Automatic berth guidance device for dock

Abstract

The present invention discloses an automatic berthing guidance device for a dock, which relates to the technical field of automatic berthing of ships. The device comprises a dock body, wherein a multi-module sensing mechanism, a guiding mechanism and a radio enhancement module are arranged on the top of the dock body. The multi-module sensing mechanism comprises an above-water sensing module and an underwater sensing module. The above-water sensing module comprises an infrared camera, a millimeter-wave radar and an X-band radar for performing multimodal scanning of the ship. The underwater sensing module comprises a multi-beam sonar array and a piezoelectric sensor array for scanning the bottom of the ship and sensing the flow rate of the water. The guiding mechanism comprises a magnetohydrodynamic propulsion module and an anti-crossflow module for guiding the position of the ship. The radio enhancement module comprises a programmable electromagnetic metasurface, an UWB pulse and a Doppler radar. Through multimodal sensing fusion and bionic fluid active control technology, all-weather centimeter-level precision berthing is achieved, and the device has anti-interference and dynamic optimization capabilities.

Description

Technical Field

[0001] The present invention relates to the technical field of automatic ship berthing, in particular to an automatic shipyard berthing guide device. Background Art

[0002] A dock refers to a dock-type building used for repairing and building ships. It can allow ships to enter and exit when filled with water, and can be used to repair and build ships on a dry bottom after draining. Docks can be divided into three categories: dry docks, water-filled docks and floating docks. Dry docks are more commonly used, and the dock generally referred to is a dry dock.

[0003] The docks in the prior art have the following problems:

[0004] Most existing dock berth guidance devices use a single sensor for positioning. First, a single sensor (such as ultrasound, visual camera) is prone to failure in complex weather conditions such as heavy fog and rainstorms, or in port electromagnetic interference environments, making it difficult to achieve real-time and 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. Secondly, the cost of manual intervention is high. The berthing process relies on workers to drive guide boats to tow the ship into the dock, which is inefficient and lacks accuracy. A single berthing takes a long time and is prone to deviating from the path. Finally, there are prominent safety risks. After the ship docks, divers need to observe the fit between the bottom of the ship and the supporting structure underwater. Due to the limitations of the underwater environment, the efficiency is low, and there are safety hazards such as entanglement and collision, resulting in a high accident rate.

[0005] Therefore, a kind of automatic berth guiding device of dock is needed to solve the problem raised in the above background. Summary of the Invention

[0006] The purpose of the present invention is to provide an automatic berthing guidance device for a dock, which can achieve centimeter-level precision berthing in all weather conditions through multimodal perception fusion and bionic fluid active control technology, and has anti-interference and dynamic optimization capabilities.

[0007] To achieve the above-mentioned object, the present invention provides the following technical solutions: an automatic berth guidance device for a dock, comprising a dock body, the top of which is provided with a multi-module sensing mechanism, a guidance mechanism, and a radio enhancement module;

[0008] The multi-module sensing mechanism includes an above-water sensing module and an underwater sensing module;

[0009] The water perception module includes:

[0010] Infrared cameras, millimeter-wave radars, and X-band radars for multimodal scanning of ships;

[0011] The underwater perception module includes:

[0012] a multibeam sonar array and a piezoelectric sensor array to scan the bottom of the ship and sense water velocity;

[0013] The guiding agencies include:

[0014] The magnetohydrodynamic propulsion module and the anti-cross-flow module are used to guide the position of the ship;

[0015] The radio enhancement module includes:

[0016] Programmable electromagnetic metasurfaces, UWB pulses, and Doppler radar to measure the ship's position and velocity.

[0017] Preferably, the water sensing module includes a support tube, the outer wall of the support tube is fixedly sleeved with three support plates, the tops of the three support plates are respectively installed with an infrared camera, a millimeter wave radar and an X-band radar, and the water sensing module is respectively installed on both sides of the dock opening and both sides of the rear end of the top of the dock body through the support tube.

[0018] Preferably, the multi-beam sonar array is embedded in the bottom of the dock body and connected via underwater optical fiber, and the piezoelectric sensor array is embedded on both sides of the inner wall of the dock body and connected via underwater optical fiber.

[0019] 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 installed between the negative electrode cylinder and the positive electrode cylinder, a superconducting coil is provided inside the cooling cylinder, both sides of the outer wall of the cooling cylinder are connected with a liquid inlet pipe and a liquid outlet pipe, the outer wall of the positive electrode cylinder is provided with a positive electrode connector, the inner wall of the negative electrode cylinder is provided with a negative electrode connector, both sides of the outer wall of the negative electrode cylinder are provided with a drain plate, the outer wall of the negative electrode cylinder is provided with a support frame, and the bottom of the support frame is connected to the dock body by bolts.

[0020] Preferably, the magnetohydrodynamic propulsion modules are longitudinally arranged in two rows 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, and the liquid inlet pipe and liquid outlet pipe of each group of magnetohydrodynamic propulsion modules are interconnected.

[0021] Preferably, a cooling mechanism is installed on the top of the rear end of the dock body, and the cooling mechanism includes a liquid nitrogen tank, a condensation assembly and a power supply assembly. The input end of the liquid nitrogen tank is connected to the condensation assembly, and the output end of the liquid nitrogen tank and the input end of the condensation assembly are respectively connected to the liquid inlet pipe and the liquid outlet pipe. The power supply assembly is electrically connected to each positive terminal and the negative terminal. The cooling mechanism is divided into two groups and installed on both sides of the rear end of the dock body, and is respectively connected to the magnetohydrodynamic propulsion modules on the corresponding two sides.

[0022] Preferably, the anti-cross-flow module includes a slider and a hydraulic component, a bionic fin is provided on one side of the outer wall of the slider, a hydraulic push rod is provided on the top of the bionic fin, a connecting plate is provided on 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 and the hydraulic push rod are connected through a hydraulic pipe, the anti-cross-flow module is divided into two groups and is located on both sides of the dock body, and is respectively embedded in both sides of the outer wall of the dock body through the slider, the two hydraulic push rods are respectively installed on both sides of the outer wall of the dock body, and the two hydraulic components are respectively installed on both sides of the top of the dock body.

[0023] Preferably, a group of vortex generators are installed on the top of the two bionic fins, and a group of pulleys are installed on the top and bottom of the two sliders.

[0024] Preferably, a control center is provided at the center of the rear end of the dock body, and the radio enhancement module is installed on the top of the control center.

[0025] Preferably, support rods are installed on the tops of the four support tubes and a solar panel is provided on the top of each support rod.

[0026] Compared with the prior art, the present invention has the following beneficial effects:

[0027] In the present invention, a centimeter-level precise berthing guidance system with all-weather environmental adaptability is constructed through the collaborative working system of multi-module sensing mechanism, guidance mechanism and radio enhancement module, while giving it strong anti-interference performance and dynamic path optimization capability. The multimodal sensing mechanism realizes full-dimensional environmental penetration through the cross-fertilization of multiple technologies. The X-band radar performs real-time three-dimensional scanning of the ship outline at a sub-second refresh rate, generates a millimeter-level precision point cloud model of the hull, and provides basic data for berthing posture analysis. The millimeter-wave radar utilizes the strong penetrating characteristics of high-frequency electromagnetic waves to maintain stability in adverse weather conditions such as rain, fog, and haze. The ship's movement trajectory is continuously tracked, and the Doppler effect is combined 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 difference of 0.1°C on the hull surface, solving the problem of target identification in night or low-light scenes. The multi-beam sonar system is installed at the bottom of the dock, and quickly builds a centimeter-level three-dimensional matching model of the ship's bottom contour and the dock's bottom support structure with a wide sector beam coverage range of ≥180°. The piezoelectric sensor array is embedded in the bottom of the dock water area and the edge of the berth, capturing the water pressure fluctuations caused by the ship's navigation with a microsecond response speed. , calculate the hull attitude offset, the radio enhancement module breaks through the traditional positioning bottleneck through cutting-edge communication technology, the programmable electromagnetic metasurface (RIS) is deployed at the key position of the dock, and the phase modulation of the metasurface unit is controlled by digital signals, which dynamically reconstructs the propagation path of the radio wave reflected by the ship, and builds 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 triangulation positioning network, and the arrival time difference algorithm is based on to achieve ± 2cm level non-line-of-sight positioning accuracy, which completely solves the problem of traditional GPS being limited by obstruction, and the Doppler radar speed measurement unit Yuan adopts continuous wave technology and measures 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 uses the magnetohydrodynamic propulsion module to perform millimeter-level fine-tuning of the ship's position, completely abandoning the mechanical contact mode of traditional tugboat towing, avoiding wear and precision loss, and guiding the ship to complete "non-contact" precise docking along the preset trajectory. No human intervention or underwater operations by divers are required throughout the process. This device not only achieves centimeter-level berthing accuracy in all-weather environments, but also reduces the incidence of safety accidents by more than 90% with zero-contact guidance mode.

[0028] 2. In the present invention, an anti-crossflow module is provided to offset the interference of lateral water flow on the ship's docking. When the ship arrives at the dock and prepares to dock, the hydraulic push rod automatically pushes the bionic fins out from both sides of the dock. The hydrodynamic design of the bionic fin, which imitates the tail fin of a fish, can form a diversion barrier. By changing the direction and flow rate of the lateral water flow, the lateral impact force of the water flow on the hull is weakened. At the same time, the vortex generators evenly distributed on the surface of the bionic fin (using a wing-shaped micro-protrusion structure) can actively induce controllable vortices. The interaction between the vortex and the crossflow further attenuates the water flow energy, forming a stable diversion channel, which significantly improves the berthing accuracy and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a schematic structural diagram of the main view of an automatic berth guidance device for a dock according to the present invention;

[0030] Figure 2 This is a structural diagram of an above-water sensing module in an automatic berth guidance device for a dock according to the present invention;

[0031] Figure 3 This is a schematic structural diagram of an underwater sensing module in an automatic berth guidance device for a dock according to the present invention;

[0032] Figure 4 This is a schematic structural diagram of a main view of a magnetohydrodynamic propulsion module in an automatic dock berthing guidance device according to the present invention;

[0033] Figure 5 This is a schematic structural diagram of a cross-section of a magnetohydrodynamic propulsion module of an automatic berth guidance device for a dock according to the present invention;

[0034] Figure 6 This is a structural schematic diagram of an anti-crossflow module in an automatic berth guidance device for a dock according to the present invention;

[0035] Figure 7 This is a schematic structural diagram of a cooling mechanism in an automatic berth guiding device for a dock according to the present invention;

[0036] Figure 8 The figure is a structural schematic diagram of a radio enhancement module in an automatic dock berthing guidance device of the present invention.

[0037] In the figure: 100, dock body; 200, multi-module sensing mechanism; 201, water sensing module; 2011, support tube; 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, guidance mechanism; 301, magnetohydrodynamic propulsion module; 3011, negative electrode tube; 3012, positive electrode tube; 3013, cooling tube; 3014, superconducting coil; 3015, liquid inlet pipe; 3 016, 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; 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. DETAILED DESCRIPTION

[0038] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the implementation regulations described are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0039] Example 1, as Figure 1 As shown: A dock automatic berth guidance device includes a dock body 100, and a multi-module sensing mechanism 200, a guidance mechanism 300 and a radio enhancement module 500 are arranged on the top of the dock body 100;

[0040] like Figure 1 and Figure 2As shown, 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 multimodal scanning of ships. The above-water sensing module 201 includes a support tube 2011. The outer wall of the support tube 2011 is fixedly sleeved with three support plates 2012. The tops of the three support plates 2012 are respectively equipped with an infrared camera 2013, a millimeter-wave radar 2014, and an X-band radar 2015. The above-water sensing module 201 is respectively installed on both sides of the dock opening and both sides of the rear end of the dock body 100 through the support tube 2011. The multi-module sensing mechanism 200 constructs a ship scanning system covering the entire water area through the three-dimensional layout of the above-water sensing module 201 and the underwater sensing module 202. The water sensing module 201 forms a four-corner sensing array on both sides of the dock entrance and the rear end of the dock body 100. The outer wall of the support tube 2011 is equipped with an infrared camera 2013, a millimeter-wave radar 2014, and an X-band radar 2015. These can simultaneously complete the thermal imaging feature capture of the ship (temperature resolution ≤ 0.1°C), millimeter-level contour modeling (accuracy of ±2mm), and all-weather dynamic tracking (penetrating rain and fog, monitoring distance ≥ 500 meters). This layout enables the water sensing module 201 to achieve multi-modal scanning of the part of the ship above the water surface. Through cross-validation of infrared, radio frequency, and optical signals, it significantly improves the accuracy of target recognition and environmental adaptability. Especially at night or under complex weather conditions, it can effectively avoid the detection blind spots of a single sensor, providing high-density, multi-dimensional real-time data support for ship berthing path planning.

[0041] like 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 flow rate of the water. The multi-beam sonar array 2021 is embedded in the bottom of the dock body 100 and is connected through underwater optical fiber. The piezoelectric sensor array 2022 is embedded on both sides of the inner wall of the dock body 100 and is connected through underwater optical fiber. The underwater sensing module 202 realizes accurate monitoring of the underwater part of the ship and the water flow state through the collaborative design of the multi-beam sonar array 2021 and the piezoelectric sensor array 2022. The multi-beam sonar array 2021 is embedded in the bottom of the dock body 100 and is connected through underwater optical fiber. The high-density sonar unit emits wide-sector sound waves, which can quickly build a three-dimensional matching model of the ship's bottom contour and the dock bottom support structure (with an accuracy of centimeters), and detect the fit between the ship and the dock bottom in real time. 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. It captures the water pressure fluctuations caused by the ship's navigation with a microsecond response speed, and solves the hull's roll, pitch and other attitude parameters. The two transmit low-latency data through underwater optical fiber, forming a full-dimensional perception of the ship's underwater motion state, which can provide early warning of the risk of collision between the ship's bottom and the dock bottom, and ensure the berthing accuracy and safety in complex water flow environments.

[0042] like Figure 1 、 Figure 4 and Figure 5As shown, the guiding mechanism 300 includes a magnetohydrodynamic propulsion module 301 and an anti-crossflow 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 provided inside the cooling cylinder 3013. Both sides of the outer wall of the cooling cylinder 3013 are connected with a liquid inlet pipe 3015 and a liquid outlet pipe 3016. The outer wall of the positive electrode cylinder 3012 is provided with a positive electrode connector 3017, the inner wall of the negative electrode cylinder 3011 is provided with a negative electrode connector 3018, and both sides of the outer wall of the negative electrode cylinder 3011 are provided with a guide plate 3019. The outer wall of the pole cylinder 3011 is provided with a support frame 3110, and the bottom of the support frame 3110 is connected to the dock body 100 by bolts. The magnetohydrodynamic propulsion modules 301 are arranged longitudinally in two rows at the bottom of the dock body 100, and the magnetohydrodynamic propulsion modules 301 are also arranged in a transverse array 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 magnetohydrodynamic propulsion modules 301 are connected to each other. A cooling mechanism 600 is installed on 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, and 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. 015 is connected to the liquid outlet pipe 3016, the power supply component 603 is electrically connected to each positive terminal 3017 and the negative terminal 3018, the cooling mechanism 600 is divided into two groups and installed on both sides of the rear end of the dock body 100, and is respectively connected to the magnetohydrodynamic propulsion module 301 on the corresponding two sides. The guiding mechanism 300 constructs a full-dimensional, high-precision ship position guidance system through the coordinated design of the magnetohydrodynamic propulsion module 301 and the anti-crossflow module 302. The magnetohydrodynamic propulsion module 301 adopts a double-cylinder electromagnetic drive structure. The negative pole cylinder 3011 and the positive pole cylinder 3012 form a ring magnetic field space. The internal superconducting coil 3014 is in a low temperature environment (through the cooling mechanism 600, the double-sided liquid nitrogen tank 601 is achieved through the condensation component 602 at -196°C). Low-temperature circulation ensures the stability of the superconducting system under continuous operation conditions) generates magnetic field strength. 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 and complete power switching within 50ms. A high voltage is applied between the electrodes, and the current flows through the seawater to form a closed loop, generating thrust under the action of the Lorentz force. The module is installed in two longitudinal rows at the bottom of the dock body 100, and cooperates with the units distributed on both sides of the dock inner wall in a transverse array to form a three-dimensional thrust matrix. The longitudinal units provide fore-and-aft driving force, and the transverse units offset the effects of crossflow, achieving fine-tuning of the ship. The guide plate 3019 optimizes the working medium flow path through fluid dynamics design. The bolted fixing structure of the support frame 3110 facilitates modular maintenance and replacement.The liquid inlet pipes 3015 and liquid outlet pipes 3016 of multiple modules are connected in parallel to form a unified low-temperature circulation system, ensuring the stable working state of the superconducting coils 3014. This allows the ship's position to be controlled with millimeter-level accuracy, without mechanical wear and with zero-contact guidance, significantly improving berthing efficiency and equipment life.

[0043] like Figure 1 and Figure 8 As 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 center 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.

[0044] The working principle of this embodiment is that when a ship approaches the dock and needs to dock, the water sensing module 201 first performs a multi-modal scan above the water surface. On both sides of the dock entrance at the top of the dock body 100 and on both sides of the rear end, a four-corner sensing array is formed through the support tube 2011. The outer wall of each support tube 2011 is installed with an infrared camera 2013, a millimeter wave radar 2014 and an X-band radar 2015. The X-band radar 2015 emits a 5-10GHz radio frequency signal to scan the three-dimensional contour of the ship at a sub-second refresh rate to generate millimeter-level precision points. The cloud model calculates the ship's attitude (heading angle, roll angle, etc.) in real time. The millimeter-wave radar 2014 utilizes the 30-300 GHz frequency band to penetrate rain and fog, continuously tracking the ship's movement trajectory and calculating relative velocity using the Doppler effect. Its coverage range is 500 meters or more. The infrared camera 2013 captures the thermal radiation distribution of the ship's hull, distinguishing the ship from the background at night or in low-light scenarios to assist in target recognition. Through multi-source signal cross-validation, it eliminates blind spots in single sensors and provides high-density data on the ship's surface, laying the foundation for path planning.

[0045] At the same time, the underwater sensing module 202 performs 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. They communicate with the processing layer through underwater optical fiber. The multi-beam sonar array 2021 emits wide-sector sound waves to build a three-dimensional matching model of the ship bottom contour and the dock bottom support structure, monitor the distance between the ship bottom and the dock bottom in real time, and warn of collision risks. The piezoelectric sensor array 2022 detects water flow pressure fluctuations with a microsecond response speed, calculates ship attitude parameters such as roll and pitch, and dynamically evaluates berthing stability in combination with sonar data, forming a "surface-underwater" three-dimensional perception network to ensure that the ship's status in all waters is measurable and controllable, especially in complex water flow environments (such as cross flow and eddy currents), and predicts the ship's attitude deviation trend in advance;

[0046] 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 has a built-in 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 pulse current to form a ring current channel between the electrodes. According to the left-hand rule, the seawater is driven by the Lorentz force under the action of the magnetic field and the electric field, and is ejected through the guide plate 3019 to generate thrust. It is installed longitudinally on the dock. The bottom module provides fore-aft driving force, while the lateral module offsets the effects of crossflow while providing left-right driving force, forming a three-dimensional thrust matrix. The processing layer generates thrust commands based on sensor data (such as "port thrust +50N, ​​pitch angle -0.5°"), enabling millimeter-level ship position control accuracy. With zero mechanical wear and zero-contact guidance, berthing efficiency and equipment life are significantly improved. The power supply component 603 switches power output within 50ms. Multiple modules achieve low-temperature circulation synchronization through parallel liquid inlet pipes 3015 and liquid outlet pipes 3016 to ensure magnetic field stability.

[0047] At the same time, 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 nanosecond time alignment is achieved through synchronous clocks. The programmable electromagnetic metasurface 501 builds a virtual beacon above the dock to enhance the non-line-of-sight signal reflection efficiency and solve the problem of obstruction by the ship's superstructure. The UWB pulse 502 and the ship terminal tag form a triangulated positioning network, which achieves ±1.5cm positioning accuracy based on the TDoA algorithm and is not affected by the multipath effect. The Doppler radar 503 transmits Ka-band continuous waves to measure the radial velocity of the ship, and the frequency Rate-agile technology avoids co-frequency interference and outputs the ship's six-degree-of-freedom state vector (position, velocity, acceleration, refresh rate 100Hz) after fusion. The control center 400 sends instructions to the guidance mechanism 300 through underwater optical fiber and wireless communication, and receives equipment status feedback in real time, forming a "perception-decision-execution-feedback" closed loop to ensure that the berthing process is fully automated and precise. The signal-to-noise ratio is improved by 20dB and the anti-interference ability is significantly enhanced when transmitted to the control center 400 through 5G+DSRC dual links. This device not only achieves centimeter-level berthing accuracy in all-weather environments, but also reduces the occurrence rate of safety accidents by more than 90% with zero-contact guidance mode.

[0048] Example 2, according to Figure 1 、 Figure 5 and Figure 6As shown, the anti-cross flow module 302 includes a slider 3021 and a hydraulic assembly 3025. A bionic fin 3022 is provided on one side of the outer wall of the slider 3021. A hydraulic push rod 3023 is provided on the top of the bionic fin 3022. A connecting plate 3024 is provided on 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 3022. The hydraulic assembly 3025 is connected to the hydraulic push rod 3023 through a hydraulic pipe. The anti-cross flow module 302 is divided into two groups and is located on both sides of the dock body 100, and is connected to the dock body 100 through the slider. 3021 are respectively embedded in both sides of the outer wall of the dock body 100, the two hydraulic push rods 3023 are respectively installed on both sides of the outer wall of the dock body 100, the two hydraulic components 3025 are respectively installed on both sides of the top of the dock body 100, a group of vortex generators 3026 are installed on the top of the two bionic fins 3022, a group of pulleys 3027 are installed on the top and bottom of the two sliders 3021, and support rods 2016 are installed on the top of the four support cylinders 2011, and a solar panel 2017 is provided on the top of each support rod 2016.

[0049] In this embodiment, the anti-crossflow module 302 constructs an efficient lateral water flow interference suppression system through the coordinated design of mechanical structure and fluid control. The module is embedded in two groups of symmetrical layouts on both sides of the dock body 100. Each group of modules achieves low-friction sliding through the pulley 3027 structure of the slider 3021 (one group at the top and one group at the bottom), ensuring that the bionic fin 3022 is quickly extended under the drive of the hydraulic push rod 3023. The hydraulic component 3025 (installed on both sides of the top of the dock) transmits power to the hydraulic push rod 3023 through the high-pressure hydraulic pipe, pushing the connecting plate 3024 to drive the bionic fin 3022 to extend quickly. The bionic fin 3022 is pushed out laterally 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 a Karman vortex street, reducing the impact force of the water flow by 65%-80%. In addition, the solar panel 2017 on the top of the support tube 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-cross-current mechanism of "physical diversion + electromagnetic force compensation", which significantly improves the berthing stability and accuracy of the ship in complex water flow environments.

[0050] Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A dock automatic berth guidance device, characterized in that: include: A dock body (100), wherein a multi-module sensing mechanism (200), a guiding mechanism (300), and a radio enhancement module (500) are provided on the top of the dock body (100); The multi-module sensing mechanism (200) comprises an above-water sensing module (201) and an underwater sensing module (202); The water sensing module (201) comprises: Infrared cameras (2013), millimeter-wave radars (2014), and X-band radars (2015) for multimodal scanning of ships; The underwater sensing module (202) comprises: Multibeam sonar arrays (2021) and piezoelectric sensor arrays (2022) for scanning the bottom of the ship and sensing water flow; The guiding mechanism (300) comprises: The magnetohydrodynamic propulsion module (301) and the cross-flow prevention module (302) are used to guide the position of the ship; The radio enhancement module (500) comprises: A programmable electromagnetic metasurface (501), a UWB pulse (502), and a Doppler radar (503) for measuring the position and velocity of a ship; The magnetohydrodynamic propulsion modules (301) are longitudinally arranged in two rows at the bottom of the dock body (100). The magnetohydrodynamic propulsion modules (301) are also transversely arranged on both sides of the inner wall of the dock body (100). The anti-crossflow module (302) includes a slider (3021) and a hydraulic assembly (3025). A bionic fin (3022) is provided on one side of the outer wall of the slider (3021). A hydraulic push rod (3023) is provided on the top of the bionic fin (3022). A connecting plate (3024) is provided 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 (3022). The hydraulic assembly (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). The modules are respectively embedded in the outer wall of the dock body (100) through sliders (3021). The two hydraulic push rods (3023) are respectively installed on both sides of the outer wall of the dock body (100). The two hydraulic assemblies (3025) are respectively installed on both sides of the top of the dock body (100). A group of vortex generators (3026) are installed on the top of each of the two bionic fins (3022). A group of pulleys (3027) are installed on the top and bottom of each of the two sliders (3021).

2. The automatic berth guidance device for a dock according to claim 1, characterized in that: The above-water sensing module (201) comprises a support tube (2011), the outer wall of the support tube (2011) being fixedly sleeved with three support plates (212), the tops of the three support plates (2012) being respectively provided with an infrared camera (2013), a millimeter-wave radar (2014), and an X-band radar (2015), and the above-water sensing module (201) is respectively installed on both sides of the dock opening and both sides of the rear end of the top of the dock body (100) through the support tube (2011).

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

4. The automatic berth guidance device for a dock according to claim 1, characterized in that: The magnetic fluid propulsion module (301) comprises a negative electrode cylinder (3011) and a positive electrode cylinder (3012), wherein 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), and both sides of the outer wall of the cooling cylinder (3013) are connected to a liquid inlet pipe (3015) and a liquid inlet pipe (3016). A liquid outlet pipe (3016) is provided, the outer wall of the positive electrode cylinder (3012) is provided with a positive electrode connector (3017), the inner wall of the negative electrode cylinder (3011) is provided with a negative electrode connector (3018), drainage plates (3019) are installed on both sides of the outer wall of the negative electrode cylinder (3011), and the outer wall of the negative electrode cylinder (3011) is provided with a support frame (3110), and the bottom of the support frame (3110) is connected to the dock body (100) by bolts.

5. The automatic berth guidance device for a dock according to claim 4, characterized in that: The liquid inlet pipe (3015) and the liquid outlet pipe (3016) of each group of the magnetic fluid propulsion modules (301) are connected to each other.

6. The automatic berth guidance device for a dock according to claim 4, characterized in that: A cooling mechanism (600) is installed on the top of the rear end of the dock body (100). The cooling mechanism (600) comprises a liquid nitrogen tank (601), a condensation assembly (602), and a power supply assembly (603). The input end of the liquid nitrogen tank (601) is connected to the condensation assembly (602), the output end of the liquid nitrogen tank (601) and the input end of the condensation assembly (602) are respectively connected to the liquid inlet pipe (3015) and the liquid outlet pipe (3016), the power supply assembly (603) is electrically connected to each of the positive electrode connector (3017) and the negative electrode connector (3018), and 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 two sides.

7. The automatic berth guidance device for a dock according to claim 1, characterized in that: A control center (400) is provided at the center 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).

8. The automatic berth guidance device for a dock according to claim 2, characterized in that: A support rod (2016) is installed on the top of each of the four support cylinders (2011), and a solar panel (2017) is provided on the top of each support rod (2016).

Images