Automatic berth guiding device for dock

Abstract

The invention discloses a dock automatic berth guiding device, and relates to the technical field of ship automatic berth, the dock automatic berth guiding device comprises a dock main body, the top of the dock main body is provided with a multi-module sensing mechanism, a guiding mechanism and a radio enhancement module, the multi-module sensing mechanism comprises an overwater sensing module and an underwater sensing module, and the overwater sensing module comprises an underwater sensing module. The infrared camera, the millimeter-wave radar and the X-band radar are used for carrying out multi-mode scanning on a ship, the underwater sensing module comprises a multi-beam sonar array and a piezoelectric sensor array and is used for scanning the bottom of the ship and sensing the flow velocity of water, and the guiding mechanism comprises a magnetofluid propulsion module and an anti-cross-flow module and is used for guiding the position of the ship. The radio enhancement module comprises a programmable electromagnetic metasurface, a UWB pulse and a Doppler radar, all-weather centimeter-level precision parking is achieved through the multi-mode sensing fusion and bionic fluid active control technology, and anti-interference and dynamic optimization capacity is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of ship automatic berthing, and specifically provides a shipyard automatic berthing guiding device. Background Art

[0002] A shipyard is a dock-type building for ship repair and construction. After filling with water, ships can enter and exit. After draining water, ships can be repaired on a dry bottom. Shipyards can be divided into dry docks, flooded docks, and floating docks. Dry docks are more commonly used, and the so-called shipyard generally refers to a dry dock.

[0003] The existing shipyards have the following problems: Most of the existing shipyard berthing guiding devices use a single sensor for positioning. First, a single sensor (such as ultrasonic, visual camera) is prone to failure in complex weather conditions such as fog and heavy rain or in a port electromagnetic interference environment, making it difficult to achieve real-time high-precision tracking of the ship's dynamic trajectory. The positioning error often reaches the meter level, which cannot meet the centimeter-level berthing requirements. Second, the cost of manual intervention is high. The berthing process relies on workers to drive a guiding ship to tow the ship into the dock, with low efficiency and insufficient accuracy. The single berthing takes a long time and is prone to deviating from the path. Finally, the safety risks are prominent. After the ship docks, divers are required to observe the fitting situation between the ship's bottom and the support structure underwater. Limited by the underwater environment, the efficiency is low, and there are safety hazards such as entanglement and impact, with a relatively high accident rate.

[0004] Therefore, a shipyard automatic berthing guiding device is needed to solve the problems raised in the above background. Summary of the Invention

[0005] The purpose of the present invention is to provide a shipyard automatic berthing guiding device, which can achieve all-weather centimeter-level precision berthing through multi-modal perception fusion and bionic fluid active control technology, and has anti-interference and dynamic optimization capabilities.

[0006] To achieve the above purpose, the present invention provides the following technical solution: A shipyard automatic berthing guiding device, including a shipyard main body, on the top of which are provided a multi-module perception mechanism, a guiding mechanism, and a radio enhancement module; The multi-module perception mechanism includes an above-water perception module and an underwater perception module; The above-water perception module includes: Infrared cameras, millimeter-wave radars, and X-band radars for multi-modal scanning of ships; The underwater perception module includes: Multi-beam sonar arrays and piezoelectric sensor arrays for scanning the ship's bottom and sensing the water flow velocity; The guiding mechanism includes: Magnetohydrodynamic propulsion modules and anti-crossflow modules for guiding the position of the ship; The radio enhancement module includes: Programmable electromagnetic metasurface, UWB pulse and Doppler radar are used to measure the position and speed of a ship.

[0007] Preferably, the water sensing module includes a support cylinder. Three support plates are fixedly sleeved on the outer wall of the support cylinder. An infrared camera, a millimeter-wave radar and an X-band radar are respectively installed on the tops of the three support plates. The water sensing module is respectively installed on both sides of the dock entrance and both sides of the rear end at the top of the dock body through the support cylinder.

[0008] Preferably, the multi-beam sonar array is embedded in the bottom of the dock body and connected through underwater optical fibers. The piezoelectric sensor array is embedded on both sides of the inner wall of the dock body and connected through underwater optical fibers.

[0009] Preferably, the magnetohydrodynamic propulsion module includes a negative electrode cylinder and a positive electrode cylinder. The positive electrode cylinder is located inside the negative electrode cylinder. A cooling cylinder is arranged between the negative electrode cylinder and the positive electrode cylinder. A superconducting coil is arranged inside the cooling cylinder. Liquid inlet pipes and liquid outlet pipes are communicated on both sides of the outer wall of the cooling cylinder. A positive electrode connector is arranged on the outer wall of the positive electrode cylinder. A negative electrode connector is arranged on the inner wall of the negative electrode cylinder. Drainage plates are arranged on both sides of the outer wall of the negative electrode cylinder. A support frame is sleeved on the outer wall of the negative electrode cylinder, and the bottom of the support frame is connected to the dock body through bolts.

[0010] Preferably, the magnetohydrodynamic propulsion modules are longitudinally arranged in two columns at the bottom of the dock body, and the magnetohydrodynamic propulsion modules are also transversely arranged in an array on both sides of the inner wall of the dock body. The liquid inlet pipes and liquid outlet pipes of each group of magnetohydrodynamic propulsion modules are communicated with each other.

[0011] Preferably, a cooling mechanism is installed at the top of the rear end of the dock body. The cooling mechanism includes a liquid nitrogen tank, a condensation component and a power supply component. The input end of the liquid nitrogen tank is communicated with the condensation component. The output end of the liquid nitrogen tank and the input end of the condensation component are respectively connected to the liquid inlet pipe and the liquid outlet pipe. The power supply component is electrically connected to each positive electrode connector and negative electrode connector. The cooling mechanism is arranged in two groups on both sides of the rear end of the dock body and is respectively communicated with the magnetohydrodynamic propulsion modules on the corresponding sides.

[0012] Preferably, the anti-crossflow module includes a slider and a hydraulic component. A bionic fin is arranged on one side of the outer wall of the slider. A hydraulic push rod is arranged on the top of the bionic fin. A connecting plate is installed at the output end of the hydraulic push rod. The bottom of the connecting plate is fixedly connected to one side of the outer wall of the bionic fin. The hydraulic component is communicated with the hydraulic push rod through a hydraulic pipe. The anti-crossflow modules are located on both sides of the dock body in two groups and are respectively embedded on both sides of the outer wall of the dock body through the sliders. Two hydraulic push rods are respectively installed on both sides of the outer wall of the dock body. Two hydraulic components are respectively installed on both sides of the top of the dock body.

[0013] Preferably, a group of eddy current generators are installed on the tops of both bionic fins, and a group of pulleys are installed on the tops and bottoms of both sliders.

[0014] Preferably, a control center is arranged at the center position of the rear end of the dock body, and the radio enhancement module is installed on the top of the control center.

[0015] Preferably, support rods are installed on the tops of the four support cylinders, and solar panels are arranged on the tops of each support rod.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: In the present invention, through the collaborative working system of the multi-module sensing mechanism, the guiding mechanism and the radio enhancement module, a centimeter-level precise berthing guiding system with all-weather environmental adaptability is constructed, and at the same time, it is given strong anti-interference performance and dynamic path optimization ability. The multi-modal sensing mechanism realizes full-dimensional environmental penetration through the cross of multiple technologies. The X-band radar performs real-time three-dimensional scanning of the ship's contour at a sub-second refresh rate, generating a hull point cloud model with millimeter-level accuracy to provide basic data for berthing attitude analysis. The millimeter-wave radar uses the strong penetration characteristics of high-frequency electromagnetic waves to continuously track the ship's moving trajectory under harsh meteorological conditions such as rain, fog, and haze, and combines the Doppler effect to achieve high-precision calculation of the ship's velocity vector. The infrared thermal imaging camera effectively distinguishes the ship from the background environment by capturing the temperature resolution difference of 0.1 °C level on the ship's surface, solving the problem of target recognition in night or low-light scenarios. The multi-beam sonar system is installed at the bottom of the dock, and quickly constructs a centimeter-level three-dimensional matching model of the ship bottom contour and the dock bottom support structure with a wide sector beam coverage range of ≥180°. The piezoelectric sensor array is embedded at the bottom of the dock water area and the edge of the berth, and captures the water flow pressure fluctuations caused by the ship's navigation at a microsecond-level response speed to calculate the hull attitude offset. The radio enhancement module breaks through the traditional positioning bottleneck through advanced communication technology. The programmable electromagnetic metasurface (RIS) is deployed at key positions of the dock. By digitally controlling the phase modulation of the metasurface unit, the propagation path of the radio wave reflected by the ship is dynamically reconstructed to construct a virtual beacon to enhance the signal stability in non-line-of-sight scenarios. The ultra-wideband (UWB) pulse technology and the ship terminal form a trilateration positioning network, and achieve a non-line-of-sight positioning accuracy of ±2 cm based on the time difference of arrival algorithm, completely solving the problem of the traditional GPS being restricted by occlusion. The Doppler radar speed measurement unit uses continuous wave technology to measure the ship's berthing speed in real time by analyzing the frequency shift of the echo signal, providing key dynamic parameter support for path planning. The guiding mechanism performs millimeter-level micro-adjustment of the ship's position through the magnetohydrodynamic propulsion module, completely abandoning the mechanical contact mode of traditional tugboat towing, avoiding wear and accuracy loss, guiding the ship to complete "non-contact" precise docking along the preset trajectory, and the whole process does not require manual intervention or underwater operation by divers. This device not only realizes centimeter-level berthing accuracy in all-weather environments, but also reduces the safety accident rate by more than 90% in the zero-contact guiding mode.

[0017] 2. In the present invention, by setting up an anti-crossflow module to offset the interference of crosswise water flow on ship docking, when the ship arrives at the dock entrance and is ready to dock, the hydraulic push rod automatically pushes out the bionic fin plates from both sides of the dock entrance. The hydrodynamic design of its fish-like tail fin can form a diversion barrier, which can weaken the lateral impact force of the water flow on the hull by changing the flow direction and velocity of the crosswise water flow. At the same time, the vortex generators (adopting wing-type micro-protrusion structures) evenly distributed on the surface of the bionic fin plates can actively induce controllable vortices, and further attenuate the water flow energy through the interaction between the vortices and the crossflow, forming a stable diversion channel, significantly improving the berthing accuracy and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a front view structural schematic diagram of an automatic berth guiding device for a dock in the present invention; Figure 2 is a structural schematic diagram of an on-water sensing module of an automatic berth guiding device for a dock in the present invention; Figure 3 is a structural schematic diagram of an underwater sensing module of an automatic berth guiding device for a dock in the present invention; Figure 4 is a front view structural schematic diagram of a magnetohydrodynamic propulsion module of an automatic berth guiding device for a dock in the present invention; Figure 5 is a sectional view structural schematic diagram of a magnetohydrodynamic propulsion module of an automatic berth guiding device for a dock in the present invention; Figure 6 is a structural schematic diagram of an anti-crossflow module of an automatic berth guiding device for a dock in the present invention; Figure 7 is a structural schematic diagram of a cooling mechanism of an automatic berth guiding device for a dock in the present invention; Figure 8 is a structural schematic diagram of a radio enhancement module of an automatic berth guiding device for a dock in the present invention.

[0019] In the figure: 100, dock main body; 200, multi-module sensing mechanism; 201, water sensing module; 2011, support cylinder; 2012, support plate; 2013, infrared camera; 2014, millimeter wave radar; 2015, X-band radar; 2016, support rod; 2017, solar panel; 202, underwater sensing module; 2021, multi-beam sonar array; 2022, piezoelectric sensor array; 300, guiding mechanism; 301, magnetohydrodynamic propulsion module; 3011, negative electrode cylinder; 3012, positive electrode cylinder; 3013, cooling cylinder; 3014, superconducting coil; 3015, liquid inlet pipe; 3016, liquid outlet pipe; 3017, positive electrode connector; 3018, negative electrode connector; 3019, drainage plate; 3110, support frame; 302, anti-crossflow module; 3021, slider; 3022, bionic fin plate; 3023, hydraulic push rod; 3024, connecting plate; 3025, hydraulic component; 3026, vortex generator; 3027, pulley; 400, control center; 500, radio enhancement module; 501, programmable electromagnetic metasurface; 502, UWB pulse; 503, Doppler radar; 600, cooling mechanism; 601, liquid nitrogen tank; 602, condensation component; 603, power supply component. Specific implementation mode

[0020] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0021] Embodiment 1, as Figure 1 shown: An automatic berth guiding device for a dock, including a dock main body 100, and a multi-module sensing mechanism 200, a guiding mechanism 300, and a radio enhancement module 500 are arranged on the top of the dock main body 100; as Figure 1 and Figure 2As shown in the figure, the multi-module sensing mechanism 200 includes an above-water sensing module 201 and an underwater sensing module 202. The above-water sensing module 201 includes an infrared camera 2013, a millimeter-wave radar 2014, and an X-band radar 2015, which are used to perform multi-modal scanning on the ship. The above-water sensing module 201 includes a support cylinder 2011. Three support plates 2012 are fixedly sleeved on the outer wall of the support cylinder 2011. The infrared camera 2013, the millimeter-wave radar 2014, and the X-band radar 2015 are respectively installed on the tops of the three support plates 2012. The above-water sensing module 201 is respectively installed on both sides of the dock entrance and both sides of the rear end at the top of the dock body 100 through the support cylinder 2011. The multi-module sensing mechanism 200 constructs a ship scanning system with full-water area coverage through the three-dimensional layout of the above-water sensing module 201 and the underwater sensing module 202. Among them, the above-water sensing module 201 forms a four-corner sensing array on both sides of the dock entrance and both sides of the rear end at the top of the dock body 100. The outer wall of the support cylinder 2011 is respectively equipped with an infrared camera 2013, a millimeter-wave radar 2014, and an X-band radar 2015, which can simultaneously complete the capture of the thermal imaging characteristics of the ship (temperature resolution ≤ 0.1°C), millimeter-level contour modeling (accuracy up to ±2 mm), and all-weather dynamic tracking (penetrating rain and fog monitoring distance ≥ 500 meters). This layout enables the above-water sensing module 201 to perform multi-modal scanning on the part of the ship above the water surface. Through the cross-verification of infrared, radio frequency, and optical signals, it significantly improves the accuracy and environmental adaptability of target recognition. Especially at night or under complex meteorological conditions, it can effectively avoid the detection blind area of a single sensor and provide high-density and multi-dimensional real-time data support for the ship berthing path planning.

[0022] As Figure 1 and Figure 3As shown, the underwater sensing module 202 includes a multi-beam sonar array 2021 and a piezoelectric sensor array 2022, which are used to scan the bottom of the ship and sense the water flow velocity. The multi-beam sonar array 2021 is embedded in the bottom of the dock body 100 and connected by underwater optical fibers. The piezoelectric sensor array 2022 is embedded on both sides of the inner wall of the dock body 100 and connected by underwater optical fibers. Through the collaborative design of the multi-beam sonar array 2021 and the piezoelectric sensor array 2022, the underwater sensing module 202 realizes precise monitoring of the underwater part of the ship and the water flow state. The multi-beam sonar array 2021 is embedded in the bottom of the dock body 100 and emits wide-sector sound waves through high-density sonar units, which can quickly construct a three-dimensional matching model (with centimeter-level accuracy) of the ship bottom contour and the dock bottom support structure, and real-time detect the fitting degree between the ship and the dock bottom. The piezoelectric sensor array 2022 is embedded on both sides of the inner wall of the dock, and communicates with the processing layer in real time through the underwater optical fiber network, captures the water flow pressure fluctuations caused by the ship's navigation with a microsecond-level response speed, and calculates attitude parameters such as the roll and pitch of the hull. Through the low-latency data transmission of the underwater optical fiber, the two form a full-dimensional perception of the underwater motion state of the ship, can early warn of the collision risk between the ship bottom and the dock bottom, and ensure the berthing accuracy and safety in a complex water flow environment.

[0023] As Figure 1 , Figure 4 and Figure 5As shown, the guiding mechanism 300 includes a magnetohydrodynamic propulsion module 301 and a cross-flow prevention module 302, which are used to guide the position of the ship. The magnetohydrodynamic propulsion module 301 includes a negative electrode cylinder 3011 and a positive electrode cylinder 3012. The positive electrode cylinder 3012 is located inside the negative electrode cylinder 3011. A cooling cylinder 3013 is installed between the negative electrode cylinder 3011 and the positive electrode cylinder 3012. A superconducting coil 3014 is arranged inside the cooling cylinder 3013. Liquid inlet pipes 3015 and liquid outlet pipes 3016 are connected to both sides of the outer wall of the cooling cylinder 3013. A positive electrode connector 3017 is arranged on the outer surface of the positive electrode cylinder 3012, and a negative electrode connector 3018 is arranged on the inner surface of the negative electrode cylinder 3011. Drainage plates 3019 are installed on both sides of the outer wall of the negative electrode cylinder 3011. A support frame 3110 is sleeved on the outer surface of the negative electrode cylinder 3011, and the bottom of the support frame 3110 is bolted to the dock body 100. The magnetohydrodynamic propulsion modules 301 are longitudinally arranged in two columns at the bottom of the dock body 100, and are also horizontally arranged in an array on both sides of the inner wall of the dock body 100. The liquid inlet pipes 3015 and liquid outlet pipes 3016 of each group of magnetohydrodynamic propulsion modules 301 are interconnected. A cooling mechanism 600 is installed at the top of the rear end of the dock body 100. The cooling mechanism 600 includes a liquid nitrogen tank 601, a condensation component 602 and a power supply component 603. The input end of the liquid nitrogen tank 601 is connected to the condensation component 602. The output end of the liquid nitrogen tank 601 and the input end of the condensation component 602 are respectively connected to the liquid inlet pipe 3015 and the liquid outlet pipe 3016. The power supply component 603 is electrically connected to each positive electrode connector 3017 and negative electrode connector 3018. The cooling mechanism 600 is installed in two groups on both sides of the rear end of the dock body 100 and is respectively connected to the magnetohydrodynamic propulsion modules 301 on the corresponding sides. Through the collaborative design of the magnetohydrodynamic propulsion module 301 and the cross-flow prevention module 302, the guiding mechanism 300 constructs a full-dimensional and high-precision ship position guiding system. The magnetohydrodynamic propulsion module 301 adopts a double-cylinder electromagnetic drive structure. The negative electrode cylinder 3011 and the positive electrode cylinder 3012 form an annular magnetic field space. The internal superconducting coil 3014 generates magnetic field intensity under a low-temperature environment (through the cooling mechanism 600, the bilateral liquid nitrogen tanks 601 realize a low-temperature cycle of -196°C through the condensation component 602 to ensure the stability of the superconducting system under continuous operation conditions). The power supply component 603 is equipped with a megawatt-level pulse power supply and a supercapacitor energy storage unit, which can respond to control commands within 50 ms to complete power switching, apply a high voltage between the electrodes, and the current forms a closed loop through seawater to generate thrust under the action of the Lorentz force. This module is installed at the bottom of the dock body 100 in a two-column longitudinal layout, cooperating with the units horizontally arranged in an array on both sides of the dock inner wall, forming a three-dimensional thrust matrix. The longitudinal units provide forward and backward driving forces, and the horizontal units offset the influence of cross-flow to achieve micro-control of the ship. The drainage plates 3019 optimize the working fluid flow path through hydrodynamic design, and the bolt-fixed structure of the support frame 3110 facilitates modular maintenance and replacement.The liquid inlet pipes 3015 of multiple groups of modules are connected in parallel with the liquid outlet pipes 3016 to form a unified low-temperature circulation system, ensuring the stable operation state of the superconducting coil 3014, enabling the ship position regulation accuracy to reach the millimeter level, with no mechanical wear and zero-contact guidance, significantly improving the berthing efficiency and equipment life.

[0024] As Figure 1 and Figure 8 shown, the radio enhancement module 500 includes a programmable electromagnetic metasurface 501, a UWB pulse 502, and a Doppler radar 503, which are used to measure the position and speed of the ship. A control center 400 is set at the central position of the rear end of the dock body 100, and the radio enhancement module 500 is installed on the top of the control center 400.

[0025] The working principle of this embodiment is as follows. When the ship approaches the dock and needs to berth, first, the above-water perception module 201 performs multi-modal scanning above the water surface. On both sides of the dock entrance and both sides of the rear end on the top of the dock body 100, a four-corner perception array is formed through the support cylinders 2011. Infrared cameras 2013, millimeter-wave radars 2014, and X-band radars 2015 are installed at intervals on the outer walls of each support cylinder 2011. The X-band radar 2015 emits 5-10 GHz radio frequency signals to scan the three-dimensional contour of the ship at a sub-second refresh rate, generating a point cloud model with millimeter-level accuracy, and real-time solving the hull attitude (heading angle, roll angle, etc.). The millimeter-wave radar 2014 uses the characteristic of penetrating rain and fog in the 30-300 GHz frequency band to continuously track the moving trajectory of the ship, calculates the relative speed in combination with the Doppler effect, with a coverage distance ≥ 500 meters. The infrared camera 2013 captures the hull thermal radiation distribution to distinguish the ship from the background in the night or low-light scene area, assisting in target recognition. Through multi-source signal cross-verification, the blind area of a single sensor is eliminated, providing high-density data of the above-water part of the ship, laying a foundation for path planning; At the same time, the underwater perception module 202 conducts dynamic monitoring below the water surface. The multi-beam sonar array 2021 is embedded in the bottom of the dock, and the piezoelectric sensor array 2022 is embedded on both sides of the dock wall, communicating with the processing layer through underwater optical fibers. The multi-beam sonar array 2021 emits wide-sector sound waves to construct a three-dimensional matching model of the ship bottom contour and the dock bottom support structure, real-time monitoring the distance between the ship bottom and the dock bottom, warning of collision risks. The piezoelectric sensor array 2022 detects the water flow pressure fluctuation at a microsecond-level response speed, calculates attitude parameters such as the ship's roll and pitch, and dynamically evaluates the berthing stability in combination with the sonar data, forming a "water surface - underwater" three-dimensional perception network to ensure that the ship's full-water area state is measurable and controllable. Especially in complex water flow (such as cross-flow, vortex) environments, it can predict the trend of ship attitude deviation in advance; When the ship enters the dock, the magnetohydrodynamic propulsion module 301 is started. It adopts a coaxial sleeve design of a negative electrode cylinder 3011, a positive electrode cylinder 3012, and a cooling cylinder 3013. The cooling cylinder 3013 is internally provided with a superconducting coil 3014, which maintains the superconducting state through liquid nitrogen circulation (-196 °C) to excite a strong magnetic field. The positive electrode connector 3017 and the negative electrode connector 3018 are connected to a pulsed current, forming a circular current channel between the electrodes. According to the left-hand rule, seawater is driven by the Lorentz force under the action of the magnetic field and the electric field, and generates thrust through the drainage plate 3019. The modules longitudinally installed at the bottom of the dock provide forward and backward driving forces, and the transverse modules provide left and right driving forces while offsetting the influence of cross-flow, forming a three-dimensional thrust matrix. The processing layer generates thrust commands based on the sensed data (such as "starboard thrust +50N, pitch angle -0.5°"), enabling the ship position regulation accuracy to reach the millimeter level, with no mechanical wear and zero-contact guidance, significantly improving the berthing efficiency and equipment life. The power supply component 603 switches the power output within 50 ms, and multiple groups of modules achieve low-temperature cycle synchronization through parallel inlet pipes 3015 and outlet pipes 3016 to ensure the magnetic field stability; Meanwhile, cooperating with the radio enhancement module 500 can achieve anti-interference positioning and communication. The programmable electromagnetic metasurface 501, UWB pulse 502, and Doppler radar 503 are integrated on the top of the control center 400, and achieve nanosecond-level time alignment through a synchronous clock. The programmable electromagnetic metasurface 501 constructs a virtual beacon over the dock to enhance the non-line-of-sight signal reflection efficiency and solve the problem of ship superstructure occlusion. The UWB pulse 502 and the ship terminal tag form a triangular positioning network, achieving a positioning accuracy of ±1.5 cm based on the TDoA algorithm, without being affected by the multipath effect. The Doppler radar 503 emits a Ka-band continuous wave to measure the radial velocity of the ship, and the frequency agility technology avoids co-frequency interference. After fusion, the six-degree-of-freedom state vector of the ship (position, velocity, acceleration, refresh rate 100 Hz) is output. The control center 400 sends commands to the guiding mechanism 300 through underwater optical fiber and wireless communication, and receives the device status feedback in real time, forming a "perception - decision - execution - feedback" closed loop, ensuring the whole berthing process is automated and precise. Through 5G + DSRC dual-link transmission to the control center 400, the signal-to-noise ratio is increased by 20 dB, and the anti-interference ability is significantly enhanced. This device not only achieves centimeter-level berthing accuracy in all-weather environments, but also reduces the safety accident rate by more than 90% in the zero-contact guidance mode.

[0026] Example 2, according to Figure 1 、 Figure 5 and Figure 6As shown in the figure, the anti-crossflow module 302 includes a slider 3021 and a hydraulic component 3025. On one side of the outer wall of the slider 3021, there is a bionic fin 3022. On the top of the bionic fin 3022, there is a hydraulic push rod 3023. At the output end of the hydraulic push rod 3023, there is a connecting plate 3024. The bottom of the connecting plate 3024 is fixedly connected to one side of the outer wall of the bionic fin 3022. The hydraulic component 3025 is connected to the hydraulic push rod 3023 through a hydraulic pipe. The anti-crossflow module 302 is divided into two groups and is located on both sides of the dock body 100, and is respectively embedded on both sides of the outer wall of the dock body 100 through the slider 3021. Two hydraulic push rods 3023 are respectively arranged on both sides of the outer wall of the dock body 100. Two hydraulic components 3025 are respectively arranged on both sides of the top of the dock body 100. On the top of each of the two bionic fins 3022, there is a group of vortex generators 3026. On the top and bottom of each of the two sliders 3021, there is a group of pulleys 3027. On the top of each of the four support cylinders 2011, there is a support rod 2016, and on the top of each support rod 2016, there is a solar panel 2017.

[0027] In this embodiment, through the collaborative design of mechanical structure and fluid control, the anti-crossflow module 302 constructs an efficient lateral water flow interference suppression system. This module is embedded on both sides of the dock body 100 in a two-group symmetric layout. Each group of modules realizes low-friction sliding through the pulley 3027 structure (one group at the top and one group at the bottom) of the slider 3021, ensuring that the bionic fin 3022 quickly extends under the drive of the hydraulic push rod 3023. The hydraulic component 3025 (arranged on both sides of the top of the dock) delivers power to the hydraulic push rod 3023 through a high-pressure hydraulic pipe, pushing the connecting plate 3024 to drive the bionic fin 3022 to horizontally push out along the track of the slider 3021 to form a diversion barrier. The vortex generator 3026 on the surface of the bionic fin 3022 can actively induce the von Kármán vortex street, reducing the water flow impact force by 65%-80%. In addition, the solar panel 2017 on the top of the support cylinder 2011 can convert light energy into electrical energy, and cooperate with the intelligent energy management system of the dock body to achieve green and low-carbon operation. This module and the magnetohydrodynamic propulsion module 301 form a dual anti-crossflow mechanism of "physical diversion + electromagnetic force compensation", significantly improving the berthing stability and accuracy of the ship in a complex water flow environment.

[0028] Although the present invention has been described in detail with reference to the foregoing embodiments, for those skilled in the art, it is still possible to modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. An automatic berth guiding device for a dock, characterized in that, Comprising: A dock main body (100), on the top of which are provided a multi-module sensing mechanism (200), a guiding mechanism (300) and a radio enhancement module (500); The multi-module sensing mechanism (200) includes an above-water sensing module (201) and an underwater sensing module (202); The above-water sensing module (201) includes: An infrared camera (2013), a millimeter-wave radar (2014) and an X-band radar (2015), which are used for multi-modal scanning of ships; The underwater sensing module (202) includes: A multi-beam sonar array (2021) and a piezoelectric sensor array (2022), which are used for scanning the ship bottom and sensing the water flow velocity; The guiding mechanism (300) includes: A magnetohydrodynamic propulsion module (301) and a cross-current prevention module (302), which are used for guiding the position of the ship; The radio enhancement module (500) includes: A programmable electromagnetic metasurface (501), a UWB pulse (502) and a Doppler radar (503), which are used for measuring the position and speed of the ship.

2. The automatic berth guiding device for a dock according to claim 1, characterized in that: The above-water sensing module (201) includes a support cylinder (2011), on the outer wall of which are fixedly sleeved with three support plates (2012). An infrared camera (2013), a millimeter-wave radar (2014) and an X-band radar (2015) are respectively installed on the tops of the three support plates (2012). The above-water sensing module (201) is respectively installed on both sides of the dock entrance and both sides of the rear end on the top of the dock main body (100) through the support cylinder (2011).

3. The automatic berth guiding device for a dock according to claim 1, wherein: The multi-beam sonar array (2021) is embedded in the bottom of the dock main body (100) and is connected by underwater optical fibers. The piezoelectric sensor array (2022) is embedded on both sides of the inner wall of the dock main body (100) and is connected by underwater optical fibers.

4. The automatic berth guiding device for a dock according to claim 1, characterized in that: The magnetohydrodynamic propulsion module (301) includes a negative electrode cylinder (3011) and a positive electrode cylinder (3012). The positive electrode cylinder (3012) is located inside the negative electrode cylinder (3011). A cooling cylinder (3013) is arranged between the negative electrode cylinder (3011) and the positive electrode cylinder (3012). A superconducting coil (3014) is arranged inside the cooling cylinder (3013). Liquid inlet pipes (3015) and liquid outlet pipes (3016) are communicated on both sides of the outer wall of the cooling cylinder (3013). A positive electrode connector (3017) is arranged on the outer surface of the positive electrode cylinder (3012). A negative electrode connector (3018) is arranged on the inner surface of the negative electrode cylinder (3011). Drainage plates (3019) are arranged on both sides of the outer wall of the negative electrode cylinder (3011). A support frame (3110) is sleeved on the outer surface of the negative electrode cylinder (3011), and the bottom of the support frame (3110) is bolted to the dock main body (100).

5. The automatic berthing guidance device for a dock according to claim 1, wherein: The magnetohydrodynamic propulsion module (301) is longitudinally arranged in two columns at the bottom of the dock body (100), and the magnetohydrodynamic propulsion module (301) is also transversely arrayed on both sides of the inner wall of the dock body (100). The liquid inlet pipe (3015) and the liquid outlet pipe (3016) of each group of the magnetohydrodynamic propulsion modules (301) are communicated with each other.

6. The automatic berth guiding device for a dock according to claim 4, characterized in that: A cooling mechanism (600) is arranged at the top of the rear end of the dock body (100). The cooling mechanism (600) includes a liquid nitrogen tank (601), a condensation component (602) and a power supply component (603). The input end of the liquid nitrogen tank (601) is communicated with the condensation component (602). The output end of the liquid nitrogen tank (601) and the input end of the condensation component (602) are respectively communicated with the liquid inlet pipe (3015) and the liquid outlet pipe (3016). The power supply component (603) is electrically connected to each of the positive electrode connectors (3017) and the negative electrode connectors (3018). The cooling mechanism (600) is arranged in two groups on both sides of the rear end of the dock body (100) and is respectively communicated with the magnetohydrodynamic propulsion modules (301) on the corresponding sides.

7. The automatic berth guiding device for a dock according to claim 1, characterized in that: The anti-crossflow module (302) includes a slider (3021) and a hydraulic component (3025). A bionic fin plate (3022) is arranged on one side of the outer wall of the slider (3021). A hydraulic push rod (3023) is arranged on the top of the bionic fin plate (3022). A connecting plate (3024) is arranged at the output end of the hydraulic push rod (3023). The bottom of the connecting plate (3024) is fixedly connected to one side of the outer wall of the bionic fin plate (3022). The hydraulic component (3025) is communicated with the hydraulic push rod (3023) through a hydraulic pipe. The anti-crossflow module (302) is divided into two groups and is located on both sides of the dock body (100), and is respectively embedded on both sides of the outer wall of the dock body (100) through the slider (3021). The two hydraulic push rods (3023) are respectively arranged on both sides of the outer wall of the dock body (100), and the two hydraulic components (3025) are respectively arranged on both sides of the top of the dock body (100).

8. The automatic berth guiding device for a dock according to claim 7, characterized in that: A group of eddy current generators (3026) are arranged on the top of each of the two bionic fin plates (3022), and a group of pulleys (3027) are arranged on the top and bottom of each of the two sliders (3021).

9. The automatic berthing guidance device for a dock according to claim 1, wherein: A control center (400) is arranged at the central position of the rear end of the dock body (100), and a radio enhancement module (500) is arranged on the top of the control center (400).

10. The automatic berth guiding device for a dock according to claim 2, characterized in that: Support rods (2016) are arranged on the top of each of the four support cylinders (2011), and solar panels (2017) are arranged on the top of each support rod (2016).

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