemed abnormal, an alarm will be triggered and the process will return to step 1; 3) Based on the vessel's berthing / departure request information, if the vessel is in a berthing or departure state, proceed to the next step or step 9 respectively; if the berth is in an vacant state, proceed to step 10. 4) Based on binocular machine vision information, analyze the flatness of the area to be moored on the ship's side, adjust the cantilever height to place the suction cup in a relatively flat mooring area, and proceed to the next step; if the threshold is exceeded, a misalignment warning protection is provided, and mooring misalignment adjustment information is sent to TOS / ECS, and the execution steps are exited. 5) Based on binocular machine vision, ultrasonic ranging, and proximity switch information, monitor the ship's berthing speed and the distance between the suction cup and the ship's side plate until the suction cup is close to or touches the ship's side plate, and then proceed to the next step; if the threshold is exceeded, a berthing failure prompt will be given, berthing distance adjustment information will be sent to TOS / ECS, and the execution step will be exited. 6) Based on the magnetic saturation information of the ship's hull plate, control the magnetization intensity of the suction cup until the ship's hull plate is magnetically saturated. When the magnetization intensity is less than the threshold, start vacuum assistance; control the electric cylinder motor to be in regenerative braking state and send mooring status information to TOS / ECS; 7) Based on the cantilever / tide level difference information, control the suction cup charging and demagnetizing, start and stop vacuum assistance, electric cylinder extension and retraction, and shore-based motor lifting and lowering in a timely manner to eliminate the influence of ship draft changes on the cantilever / tide level difference; 8) Based on the cantilever tension and compression information, determine if the cantilever is overloaded and trigger an alarm, then proceed to step 9; 9) According to the uncoiling command, control the chuck to demagnetize, shut down the vacuum assist, release the electric cylinder control state, and send uncoiling status information to TOS / ECS; 10) Upon receiving the berth vacancy instruction, the shore motor control status is deactivated, the suction cup and cantilever automatically rise, vacancy status information is sent to TOS / ECS, and the process returns to step 1.

3. The terminal electro-permanent magnet + vacuum combined mooring system according to claim 1, the control software's operation panel mainly includes: The system includes numerical output controls for sea state information, vessel information, berth information, and berthing machine information; output controls for berth top view, berth front view, and mooring area monitoring charts; and Boolean input controls for berthing machine manual control, settings, simulation, automatic, unberthing, idle, help, emergency, and exit. The mooring area monitoring video switches to visual camera output when unberthing and to security camera output when mooring.

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