Parking method of pontoon bridge

Abstract

The invention provides a pontoon bridge parking method, and relates to the technical field of pontoon bridge control, the parking method depends on a positioning system, and the positioning system comprises a bridge head UWB receiving base station installed at the bridge head of the bridge surface of the pontoon bridge and a shore UWB transmitter on the river shore; the parking method comprises the steps that a first signal range and a second signal range are set with the shore UWB transmitter as the circle center, the second signal range is larger than the first signal range, and before the pontoon bridge enters the second signal range, the pontoon bridge goes to the position where the shore UWB transmitter is located according to a GPS positioning signal. An anchoring system is reasonably arranged, the posture of the pontoon bridge is adjusted, and accurate butt joint of the pontoon bridge and the shoreside is achieved; the multi-point positioning technology is adopted, hydrometeorological data analysis is combined, the position of the pontoon bridge is dynamically adjusted, and the problem that the pontoon bridge is affected by water flow and stormy waves in the stopping process is solved.

Description

Technical Field

[0001] This application relates to the technical field of pontoon bridge control, and particularly to a method for docking a pontoon bridge. Background Art

[0002] Pontoon bridge docking is a complex engineering technology, involving multiple key links and challenges. The primary problem is how to achieve precise positioning and stable docking of the pontoon bridge under different hydrological conditions. Factors such as water flow, wind direction, and waves will exert continuous external forces on the pontoon bridge, causing the pontoon bridge to shift or sway in position, affecting traffic safety. At the same time, the connection between the pontoon bridge and the shore is also a technical difficulty, and factors such as water level changes and terrain differences need to be considered. In addition, during the pontoon bridge docking process, problems such as the adjustment of the pontoon bridge's own structure also need to be solved, including the connection between pontoon bridge units and the control of the overall stiffness. In bad weather or emergency situations, how to quickly complete the pontoon bridge docking and ensure its stability is also an important challenge.

[0003] The selection of the pontoon bridge docking method also needs to balance multiple aspects such as efficiency, safety, and economy, and different technical solutions may need to be adopted in different application scenarios. Generally speaking, the core of the pontoon bridge docking technology lies in how to achieve precise positioning, stable connection, and flexible adjustment of the pontoon bridge in a complex and changeable environment to meet various usage requirements and safety standards. Summary of the Invention

[0004] The purpose of the present invention is to solve the above problems and provide a method for docking a pontoon bridge.

[0005] The technical solution of this application is realized as follows: This application provides a method for docking a pontoon bridge. The docking method relies on a positioning system, which includes: a bridgehead UWB receiving base station installed at the bridgehead of the pontoon bridge deck and a shore UWB transmitter on the riverbank. The docking method includes: Set a first signal range and a second signal range with the shore UWB transmitter as the center. The second signal range is larger than the first signal range. Before the pontoon bridge enters the second signal range, the pontoon bridge travels to the location of the shore UWB transmitter according to the GPS positioning signal. When the pontoon bridge enters the second signal range and before entering the first signal range, the navigation control system of the pontoon bridge performs the following operations: (a) Obtain the position information sent by the shore UWB transmitter and parse it to generate UWB positioning coordinates (x_uwb, y_uwb); (b) Synchronously receive the GPS positioning signal and parse it to generate GPS coordinates (x_gps, y_gps); (c) Fuse the GPS positioning coordinates and UWB ranging solution coordinates of the floating bridge according to the preset first weight λ, and calculate the real-time navigation coordinates of the floating bridge: x_target = λ·x_uwb + (1 - λ)·x_gps; y_target = λ·y_uwb + (1 - λ)·y_gps; (d) Control the floating bridge to move towards the navigation coordinates, where the value of λ is inversely proportional to the boundary distance of the floating bridge from the first signal range until it enters the first signal range; After the floating bridge enters the first signal range, the floating bridge is positioned according to the signals of the shore UWB transmitters. The bridgehead UWB receiving base station receives the signals from the shore UWB transmitters, obtains the relative distance between the bridgehead UWB receiving base station and the shore UWB transmitters, and when the distance is less than the threshold, it is determined that the designated position has been reached.

[0006] The advantages or beneficial effects in the above technical solutions at least include: The present invention discloses a method for docking a floating bridge, aiming at the stability and safety problems that the floating bridge may face when docking on water. This method optimizes the docking process, reasonably arranges the mooring system, and adjusts the attitude of the floating bridge to achieve the precise docking of the floating bridge with the shore. The present invention adopts multi-point positioning technology, combines the analysis of hydrological and meteorological data, and dynamically adjusts the position of the floating bridge to effectively offset the influence of water flow and wind and waves. At the same time, a telescopic connection device is designed to ensure the tight connection between the floating bridge and the shore and improve the overall structural stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] The drawings illustrate exemplary embodiments of the present application in embodiments of the present invention and are used together with the description to explain the principles of the present application. These drawings are included to provide a further understanding of the present application, and the drawings are included in this specification and form a part of this specification.

[0008] Figure 1 It shows a schematic structural diagram of the floating bridge in an embodiment of the present invention; Figure 2 It shows a schematic diagram of the first signal range and the second signal range when the floating bridge in an embodiment of the present invention enters the mooring target from the left; Figure 3 It shows a schematic diagram of the first signal range and the second signal range when the floating bridge in an embodiment of the present invention enters the mooring target from the right; Figure 4 It shows a schematic diagram of the first distance, the second distance, the third distance, and the fourth distance in an embodiment of the present invention; Reference numerals: 10, floating bridge; 11, propulsion engine; 12, steering engine; 101, first floating bridge UWB transmitter; 102, second floating bridge UWB transmitter; 103, first floating bridge UWB receiving base station; 104, second floating bridge UWB receiving base station; 21, first shore UWB transmitter; 22, second shore UWB transmitter. Detailed implementation

[0009] Embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although some embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Instead, these embodiments are provided to provide a more thorough and complete understanding of the present application. It should be understood that the drawings and embodiments of the present application are only for exemplary purposes and are not intended to limit the protection scope of the present application.

[0010] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. The present application will be described in detail below with reference to the drawings and in combination with the embodiments.

[0011] A docking method for a floating bridge, the docking method depends on a positioning system, and the positioning system includes: a bridgehead UWB (Ultra Wideband (UWB)) receiving base station installed at the bridgehead of the floating bridge 10 and a shore UWB transmitter on the river bank; The docking method includes: setting a first signal range and a second signal range with the shore UWB transmitter as the center, the second signal range being larger than the first signal range. Before the floating bridge 10 enters the second signal range, the floating bridge 10 travels to the location of the shore UWB transmitter according to the GPS positioning signal; when the floating bridge enters the second signal range and before entering the first signal range, the navigation control system of the floating bridge 10 performs the following operations: (a) Obtain the position information sent by the shore UWB transmitter and parse it to generate UWB positioning coordinates (x_uwb, y_uwb); (b) Synchronously receive the GPS positioning signal and parse it to generate GPS coordinates (x_gps, y_gps); (c) Fuse the GPS positioning coordinates of the floating bridge 10 and the UWB ranging solution coordinates according to a preset first weight λ∈[0.3, 0.7], and calculate the real-time navigation coordinates of the floating bridge 10: x_target = λ·x_uwb + (1 - λ)·x_gps; y_target = λ·y_uwb + (1 - λ)·y_gps; (d) Control the floating bridge 10 to move towards the navigation coordinates, where the value of λ is inversely proportional to the distance of the floating bridge 10 from the boundary of the first signal range until it enters the first signal range; When the floating bridge 10 enters the first signal range, the floating bridge 10 locates according to the signals of the UWB transmitters on the shore. The UWB receiving base station at the bridgehead receives the signals from the UWB transmitters on the shore, obtains the relative distance between the UWB receiving base station at the bridgehead and the UWB transmitters on the shore. When the distance is less than the threshold, it is determined that the designated position has been reached.

[0012] In the method for docking the floating bridge 10, the core of the positioning system lies in combining GPS and UWB technologies to achieve precise navigation. The UWB technology performs excellently in the short-distance range with its high-precision positioning ability, while GPS provides stable signals over long distances.

[0013] Suppose a floating bridge 10 is sailing on a wide river, and the goal is to dock at a designated position on the riverbank. UWB transmitters are installed on the shore, and the signal coverage range is divided into a first signal range with a radius of 5 meters and a second signal range with a radius of 50 meters. When the floating bridge 10 is far from the shore, it relies on GPS signals for navigation, aiming directly at the longitude and latitude positions of the shore transmitters.

[0014] When the floating bridge 10 enters the second signal range, that is, within 50 meters but not yet within 5 meters of the shore, the navigation system starts to fuse GPS and UWB signals. The position information provided by the UWB transmitter is parsed into coordinates, such as x_uwb = 100.5, y_uwb = 200.3, while the simultaneously obtained GPS coordinates are x_gps = 101.2, y_gps = 201.1. At this time, the system performs coordinate fusion according to the preset weights. Assuming the initial weight is 0.4, the calculated real-time navigation coordinates are close to the GPS data.

[0015] As the floating bridge 10 gradually approaches the first signal range, the weight gradually increases to 0.6, making the UWB data account for a higher proportion and gradually improving the navigation accuracy. This design of dynamically adjusting the weights can effectively balance the stability of GPS over long distances and the high precision of UWB over short distances, ensuring a smooth transition of the floating bridge 10 to the precise positioning stage.

[0016] After the floating bridge 10 enters the first signal range, the system relies entirely on UWB signals for positioning. The UWB receiving base station at the bridgehead receives the signals from the shore transmitters in real time and measures the distance between the two. Suppose the initial distance is 4.8 meters. As the floating bridge 10 adjusts its attitude, the distance gradually shrinks to 1.2 meters. When it is lower than the preset threshold of 2 meters, the system determines that the designated position has been reached. This method avoids the possible signal drift problem of GPS at short distances and uses the high-precision characteristics of UWB to ensure that the error between the floating bridge 10 and the docking point on the shore is controlled within centimeters, significantly improving the safety and efficiency of docking.

[0017] In a possible implementation, the coordinated operation of the UWB transmitter and the receiving base station can also cope with signal interference in complex environments. Suppose there are trees blocking the riverbank, and the GPS signal may be unstable. However, the UWB signal can still provide reliable distance data due to its penetration ability and anti-interference performance. This combination of technologies not only improves the robustness of positioning but also ensures the safe docking of the pontoon bridge 10 in adverse weather or complex terrains. Generally speaking, this phased and weighted positioning fusion strategy makes full use of the advantages of the two technologies and achieves seamless switching through dynamic adjustment, greatly improving the automation level and operation accuracy of the docking of the pontoon bridge 10.

[0018] The positioning system further includes a tail UWB transmitter installed at the tail of the pontoon bridge 10. The docking method further includes: setting the previous pontoon bridge 10 as the first pontoon bridge, and the pontoon bridge 10 connected to the first pontoon bridge as the second pontoon bridge; setting a first signal range and a second signal range with the tail UWB transmitter of the first pontoon bridge as the center, where the second signal range is larger than the first signal range. Before the pontoon bridge 10 enters the second signal range, the second pontoon bridge goes to the location of the first pontoon bridge according to the GPS positioning signal; when the second pontoon bridge enters the second signal range and before entering the first signal range, the navigation control system of the pontoon bridge 10 performs the following operations: (a) obtaining the position information sent by the shore UWB transmitter and parsing it to generate the UWB positioning coordinates (x_uwb, y_uwb); (b) synchronously receiving the GPS positioning signal and parsing it to generate the GPS coordinates (x_gps, y_gps); (c) fusing the GPS positioning coordinates and the UWB ranging solution coordinates of the pontoon bridge 10 according to a preset first weight λ ∈ [0.3, 0.7] to calculate the real-time navigation coordinates of the pontoon bridge 10: x_target = λ · x_uwb + (1 - λ) · x_gps; y_target = λ · y_uwb + (1 - λ) · y_gps; (d) controlling the pontoon bridge 10 to move towards the navigation coordinates, where the value of λ is inversely proportional to the boundary distance of the pontoon bridge 10 from the first signal range until it enters the first signal range; when the second pontoon bridge enters the first signal range, the second pontoon bridge is positioned according to the signal of the tail UWB transmitter of the first pontoon bridge. The head UWB receiving base station of the second pontoon bridge receives the signal emitted by the tail UWB transmitter of the first pontoon bridge and obtains the relative distance between the head UWB receiving base station and the tail UWB transmitter. When the distance is less than the threshold, it is determined that the pontoon bridge 10 has reached the docking position.

[0019] For example, in the scenario of the pontoon bridge 10 docking and connecting, the specific implementation of the positioning system can be elaborated from multiple perspectives. First, regarding the installation of the UWB transmitter at the bridge tail, its main function is to serve as the positioning reference point for the docking between pontoon bridges 10. By installing the UWB transmitter at the bridge tail of the first pontoon bridge, accurate relative position signals can be provided for the subsequent second pontoon bridge. This method is particularly suitable for scenarios where multiple pontoon bridges 10 are connected in sequence, ensuring that each pontoon bridge 10 can accurately find the docking position of the previous pontoon bridge 10. For example, on a wide river, the first pontoon bridge has been fixed by the shore. At this time, when the second pontoon bridge needs to dock with its tail, the signal emitted by the UWB transmitter at the bridge tail becomes the key guiding basis.

[0020] For example, regarding the setting of the signal range, the design of the first signal range and the second signal range is to achieve the transition from rough navigation at a long distance to precise docking at a short distance. Suppose the second signal range is set to a radius of 500 meters and the first signal range is set to a radius of 50 meters. When the second pontoon bridge enters the 500-meter range, the system starts to receive UWB signals and combines them with GPS signals for preliminary positioning. After entering the 50-meter range, it relies entirely on UWB signals for high-precision adjustment. This setting of hierarchical ranges can effectively improve the navigation adaptability of the pontoon bridge 10 at different distances, especially in complex water environments.

[0021] For example, during the process of navigation coordinate fusion, the dynamic adjustment of the weight parameter is an important technical topic. The weight value varies between 0.3 and 0.7 and is inversely proportional to the distance of the pontoon bridge 10 from the boundary of the first signal range. This design is to balance the reliability of the two signals, GPS and UWB. For example, when the second pontoon bridge just enters the second signal range and is far from the boundary of the first signal range, the weight value may be close to 0.3, and it relies more on GPS signals for navigation. When the pontoon bridge 10 gradually approaches the boundary of the first signal range, the weight value may increase to 0.7, and it relies more on UWB signals to improve accuracy. This dynamic adjustment method enables the pontoon bridge 10 to select a more suitable positioning basis at different stages.

[0022] For example, regarding the determination of the pontoon bridge 10 reaching the docking position, the setting of the relative distance threshold is a key link. Suppose the threshold is set to 1 meter. When the distance between the UWB receiving base station at the bridge head of the second pontoon bridge and the UWB transmitter at the bridge tail of the first pontoon bridge is less than 1 meter, the system determines that the docking position has been reached. This threshold design takes into account the slight drift of the pontoon bridge 10 on the water surface and also ensures the tightness of the docking. In actual operation, if the river current is relatively rapid, the system may dynamically adjust the threshold range in combination with the water flow speed to adapt to different environmental conditions.

[0023] Finally, for the business scenario of connecting multiple pontoon bridges 10, the entire process of the second pontoon bridge docking with the first pontoon bridge embodies the characteristics of modular collaboration. Each pontoon bridge 10 can either dock as an independent unit or connect with other pontoon bridges 10 as part of an integral bridge. This design is particularly useful in military river crossings or the construction of temporary bridges. For example, in an emergency rescue mission, multiple pontoon bridges 10 need to quickly form a passage. Through the cooperation of the UWB transmitter at the bridge tail and the UWB receiving base station at the bridge head, rapid and precise docking can be achieved, significantly shortening the construction time. The benefits of this approach lie in enhancing the flexibility and response speed of the pontoon bridge 10 system, especially in time-sensitive scenarios.

[0024] The UWB receiving base station at the bridge head includes a first pontoon bridge UWB receiving base station installed on the left side of the bridge head on the bridge deck of the pontoon bridge 10 and a second pontoon bridge UWB receiving base station on the right side; the shore UWB transmitter includes a first shore UWB transmitter 21 and a second shore UWB transmitter 22 installed on the river bank where the pontoon bridge 10 intends to dock. The distance between the first shore UWB transmitter 21 and the second shore UWB transmitter 22 is the same as the distance between the first pontoon bridge UWB receiving base station and the second pontoon bridge UWB receiving base station; in the docking method: When the pontoon bridge 10 enters the first signal range, the first pontoon bridge UWB receiving base station receives the signal from the first shore UWB transmitter 21 to obtain the first distance between the first pontoon bridge UWB receiving base station and the first shore UWB transmitter 21; the second pontoon bridge UWB receiving base station receives the signal from the second shore UWB transmitter 22 to obtain the second distance between the second pontoon bridge UWB receiving base station and the second shore UWB transmitter 22. When both the first distance and the second distance are less than the threshold, it is determined that the designated position has been reached.

[0025] In the scenario of the pontoon bridge 10 docking, as Figure 2 shown, if the pontoon bridge 10 enters the shore from the left side, then a first signal range and a second signal range are set with the first shore UWB transmitter 21 installed on the left side as the center. After the pontoon bridge 10 enters the first signal range, the first pontoon bridge UWB receiving base station on the left side of the bridge head of the pontoon bridge 10 receives the first shore UWB transmitter 21 near the left side of the shore, and the second pontoon bridge UWB receiving base station on the right side receives the second shore UWB transmitter 22 near the left side of the shore for alignment. Similarly, as Figure 3 shown, if the pontoon bridge 10 enters the shore from the right side, then a first signal range and a second signal range are set with the second shore UWB transmitter 22 installed on the right side as the center. After the pontoon bridge 10 enters the first signal range, the first pontoon bridge UWB receiving base station on the left side of the bridge head of the pontoon bridge 10 receives the first shore UWB transmitter 21 near the left side of the shore, and the second pontoon bridge UWB receiving base station on the right side receives the second shore UWB transmitter 22 near the left side of the shore for alignment.

[0026] The design of the UWB receiving base station at the bridgehead and the layout of the UWB transmitters on the shore are the keys to ensuring precise docking. The first pontoon UWB receiving base station and the second pontoon UWB receiving base station are respectively set on the left and right sides of the bridgehead, and their spacing is the same as the spacing between the first shore UWB transmitter 21 and the second shore UWB transmitter 22 on the shore. This symmetric design can effectively improve the balance of signal reception.

[0027] Assume that the width of the bridgehead of the pontoon 10 is 10 meters, then the distance between the two receiving base stations is also 10 meters, and the two transmitters on the shore are also arranged at a spacing of 10 meters. This consistency allows the pontoon 10 to judge whether it is parallel to the shore by synchronously receiving signals on both sides when approaching the shore. If the distance measured by the left receiving base station is 2.5 meters and the right one is 3.5 meters, it indicates that the pontoon 10 may have a certain angular deviation, and the system can adjust the course of the pontoon 10 accordingly to ensure that the distances on both sides tend to be the same.

[0028] In the division of the signal range and the docking judgment, the first signal range, as a key area, determines the timing of the pontoon 10 transitioning from long-distance navigation to short-distance precise positioning. When the pontoon 10 enters this range, the first pontoon UWB receiving base station on the left will specifically receive the signal of the first shore UWB transmitter 21, and the second pontoon UWB receiving base station on the right will correspondingly receive the signal of the second shore UWB transmitter 22. This one-to-one signal matching method can avoid signal interference and improve the accuracy of distance measurement. Assume that the threshold is set at 1.5 meters. When the first distance measured on the left is 1.2 meters and the second distance measured on the right is 1.3 meters, the system will determine that both sides are less than the threshold, thus confirming that the designated position has been reached. This two-point ranging method can better reflect the overall position state of the pontoon 10 than a single signal point, which helps to improve the stability of docking.

[0029] For example, in the actual application scenario, the riverbank environment may be affected by wind and waves or water flow interference, and the pontoon 10 is prone to slight swaying when approaching the shore. In response to this situation, the corresponding design of the two UWB receiving base stations and transmitters can dynamically adjust the attitude of the pontoon 10 by real-time monitoring the changes in the distances on both sides. For example, during a certain docking, the distance on the left suddenly changes from 1.8 meters to 2.2 meters, while the distance on the right remains at 1.7 meters. The system will judge that the left side of the pontoon 10 is affected by the water flow thrust, and then adjust the output direction of the thruster to align the pontoon 10 with the shore again. The collaborative work of the bilateral signals can significantly improve the adaptability of the pontoon 10 in a complex environment and provide higher reliability for the docking process.

[0030] Regarding the setting of the threshold, 1.5 meters can be used as a possible standard value, which can be adjusted according to the actual riverbank conditions and the dimensions of the pontoon bridge 10. If the pontoon bridge 10 is relatively large in volume, or the shore facilities have higher requirements for docking accuracy, the threshold can be appropriately reduced to 1.0 meter to ensure a closer shore docking effect. On the contrary, if the riverbank environment is relatively loose, the threshold can be relaxed to 2.0 meters to reduce the stringent requirements of the system for the attitude of the pontoon bridge 10. This flexibility enables the docking method to adapt to the needs of different scenarios and enhances the practicality of the system.

[0031] The UWB transmitters at the bridge tail include a first pontoon bridge UWB transmitter installed on the left side of the bridge tail of the pontoon bridge 10 deck and a second pontoon bridge UWB transmitter on the right side; among them, the distance between the first pontoon bridge UWB receiving base station and the second pontoon bridge UWB receiving base station is equal to the distance between the first pontoon bridge UWB transmitter and the second pontoon bridge UWB transmitter; in the docking method: when the first pontoon bridge is within the first signal range, the first pontoon bridge UWB receiving base station of the second pontoon bridge receives the signal of the first pontoon bridge UWB transmitter of the first pontoon bridge to obtain the third distance between the first pontoon bridge UWB receiving base station and the first pontoon bridge UWB transmitter; the second pontoon bridge UWB receiving base station of the second pontoon bridge receives the signal of the second pontoon bridge UWB transmitter of the first pontoon bridge to obtain the fourth distance between the second pontoon bridge UWB receiving base station and the second pontoon bridge UWB transmitter. When both the third distance and the fourth distance are less than the threshold, it is determined that the pontoon bridge 10 has reached the docking position.

[0032] For example, in the scenario of the pontoon bridge 10 docking, the setting of the UWB transmitters at the bridge tail and the mechanism of signal reception are important links in the entire docking process. The first pontoon bridge UWB transmitter and the second pontoon bridge UWB transmitter installed on the left and right sides of the bridge tail respectively have the same spacing as the spacing of the bridge head receiving base stations. This design is to ensure the symmetry and accuracy of signal transmission. Suppose the pontoon bridge 10 is docked on a river about 50 meters wide. The two transmitters at the bridge tail are located on both sides of the bridge deck, with a spacing of 10 meters, which is the same as the spacing of the receiving base stations at the bridge head. In this way, a stable signal coverage area can be formed, facilitating subsequent distance judgment.

[0033] For example, for the specific implementation of signal reception and distance measurement, it can be imagined that when the pontoon bridge 10 gradually approaches another pontoon bridge 10, the transmitters at the bridge tail will continuously send signals, and the receiving base stations of the other pontoon bridge 10 will capture these signals in real time. Taking the measurement of the third distance and the fourth distance as an example, assume that after the first pontoon bridge UWB receiving base station receives the signal of the first transmitter at the bridge tail, the measured third distance is 8 meters, and after the second pontoon bridge UWB receiving base station receives the signal of the second transmitter at the bridge tail, the measured fourth distance is 7.5 meters. In this case, if the preset threshold is 10 meters, then both distances are less than the threshold, and the system can determine that the docking conditions are met. This method can effectively improve the accuracy of docking through double-point distance measurement.

[0034] For example, in actual operation, problems such as signal interference or environmental factors may cause deviations in distance measurement. In response to this situation, the reliability can be improved by taking the average value of multiple measurements. Suppose in a docking operation, the measured values of the third distance in 5 consecutive measurements are 8.2 meters, 8.1 meters, 8.3 meters, 8.0 meters, and 8.4 meters respectively. The final average value is approximately 8.2 meters, which is compared with the average value of 7.8 meters of the fourth distance for the threshold. This method can reduce the error caused by a single measurement to a certain extent and ensure the stability of docking judgment. In addition, this configuration of dual transmitters and dual receiving base stations can further reduce the possibility of misjudgment through signal cross-verification.

[0035] Regarding the judgment criteria for the pontoon bridge 10 to reach the docking position, the threshold can be set flexibly according to the actual river hydrological conditions and the size of the pontoon bridge 10. Suppose on a river with relatively rapid water flow, higher stability is required for the docking of the pontoon bridge 10, and the threshold can be set to 5 meters to ensure that the distance between the two sections of the pontoon bridge 10 is close enough to ensure the stability of the overall structure after connection. In a scenario with relatively slow water flow, the threshold can be appropriately relaxed to 10 meters to reduce the operation difficulty. This flexibility can adapt to the actual needs in different environments and improve the adaptability of the pontoon bridge 10 in use.

[0036] For the coordinated operation of the bridge-tail transmitter and the bridge-head receiving base station, an auxiliary calibration mechanism can also be introduced. For example, before docking, by pre-testing the signal strength and coverage range, ensure that there are no obvious obstacles to the signal transmission between the transmitter and the receiving base station. Suppose it is found that the signal on one side is weak during the test, the signal coverage can be optimized by adjusting the angle or power of the transmitter. This preliminary preparation work can provide a more reliable basis for subsequent docking and reduce the possible signal loss problems during the docking process.

[0037] Finally, it should be noted that the design of the distance consistency between the bridge-tail transmitter and the bridge-head receiving base station is not only for the symmetry of signal measurement but also for forming a unified reference framework during docking. Suppose in a narrow river channel, the width of the pontoon bridge 10 is 12 meters, and the distance between the transmitter and the receiving base station is both 12 meters. This consistency can provide a more intuitive basis for the system to judge the docking state, thereby improving the convenience and reliability of operation.

[0038] The above pontoon bridge adopts an automatic cruising method to cruise to the riverbank docking place relying on GPS signals. There are a propulsion engine 11 installed at the rear end and a steering engine 12 installed at the front end on the pontoon bridge 10. It is characterized in that the method includes the following steps: S1. The controller obtains the real-time hydrological feature vector through the hydrological sensors installed on the floating bridge 10. The hydrological feature vector includes the water flow direction angle parameter, the flow velocity parameter, and the water flow intensity parameter. S2. Smoothly filter the water flow direction angle parameter to eliminate instantaneous noise interference and generate filtered direction data. S3. Calculate the difference between the filtered direction data and the hull course parameter, and multiply the difference by a preset angle correction coefficient to generate an initial steering command, where the hull course parameter is obtained in real time through a gyroscope or a GPS sensor. S4. Determine whether the water flow intensity parameter exceeds a preset intensity threshold. If it exceeds, mark it as the high-intensity state and select the first dynamic weighting coefficient; otherwise, mark it as the low-intensity state and select the second dynamic weighting coefficient. S5. Weight the initial steering command according to the dynamic weighting coefficient to generate a steering control parameter, and control the output angle of the steering engine 12 based on the steering control parameter. S6. Obtain the course feedback parameter of the floating bridge 10 in real time. If the deviation between the course feedback parameter and the target course exceeds the preset course deviation threshold, correct the steering control parameter according to the filtered direction data, generate a corrected steering control parameter, and update the control command of the steering engine 12. S7. According to the water flow intensity parameter, call a preset power mapping relation table to generate a propulsion power parameter, and control the power output of the propulsion engine 11 through the propulsion power parameter. The adjustment rate of the propulsion power parameter is limited by a preset response time constraint, and the output power is dynamically compensated according to the environmental interference factor, where the environmental interference factor includes at least one of the wind speed, the wave height, and the lateral water flow parameter.

[0039] For example, when the floating bridge 10 sails in complex waters, it is necessary to obtain the real-time hydrological feature vector through hydrological sensors. Suppose in a certain river, the water flow direction angle is 120 degrees, the flow velocity is 2.5 m / s, and the water flow intensity is determined to be medium to high. The sensor collects data once per second and generates a vector containing these parameters. This real-time monitoring ensures that the controller grasps the dynamics of the water area and provides a basis for subsequent decision-making. The beneficial effect is to improve the response speed of the floating bridge 10 to water flow changes and reduce the risk of yaw.

[0040] Specifically, smoothly filter the water flow direction angle parameter to eliminate instantaneous noise; assume that the original data jumps between 118 and 122 degrees due to turbulent fluctuations. Using a moving average filter and taking the average value of the data in the previous 5 seconds, the filtered direction data is 120.2 degrees. This processing reduces noise interference and improves the stability of the steering command, helping the floating bridge 10 to maintain a smooth voyage.

[0041] Further, calculate the difference between the filtered steering direction data and the hull heading. If the hull heading measured by the GPS sensor is 125 degrees and the difference is 5 degrees, multiply it by the preset angle correction coefficient of 0.8 to generate an initial steering command of a 4-degree right turn. This method ensures that the steering command matches the actual water flow deviation, avoiding over-adjustment or under-adjustment and improving the heading control accuracy.

[0042] It is necessary to determine whether the water flow intensity parameter exceeds the preset threshold. Assuming the threshold is 3 and the current intensity is 2.8, it is marked as the low-intensity state, and the second dynamic weighting coefficient of 0.6 is selected. If the intensity rises to 3.2, it is marked as the high-intensity state, and the first dynamic weighting coefficient of 0.9 is selected. After weighting, the initial steering command of 4 degrees may be adjusted to 2.4 degrees or 3.6 degrees. This dynamic weighting adapts to different water flow intensities, enhancing the steering flexibility and stability.

[0043] In a possible implementation, the heading feedback parameter is used to correct the steering control. If the target heading is 130 degrees, the actual heading is 128 degrees, and the deviation is 2 degrees, exceeding the threshold of 1.5 degrees, then adjust the steering control parameter according to the filtered steering direction data to generate a correction command such as a 0.5-degree right turn. This closed-loop feedback mechanism significantly reduces the heading deviation and ensures that the pontoon bridge 10 accurately follows the target path.

[0044] Specifically, the propulsion power parameter is generated through a power mapping relationship table. Assuming the water flow intensity is 2.8, look up the table to obtain a propulsion power of 80% of the maximum output, and the adjustment rate is limited by a 0.5-second response time. If the wind speed is 5 m / s as an environmental interference factor, dynamically compensate and increase the power by 5% to 84%. This dynamic adjustment optimizes the power distribution, enhancing the anti-interference ability and fuel efficiency.

[0045] The above method forms a complete control chain through multi-level collaborative control, from hydrological monitoring to power output. Each link supports each other to ensure that the pontoon bridge 10 sails efficiently and stably in complex waters, significantly enhancing the safety and adaptability.

[0046] In step S2, the smoothing filtering process uses the Kalman filtering algorithm, and the length of the filtering window is dynamically adjusted according to the flow velocity parameter: when the flow velocity parameter ≤ 1 m / s, the window length is 5 seconds; when the flow velocity parameter > 1 m / s, the window length is inversely proportional to the flow velocity parameter, with a minimum of 1 second; the smoothing filtering process uses the Kalman filtering algorithm to process the instantaneous noise of the water flow direction angle parameter to ensure the generation of stable filtered steering direction data. The Kalman filter estimates a direction angle closer to the true value through two stages of prediction and update, combining historical data and real-time measurement values.

[0047] For example, during the navigation of the floating bridge 10, the water flow direction sensor may generate instantaneous deviations due to turbulence or equipment jitter, and Kalman filtering can effectively smooth these fluctuations. Suppose the floating bridge 10 is navigating in a river channel with a flow velocity of 0.8 m / s. The sensor collects the water flow direction angle once per second. Kalman filtering uses the data of the previous few seconds to predict the current angle and combines the new measurement values to correct the result, generating smooth filtered direction data. This method can reduce the interference of noise on the steering control and improve the course stability.

[0048] The length of the filtering window determines the range of historical data considered by the filtering algorithm, directly affecting the smoothing effect and real-time performance. When the flow velocity is relatively low, such as 0.5 m / s, the window length is set to 5 seconds, which means the filter will integrate data over a relatively long time, suitable for a stable water flow environment and can eliminate noise more thoroughly.

[0049] For example, when the floating bridge 10 is navigating on a calm lake surface, a 5-second window can ensure smooth filtered direction data and reduce steering jitter caused by minor disturbances. When the flow velocity is relatively high, such as 2 m / s, the window length is shortened to 2 seconds, which is inversely proportional to the flow velocity. This design takes into account that the water flow direction changes faster at high flow velocities and requires a faster response speed.

[0050] For example, in a rapid river section, shortening the window length can enable the filter to adapt to the rapid change of the water flow direction faster, generate more real-time filtered data, and thus support precise steering control.

[0051] The minimum value of the window length mentioned above is set to 1 second, which is to ensure that even at extremely high flow velocities such as 3 m / s, the filter can still retain a certain data smoothing ability and avoid relying entirely on instantaneous measurement values.

[0052] For example, when the floating bridge 10 is navigating in a turbulent canyon river channel with a flow velocity reaching 3.5 m / s, the window length is adjusted to 1 second, and the filter can still perform smoothing processing based on the data of the most recent 1 second, balancing real-time performance and stability. This dynamic adjustment mechanism can adapt to different hydrological environments and improve the adaptability of the floating bridge 10; If the floating bridge 10 is in a river channel where the flow velocity gradually increases from 0.6 m / s to 2.5 m / s, the controller of the floating bridge 10 will gradually shorten the window length according to the change of the flow velocity, smoothly transitioning from 5 seconds to 2 seconds, while Kalman filtering continuously optimizes the estimation of the direction angle. This adaptive processing can ensure that the filtered direction data maintains high accuracy at different flow velocities, providing a reliable basis for the generation of subsequent steering instructions.

[0053] It should be noted that the combination of Kalman filtering and dynamic window length adjustment makes full use of the flow velocity parameter of the water flow feature vector to form an adaptive filtering system.

[0054] Furthermore, assuming that the hydrological sensor collects data at a frequency of 10 Hz, each iteration of the Kalman filter can utilize the high-frequency data to further improve the accuracy. When the flow velocity is 1.2 m / s and the window length is 4 seconds, the filter will process 40 data points to generate stable filtered direction data. This high-frequency processing can effectively cope with the noise in complex hydrological environments, ensuring that the floating bridge 10 maintains a stable heading in variable water flows.

[0055] In step S4: The first dynamic weighting coefficient is 0.8 - 1.2 and is positively correlated with the flow velocity parameter; the second dynamic weighting coefficient is 0.5 - 0.8 and is negatively correlated with the water flow intensity parameter. Specifically, the setting of the first dynamic weighting coefficient is positively correlated with the flow velocity parameter, ranging from 0.8 to 1.2, aiming to dynamically adjust the sensitivity of the control strategy according to the water flow velocity; the flow velocity parameter reflects the real-time velocity of the water flow and directly affects the stability and navigation accuracy of the floating bridge 10. In principle, the weighting coefficient adjusts the response speed of the floating bridge 10 to changes in the flow velocity by amplifying or reducing the weight of the control signal.

[0056] For example, when the flow velocity is low, such as 0.5 m / s, the weighting coefficient can be set to 0.8, and the navigation control system tends to make smoother adjustments, giving priority to ensuring the stability of the floating bridge 10; when the flow velocity is high, such as 2 m / s, the weighting coefficient increases to 1.2, and the system will respond more quickly to changes in the flow velocity to ensure that the floating bridge 10 can adjust its attitude in a timely manner to counter the impact of the water flow. This positively correlated design can flexibly adapt to different flow velocity scenarios.

[0057] Specifically, in a river with large variations in flow velocity, the floating bridge 10 may encounter a low flow velocity of 0.7 m / s when approaching the riverbank. At this time, the weighting coefficient of 0.9 can effectively reduce excessive control adjustments; when the flow velocity increases to 1.5 m / s in the middle of the river channel, the coefficient is adjusted to 1.1 to enhance the intensity of the control signal and quickly correct the heading of the floating bridge 10.

[0058] The range of the second dynamic weighting coefficient is 0.5 - 0.8 and is negatively correlated with the water flow intensity parameter. The water flow intensity parameter usually refers to the degree of turbulence or turbulent intensity of the water flow, reflecting the complexity of the water flow and the degree of disturbance to the floating bridge 10. The negatively correlated design means that when the water flow intensity is high, the coefficient decreases to reduce the overreaction to the disturbance, thus preventing the floating bridge 10 from becoming unstable due to frequent adjustments.

[0059] For example, in calm waters where the water flow intensity is low, the coefficient can be set to 0.8, allowing the system to respond more actively to minor disturbances to maintain an accurate heading; while in turbulent areas where the water flow intensity is high, the coefficient drops to 0.5, and the system will handle the disturbance signal more cautiously, giving priority to ensuring the overall stability of the floating bridge 10.

[0060] Preferably, in a river with frequent turbulence, the floating bridge 10 may encounter high-intensity water flow in the shoal area, and the coefficient is adjusted to 0.6 to reduce ineffective frequent adjustments. When the water flow intensity decreases in the deep water area, the coefficient is increased to 0.7, allowing for more refined control adjustments. The advantage of this design is that by dynamically adjusting the coefficient, the system can balance stability and response speed in complex water flow environments.

[0061] For example, in the logical progression from the core solution to the extended solution, further combining the comprehensive effects of flow velocity and water flow intensity, a hierarchical control strategy is designed. In the core solution, the system calculates two weighted coefficients based on the flow velocity parameter and the water flow intensity parameter respectively, and generates the final control signal through weighted fusion. In the extended solution, environmental auxiliary parameters such as wind speed or water depth can be introduced as fine-tuning factors for the coefficients. For example, when the flow velocity is 1 m / s and the water flow intensity is medium, the basic weighted coefficients are 1.0 and 0.6 respectively. If strong wind influence is detected, the first coefficient can be increased by 0.1 to enhance the wind resistance ability. This way of multi-parameter fusion can improve the adaptability of the control strategy.

[0062] It can be understood that through the reasonable dynamic adjustment of the coefficient, the floating bridge 10 can maintain efficient cruise control in different water environments, significantly improving the robustness and adaptability of the system.

[0063] Specifically, in step S7, the power mapping relationship table is generated in the following way: Establish a quadratic function relationship between the flow velocity parameter v and the reference power P0: P0 = kv² + c, where k and c are experimental fitting coefficients; perform proportional scaling on P0 according to the high-intensity / low-intensity state to generate the final propulsion power parameter.

[0064] For example, in the actual application of generating the power mapping relationship table, the quadratic function relationship between the flow velocity parameter and the reference power can be achieved through experimental data fitting.

[0065] Specifically, different flow velocity scenarios can be selected in the experiment, such as flow velocities of 0.5 m / s, 1.0 m / s, and 2.0 m / s, and the power requirements of the propulsion system of the floating bridge 10 during stable operation are recorded respectively. Assuming that k = 200 and c = 100 are obtained by fitting, when the flow velocity is 1.0 m / s, the reference power P0 = 200×1.0² + 100 = 300 W. This quadratic function relationship reflects the non-linear influence of flow velocity on power requirements, and the higher the flow velocity, the faster the power requirements increase.

[0066] It should be noted that the determination of the experimental fitting coefficients needs to be based on multiple tests to ensure data consistency at different flow velocities.

[0067] In one embodiment, for the proportional scaling of high-intensity and low-intensity states, it can be dynamically adjusted according to the water flow intensity parameter.

[0068] For example, the water flow intensity is divided into high and low grades, corresponding to scaling factors of 1.2 and 0.8 respectively. When the water flow intensity is high, the reference power of 300W will be scaled to 300×1.2 = 360W; when it is low, it will be 300×0.8 = 240W. This adjustment method can adapt to the change of water flow intensity and ensure that the propulsion power matches the actual demand.

[0069] Preferably, the selection of the scaling factor needs to be combined with the load condition of the floating bridge 10. For example, when the load is 5000kg, a higher scaling factor is preferably selected to ensure stability. Furthermore, the generation of the power mapping relationship table also needs to consider the real-time acquisition of the flow velocity parameter; specifically, the floating bridge 10 is usually equipped with a flow velocity sensor to monitor the water flow velocity in real time and transmit it to the navigation control system. Suppose during a certain operation, the sensor detects that the flow velocity suddenly changes from 1.0m / s to 1.5m / s. The system calculates the new reference power P0 = 200×1.5² + 100 = 550W according to the quadratic function, and then determines the final power as 550W according to the current medium intensity state (scaling factor 1.0). This real-time adjustment method can quickly respond to environmental changes.

[0070] For example, if the maximum power of the propulsion motor is 1000W, the scaled power needs to be limited within a safe range to avoid overload. In practice, a power upper limit can be set. For example, when the calculated power exceeds 800W, the current limiting protection is automatically triggered. This design takes into account both flexibility and safety; during actual operation, the power mapping relationship table can also adjust the power distribution in combination with the water flow direction. Suppose when the flow velocity is 1.0m / s, 20% more power is required for upstream navigation, and 10% less power can be used for downstream navigation. By presetting the direction correction factor in the power mapping relationship table, the system can dynamically optimize the power output according to the data of the water flow direction sensor. This method can effectively adapt to complex water environments.

[0071] After step S1, it further includes: If the water flow direction angle parameter collected by the hydrological sensor mutates by more than 30% continuously for N times, it is determined that the sensor is abnormal, and the system switches to the standby heading control mode. In the standby heading control mode, the control method includes: S101. Ignore the current hydrological feature vector and only correct the steering control parameter according to the deviation between the heading feedback parameter and the target heading; S102. Fix the propulsion power parameter to a safe value and trigger an audible and visual alarm. For example, the hydrological sensor is used to collect the water flow direction angle parameter in real time to support the automatic cruise control of the pontoon bridge 10. If the hydrological sensor continuously collects sudden changes in the water flow direction angle in a short period of time, it may be caused by turbulence, floating object interference or sensor failure. The system sets the condition that the angle parameter mutates by more than 30% continuously for N times as the judgment condition to ensure a low misjudgment rate. For example, in a river with stable flow velocity, the normal change in the water flow direction angle is usually within 5%. If the sensor continuously collects 5 times of angle mutations exceeding 30%, such as suddenly changing from 10 degrees to 45 degrees, an abnormality determination is triggered. This judgment mechanism avoids false triggering of single mutations through multiple confirmations.

[0072] After switching to the standby heading control mode, the system ignores the hydrological feature vector and only depends on the deviation between the heading feedback parameter and the target heading for steering control. The heading feedback parameter can be obtained through an inertial navigation unit. For example, the gyroscope provides the current heading angle, and the target heading is a preset 30 degrees. If the current heading is 35 degrees, the system adjusts the rudder angle by a deviation of 5 degrees to ensure heading stability first. Assuming the pontoon bridge 10 is navigating in a narrow channel, under the standby heading control, the rudder angle is adjusted frequently by a small angle, such as 2 degrees each time, to gradually approach the target heading. This method simplifies the control logic and reduces the dependence on hydrological data. It should be noted that fixing the propulsion power parameter to a safe value can avoid excessive power output when the sensor is abnormal.

[0073] For example, in the normal mode, the propulsion power may be dynamically adjusted to 800 watts according to the flow velocity, but under the standby heading control, it is fixed to a safe value of 500 watts, which is suitable for most conventional water flow scenarios. The safe value ensures that the pontoon bridge 10 can still navigate stably under medium flow velocity. For example, in a river with a flow velocity of 2 m / s, a power of 500 watts can maintain a speed of 3 m / s, meeting the basic cruise requirements.

[0074] When triggering the audible and visual alarm, the system uses a red warning light and an 80 - decibel buzzer to prompt the operator that the sensor is abnormal. Further, during night navigation, the flashing frequency of the red warning light is 2 times per second, combined with the buzzer continuously sounding for 10 seconds to ensure that the operator can quickly perceive the abnormality. The alarm signal can also be transmitted to the on - shore monitoring center through a wireless module for remote response. This multi - level alarm mechanism combines vision and hearing to improve the response efficiency in case of abnormalities.

[0075] Based on the above, the combination of the standby heading control switching and alarm ensures the continuous operation of the floating bridge 10 in complex hydrological environments. In sections with multiple rapids, sensors may have abnormal data due to entanglement with waterweeds. The standby mode adjusts through fixed power and heading deviation to ensure that the floating bridge 10 continues to cruise along the predetermined route. Meanwhile, the audible and visual alarm indicates the maintenance requirements. This mechanism supports the reliability of the cruise control through multi-faceted collaboration.

[0076] Among them, in step S7: when marked as the low-intensity state, the propulsion power parameter is increased to 1.1 - 1.3 times the reference power; when marked as the high-intensity state, the propulsion power parameter is decreased to 0.6 - 0.8 times the reference power; if the current flow velocity parameter > 3m / s and it is in the high-intensity state, the propulsion power parameter is further limited to 0.5 times the reference power.

[0077] For example, in the automatic cruise control of the floating bridge 10, the adjustment of the propulsion power for different intensity states and flow velocity conditions needs to be accurately implemented in combination with the hydrological environment and equipment status. The low-intensity state usually refers to a scenario with stable water flow and less external interference. At this time, the propulsion power is increased to 1.1 - 1.3 times the reference power, aiming to ensure that the floating bridge 10 can quickly respond to the heading command and maintain a stable cruise speed. In a river with a flow velocity of 1.5m / s, the reference power is 100kW, and the power can be adjusted to 110 - 130kW in the low-intensity state to cope with slight water flow fluctuations and ensure the accuracy of the heading.

[0078] It should be noted that when the power is increased, the equipment load needs to be monitored in real time to avoid overheating or excessive energy consumption. In the high-intensity state, such as when the water flow is rapid or the wind and waves are large, the propulsion power needs to be decreased to 0.6 - 0.8 times the reference power to reduce the equipment load and ensure safety; specifically, if the reference power is 100kW, the power can be reduced to 60 - 80kW in the high-intensity state. This adjustment is based on the judgment of the hydrological conditions and gives priority to ensuring the stability of the floating bridge 10; For example, in a scenario with a flow velocity of 2.5m / s and a lateral wind, reducing the power can prevent the propeller from being damaged due to overload and reduce the heading deviation caused by the water flow impact.

[0079] For example, in the rapid flow after a heavy rainstorm, when the flow velocity reaches 3.5m / s, the floating bridge 10 may face a large water flow impact force. At this time, reducing the power to 50kW can effectively reduce the mechanical stress of the propeller and stabilize the attitude of the floating bridge 10 through the standby heading control mode.

[0080] Furthermore, the power reduction under high-intensity water flow conditions also needs to be coordinated with fine rudder angle adjustment to optimize steering control. When the water flow velocity parameter exceeds 3 m / s and is in a high-intensity state, the propulsion power is further limited to 0.5 times the reference power, for example, 50 kW. This limitation is to maximize the protection of the equipment and ensure safe cruising under extreme hydrological conditions.

[0081] Based on the above further improvements, in this scenario, audible and visual alarms can be combined to alert the operator and indicate the abnormality of the current hydrological environment, so as to take further measures; specifically, the above power adjustment scheme relies on the collaborative work of hydrological sensors and the navigation control system. The sensor real-time collects parameters such as flow velocity and flow direction, and the navigation control system determines the intensity state according to the preset threshold and automatically adjusts the power; for example, when the sensor detects that the flow velocity suddenly increases from 2 m / s to 3.2 m / s, the system will quickly switch to the high-intensity mode and limit the power. This design with dynamic response can maintain the stability and safety of the pontoon bridge 10 in a complex hydrological environment.

[0082] It should be noted that the implementation of power adjustment also needs to consider the load capacity of the pontoon bridge 10. For example, when fully loaded with goods, the power increase amplitude in the low-intensity state can be appropriately biased towards 1.1 times to avoid excessive energy consumption.

[0083] For example, in practical applications, the pontoon bridge 10 may face changes in flow velocity in different river sections.

[0084] Preferably, the system can pre-store power adjustment templates for various hydrological scenarios, for example, configure parameters for scenarios with flow velocities of 1 - 2 m / s, 2 - 3 m / s, and greater than 3 m / s respectively. This template-based management facilitates the quick invocation of appropriate power settings and improves cruising efficiency; it should be noted that the templates need to be optimized regularly according to actual operation data to adapt to hydrological changes in different seasons or river channels.

[0085] In one embodiment, the power limitation for high-flow velocity scenarios is also combined with speed monitoring. For example, when the flow velocity of the water exceeds 3 m / s, not only the power is limited, but the target speed can also be reduced to further reduce water flow resistance. This method is particularly effective in rapids and can significantly improve the risk resistance ability of the pontoon bridge 10.

[0086] When in a fast-flowing river section with a flow velocity of 4 m / s, the system limits the power to 50 kW and reduces the speed from 5 m / s to 3 m / s simultaneously, thereby reducing the impact force of the water flow on the pontoon bridge 10.

[0087] It should be noted that this combined adjustment needs to ensure the real-time update of the heading feedback parameters to avoid heading deviation caused by the reduced speed.

[0088] The adjustment of the propulsion power parameter also introduces the real-time load weight parameter of the floating bridge 10: If the load weight exceeds 80% of the rated value, the power increase / decrease amplitude in step S7 is reduced proportionally, and the scaling ratio is (rated load / real-time load)²; when the load weight exceeds 120% of the rated value, the propulsion power parameter is forcibly locked to 1.0 times the reference power.

[0089] For example, in the automatic cruise control of the floating bridge 10, the introduction of the real-time load weight parameter can more accurately adjust the propulsion power and ensure the stable operation of the system under different load conditions. The load weight, as a key variable, directly affects the power demand and handling performance of the floating bridge 10.

[0090] It should be noted that when the load weight exceeds 80% of the rated value, the scaling of the power adjustment amplitude is based on the formula of (rated load / real-time load)², aiming to avoid overly aggressive power adjustment due to excessive load.

[0091] For example, assume the rated load is 10 tons and the real-time load is 12 tons, and the ratio is (10 / 12)² = 0.694, then the power increase amplitude will be reduced to 69.4% of the original amplitude.

[0092] In one embodiment, if the reference power is 100 kW and it was originally planned to increase to 120 kW in the low-intensity state, after scaling, it only increases to approximately 108.3 kW. This method balances the power output and load pressure through dynamic adjustment and is applicable to scenarios with large load fluctuations, such as temporarily increasing material transportation.

[0093] Specifically, when the load weight exceeds 120% of the rated value, the system forcibly locks the propulsion power to 1.0 times the reference power; for example, the rated load is still 10 tons, if the real-time load reaches 13 tons, exceeding the 120% threshold of 12 tons, at this time, regardless of the high-intensity or low-intensity state, the power is locked to 100 kW. This locking mechanism avoids the overload of the power system caused by overloading, especially in rapids or complex waters, and can effectively protect the equipment.

[0094] In one embodiment, when the floating bridge 10 is transporting heavy equipment and the load suddenly increases to 14 tons, after locking the power, the system gives priority to ensuring stability and prevents out-of-control caused by power fluctuations.

[0095] It should be noted that this forced locking is different from the scenario of limiting the power to 0.5 times in the above text, reflecting a unique processing logic for overloading scenarios and being applicable to extreme load situations.

[0096] For example, in practical applications, the floating bridge 10 may need to carry additional personnel or supplies due to temporary tasks, resulting in frequent changes in the load. Suppose in a certain task, the load increases from 8 tons to 11 tons, exceeding 80% of the rated value but not reaching 120%. The system adjusts the power according to the scaling ratio. If the original plan was to increase the power to 130 kW in a low-intensity state, after calculating the scaling ratio (10 / 11)² = 0.826, the actual power is adjusted to approximately 107.4 kW. This dynamic adjustment not only responds to the load change but also combines with the flow velocity parameter to ensure that in an environment with a higher flow velocity, the power adjustment is more cautious.

[0097] In one embodiment, when the floating bridge 10 is in a high-intensity state with a flow velocity of 3.5 m / s and a load of 11 tons, the system first reduces the power amplitude according to the scaling ratio and then further optimizes the output according to the flow velocity limit, taking into account both efficiency and safety.

[0098] Specifically, the introduction of the load parameter complements the processing logic of the flow velocity parameter in the historical dialogue. The flow velocity parameter focuses on the external hydrological conditions, while the load parameter focuses on the internal load-bearing state. The two work together to make the propulsion power adjustment more adaptable.

[0099] For example, in a scenario with a flow velocity of 2 m / s and a load of 9 tons, the system may only need to slightly adjust the power, while in a scenario with a flow velocity of 4 m / s and a load of 13 tons, multiple rules such as scaling and locking need to be comprehensively considered. This multi-parameter collaborative control method significantly improves the adaptability of the floating bridge 10 in complex environments, especially in conditions of frequent load changes or rapid currents, and can effectively optimize the power distribution.

[0100] In the description of this application, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to this application.

[0101] Those skilled in the art should understand that the above embodiments are only for clearly explaining this application and do not limit the scope of this application. For those skilled in the art, other changes or variations can be made based on the above disclosure, and these changes or variations are still within the scope of this application.

Claims

1. A docking method for a floating bridge, characterized in that: The docking method depends on a positioning system, which includes: a bridgehead UWB receiving base station installed at the bridgehead of the deck of the floating bridge and a shore UWB transmitter on the riverbank; The docking method includes: Set a first signal range and a second signal range with the shore UWB transmitter as the center. The second signal range is larger than the first signal range. Before the floating bridge enters the second signal range, the floating bridge travels to the location of the shore UWB transmitter according to the GPS positioning signal; When the floating bridge enters the second signal range and before entering the first signal range, the navigation control system of the floating bridge performs the following operations: (a) Obtain the position information sent by the shore UWB transmitter and parse it to generate UWB positioning coordinates (x_uwb, y_uwb); (b) Synchronously receive the GPS positioning signal and parse it to generate GPS coordinates (x_gps, y_gps); (c) Fuse the GPS positioning coordinates of the floating bridge and the UWB ranging solution coordinates according to a preset first weight λ, and calculate the real-time navigation coordinates of the floating bridge: x_target = λ·x_uwb + (1-λ)·x_gps; y_target = λ·y_uwb + (1-λ)·y_gps; (d) Control the floating bridge to move towards the navigation coordinates, where the value of λ is inversely proportional to the distance of the floating bridge from the boundary of the first signal range until it enters the first signal range; When the floating bridge enters the first signal range, the floating bridge is positioned according to the signal of the shore UWB transmitter. The bridgehead UWB receiving base station receives the signal from the shore UWB transmitter and obtains the relative distance between the bridgehead UWB receiving base station and the shore UWB transmitter. When the distance is less than the threshold, it is determined that the designated position has been reached.

2. The docking method of the floating bridge according to claim 1, wherein: The positioning system further includes a stern UWB transmitter installed at the stern of the floating bridge; The docking method further includes: setting the previous floating bridge as the first floating bridge, and the floating bridge connected to the first floating bridge as the second floating bridge; Set a first signal range and a second signal range with the stern UWB transmitter of the first floating bridge as the center. The second signal range is larger than the first signal range. Before the floating bridge enters the second signal range, the second floating bridge goes to the first floating bridge according to the GPS positioning signal; When the floating bridge enters the second signal range and before entering the first signal range, the navigation control system of the floating bridge performs the following operations: (a) Obtain the position information sent by the shore UWB transmitter and parse it to generate UWB positioning coordinates (x_uwb, y_uwb); (b) Synchronously receive the GPS positioning signal and parse it to generate GPS coordinates (x_gps, y_gps); (c) Fuse the GPS positioning coordinates of the floating bridge and the UWB ranging solution coordinates according to a preset first weight λ, and calculate the real-time navigation coordinates of the floating bridge: x_target = λ·x_uwb + (1-λ)·x_gps; y_target = λ·y_uwb + (1-λ)·y_gps; (d)Control the pontoon bridge to move towards the navigation coordinates, where the value of λ is inversely proportional to the distance of the pontoon bridge from the boundary of the first signal range until it enters the first signal range; After the second pontoon bridge enters the first signal range, the second pontoon bridge locates according to the signal of the UWB transmitter at the bridge tail of the first pontoon bridge. The UWB receiving base station at the bridge head of the second pontoon bridge receives the signal transmitted by the UWB transmitter at the bridge tail of the first pontoon bridge to obtain the relative distance between the UWB receiving base station at the bridge head and the UWB transmitter at the bridge tail. When the distance is less than the threshold, it is determined that the pontoon bridge reaches the docking position.

3. The docking method of the pontoon bridge according to claim 2, characterized in that: The UWB receiving base station at the bridge head includes a first pontoon bridge UWB receiving base station installed on the left side of the bridge head on the bridge deck of the pontoon bridge and a second pontoon bridge UWB receiving base station on the right side; The UWB transmitter on the shore includes a first UWB transmitter on the shore and a second UWB transmitter on the shore where the pontoon bridge is to dock. The distance between the first UWB transmitter on the shore and the second UWB transmitter on the shore is the same as the distance between the first pontoon bridge UWB receiving base station and the second pontoon bridge UWB receiving base station; In the docking method: After the pontoon bridge enters the first signal range, the first pontoon bridge UWB receiving base station receives the signal of the first UWB transmitter on the shore to obtain the first distance between the first pontoon bridge UWB receiving base station and the first UWB transmitter on the shore; the second pontoon bridge UWB receiving base station receives the signal of the second UWB transmitter on the shore to obtain the second distance between the second pontoon bridge UWB receiving base station and the second UWB transmitter on the shore. When both the first distance and the second distance are less than the threshold, it is determined that the designated position is reached.

4. The docking method of the pontoon bridge according to claim 3, characterized in that: The UWB transmitter at the bridge tail includes a first pontoon bridge UWB transmitter installed on the left side of the bridge tail on the bridge deck of the pontoon bridge and a second pontoon bridge UWB transmitter on the right side; Among them, the distance between the first pontoon bridge UWB receiving base station and the second pontoon bridge UWB receiving base station is equal to the distance between the first pontoon bridge UWB transmitter and the second pontoon bridge UWB transmitter; In the docking method: After the first pontoon bridge enters the first signal range, the first pontoon bridge UWB receiving base station of the second pontoon bridge receives the signal of the first pontoon bridge UWB transmitter of the first pontoon bridge to obtain the third distance between the first pontoon bridge UWB receiving base station and the first pontoon bridge UWB transmitter; the second pontoon bridge UWB receiving base station of the second pontoon bridge receives the signal of the second pontoon bridge UWB transmitter of the first pontoon bridge to obtain the fourth distance between the second pontoon bridge UWB receiving base station and the second pontoon bridge UWB transmitter. When both the third distance and the fourth distance are less than the threshold, it is determined that the pontoon bridge reaches the docking position.

5. The docking method of the pontoon bridge according to claim 4, characterized in that: The pontoon bridge uses an automatic cruise method to cruise to the riverside docking point relying on GPS signals; The pontoon bridge is provided with a propulsion engine installed at the rear end and a steering engine installed at the front end. The automatic cruise method includes the following steps: S1. The controller obtains the real-time hydrological feature vector through the hydrological sensors installed on the pontoon bridge. The hydrological feature vector includes the water flow direction angle parameter, the flow velocity parameter, and the water flow intensity parameter; S2. Perform smoothing filtering on the water flow direction angle parameter to eliminate instantaneous noise interference and generate filtered direction data; S3. Calculate the difference between the filtered direction data and the hull heading parameter, and multiply the difference by a preset angle correction coefficient to generate an initial steering command, where the hull heading parameter is obtained in real time through a gyroscope or a GPS sensor; S4. Determine whether the water flow intensity parameter exceeds a preset intensity threshold. If it exceeds, mark it as a high-intensity state and select a first dynamic weighting coefficient; otherwise, mark it as a low-intensity state and select a second dynamic weighting coefficient; S5. Perform weighting processing on the initial steering command according to the dynamic weighting coefficient to generate a steering control parameter, and control the output angle of the steering engine based on the steering control parameter; S6. Obtain the heading feedback parameter of the pontoon bridge in real time. If the deviation between the heading feedback parameter and the target heading exceeds a preset heading deviation threshold, correct the steering control parameter according to the filtered direction data, generate a corrected steering control parameter, and update the control command of the steering engine; S7. According to the water flow intensity parameter, call a preset power mapping relationship table to generate a propulsion power parameter, and control the power output of the propulsion engine through the propulsion power parameter.

6. The docking method of the floating bridge according to claim 5, characterized in that: The adjustment rate of the propulsion power parameter is limited by a preset response time constraint, and dynamic compensation is performed on the output power according to an environmental interference factor, where the environmental interference factor includes at least one of the wind speed, the wave height, and the lateral water flow parameter.

7. The docking method of the floating bridge according to claim 6, characterized in that: After step S1, it further includes: If the sudden change of the water flow direction angle parameter collected by the hydrological sensor for N consecutive times exceeds 30%, it is determined that the sensor is abnormal, and the system switches to the standby heading control mode: In the standby heading control mode, the control method includes: S101. Ignore the current hydrological feature vector and only correct the steering control parameter according to the deviation between the heading feedback parameter and the target heading; S102. Fix the propulsion power parameter to a safe value and trigger an audible and visual alarm.

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