A mooring system for a transfer barge with a self-propulsion system

Abstract

The application relates to a mooring system of a transfer barge with a self-propulsion system, which comprises a loading platform, a plurality of mooring piles are arranged at intervals on the top of the loading platform, a lifting device is arranged on the front side of the loading platform, a collision prevention module is arranged on the front side of the lifting part of the lifting device, the collision prevention module comprises an air pump, an air control valve, a gas main line, a gas branch line and a plurality of air bags arranged at equal intervals from left to right, the gas branch line is used for one-to-one communication between the air bags and the gas main line, the air control valve is used for controlling the on-off between the gas main line and each gas branch line, and the air pump is used for air charging of the gas main line. Since the relative height of the moored ship and the loading platform is constantly changing with the advancement of the working process, the traditional fender is arranged in a controllable lifting mode to better protect the moored ship and the loading platform, and the collision problem in the ship stopping and mooring process is solved.

Description

Technical Field

[0001] This invention relates to the field of mooring technology, and in particular to a mooring system for a transshipment barge with a self-propelled system. Background Technology

[0002] With the continuous development of the shipping industry, large self-propelled transshipment barges are playing an increasingly important role in cargo transportation. However, these barges face many challenges when mooring, such as the influence of natural factors like waves and tides, as well as limitations of port facilities. Therefore, designing an efficient and stable mooring system is crucial to ensuring the safety of barges, the most critical aspect of which is how to prevent collisions during mooring to avoid damage to the hull due to collisions.

[0003] Nowadays, ships mostly rely on tugboats and cable cars to berth and unberth. However, when a ship approaches the dock, it usually exerts a significant impact force on the dock. To prevent the dock from causing irreversible damage to the ship's hull, several tires or other rubber products are usually suspended on the dock to reduce the impact force when the ship berths and protect the ship. However, conventional tires or other rubber products not only have low structural strength but also poor suspension stability, making it difficult to provide effective cushioning when the ship berths. Other cushioning devices, such as those using a single buffer spring or buffer pad, also have limited cushioning effects. Summary of the Invention

[0004] The purpose of this invention is to provide a mooring system for transshipment barges with a self-propelled system, in order to solve the problems existing in the prior art.

[0005] The above-mentioned technical objective of the present invention is achieved through the following technical solution:

[0006] A mooring system for a transshipment barge with a self-propelled system includes a lifting device and a carrying platform mounted on top of the lifting device. The lifting device drives the carrying platform to automatically lift and lower. The top of the carrying platform is equipped with a first mooring bollard, a second mooring bollard, a third mooring bollard, a fourth mooring bollard, a fifth mooring bollard, a sixth mooring bollard, and a seventh mooring bollard with identical structures, spaced at intervals. The lifting device is located at the front of the carrying platform, and a collision avoidance module is located at the front of the lifting section of the lifting device. The collision avoidance module includes an air pump, an air control valve, a main air path, air branch paths, and multiple airbags arranged at equal intervals from left to right. The air branch paths connect each airbag to the main air path. The air control valve controls the connection and disconnection between the main air path and each air branch path. The air pump inflates the main air path.

[0007] By adopting the above technical solution, since the relative height between the moored vessel and the platform changes continuously as the work progresses, the traditional fender is set to a controllable lifting mode to better protect the moored vessel and the platform, thus solving the collision problem during the berthing and mooring process.

[0008] Meanwhile, existing mooring system designs for large barges typically employ traditional anchor chains or cables for fixation. Stability is improved by increasing the number and length of anchor chains or cables, but the utilization of automated control technology is low. Traditional solutions have the following drawbacks: first, they lack stability and are difficult to cope with extreme sea conditions; second, they have poor adaptability and cannot be adjusted according to the characteristics of different ports and sea areas; and third, they are complex to operate and require a lot of manpower and time for installation and maintenance.

[0009] Therefore, in a further embodiment, the first mooring bollard includes a fixed base, a load detection module, a drive module, and a control module. The fixed base is fixedly installed on the mounting platform, and the drive module is fixedly installed on the fixed base. The drive module is used to wind up the cable. The load detection module is used to detect the cable load on the drive module, and the control module is used to control the drive module according to the data from the load detection module.

[0010] The drive module is used to automatically reel in the mooring lines released by the ship.

[0011] By adopting the above technical solution, the cooperation of the first, second, third, fourth, fifth, sixth, and seventh mooring bollards can firmly fix the vessel to be moored at the designated position on the platform using cables. This avoids the safety problems and increased work difficulty caused by changes in the relative position between the vessel and the platform due to environmental factors such as waves during operation.

[0012] In a further embodiment, the drive module includes a winch, a clamping unit disposed on one side of the winch, a variable frequency motor, and a logic chip. The winch is fixedly mounted on the top of the fixed base. The clamping unit includes a fixed plate, a hydraulic cylinder, and a clamping plate. The hydraulic cylinder is fixedly mounted on one side of the winch. The clamping plate is fixedly mounted on the telescopic rod of the hydraulic cylinder. The fixed plate is fixed to the winch. The hydraulic cylinder is used to drive the clamping plate closer to / away from the fixed plate.

[0013] Both ends of the winch are fitted with bearings, and each bearing is fitted with a circular plate. Multiple circular rods for interconnection are axially spaced at equal intervals around the periphery of the circular plate. Each circular rod is fitted with a sleeve, and the inner wall of the sleeve is fitted with the outer wall of the circular rod. The variable frequency motor is used to drive the circular plate to rotate axially. A pressure sensor is installed between the circular rod and the sleeve. The logic chip is used to collect data from the pressure sensor.

[0014] By adopting the above technical solution, when mooring is required, the clamping unit can clamp one end of the mooring cable, and then the winch starts working to tighten the mooring cable. However, due to changes in sea conditions, and the changing altitudes of the mooring vessel and the transshipment vessel, as well as the deck altitude of the platform and the mooring vessel, the tension of the mooring cable will constantly change. At this time, the mooring cable needs to be tightened and loosened through the cooperation of a variable frequency motor, a circular plate, a circular rod, a logic chip, a sleeve, and a pressure sensor. The logic chip is used to compare the value of the pressure sensor with the set target value and feed the result back to the variable frequency motor. The variable frequency motor drives the circular plate to rotate. Clockwise rotation of the circular plate tightens the mooring cable, and counterclockwise rotation loosens it. In this way, while ensuring the relatively fixed position between the mooring vessel and the platform, the position of the mooring vessel and the platform can also be finely adjusted within a specified range. The speed of the variable frequency motor makes this adjustment faster and more precise than that of a winch.

[0015] In a further embodiment, the clamping plate and the fixing plate are both provided with anti-slip textures on the side that is close to each other.

[0016] In a further embodiment, the control module is connected to the load detection module and the drive module via a wired electrical signal through a data line.

[0017] In a further embodiment, the first mooring bollard, the second mooring bollard, and the third mooring bollard are disposed on the top left side of the mounting platform. The first mooring bollard is disposed at the top front left corner of the mounting platform. The second mooring bollard is disposed at intervals to the right of the first mooring bollard. The third mooring bollard is disposed at intervals to the rear of the first mooring bollard.

[0018] The fourth, fifth, sixth, and seventh mooring bollards are located on the top right side of the platform. The fourth mooring bollard is located at the top right front corner of the platform. The fifth mooring bollard is spaced apart to the left of the fourth mooring bollard. The sixth mooring bollard is spaced apart to the left rear of the fourth mooring bollard. The seventh mooring bollard is spaced apart to the left rear of the fifth mooring bollard.

[0019] The first, second, fifth, and fourth mooring bollards are located on the same straight line, and the third, sixth, and seventh mooring bollards are also located on the same straight line.

[0020] By adopting the above technical solution, the first, second, third, fourth, fifth, sixth, and seventh mooring bollards have identical structures. Therefore, they can be controlled relatively independently. Without adding a central control station, they can self-adjust according to preset program values. After adding a central control station, they can adjust according to the data of all mooring bollards. The data is used for comprehensive control. The specific selection needs to be determined based on the tonnage of the vessel and the water information. The reason for setting the positions of the first, second, third, fourth, fifth, sixth and seventh mooring bollards in the seven-point distribution in the plan is to better adapt to the technical requirements of this system. In actual use, the mooring lines need to be wound around the winch at an oblique angle. Multi-point fixation allows this system to better secure the moored vessel.

[0021] In a further embodiment, vertically mounted ranging gratings are provided on both the left and right sides of the fixed part of the lifting device.

[0022] The above technical solution is used to provide lifting control data for the lifting device.

[0023] In summary, the present invention has the following beneficial effects:

[0024] 1. By coordinating the first, second, third, fourth, fifth, sixth, and seventh mooring bollards, the vessel to be moored can be firmly secured to the designated position on the platform using cables. This avoids safety issues and increased work difficulty caused by changes in the relative position between the vessel and the platform due to environmental factors such as waves during operation. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1 of the present invention;

[0026] Figure 2 This is a structural schematic diagram of the first mooring bollard used to illustrate Embodiment 1 of the present invention;

[0027] Figure 3 This is a schematic diagram of the drive module used to illustrate Embodiment 1 of the present invention;

[0028] Figure 4 This is a schematic diagram illustrating the positional arrangement of the lifting device for the inflatable fender in Embodiment 2 of the present invention;

[0029] Figure 5 This is a schematic diagram illustrating the positional arrangement of the seven mooring bollards in Embodiment 2 of the present invention.

[0030] In the diagram, 1. Mounting platform; 2. First mooring bollard; 21. Fixing base; 22. Load detection module; 23. Drive module; 24. Control module; 231. Winch; 232. Clamping unit; 2321. Fixing plate; 2322. Hydraulic cylinder; 2323. Clamping plate; 233. Variable frequency motor; 234. Logic chip; 26. Bearing; 27. Circular plate; 28. Circular rod; 29. ​​Sleeve; 3. Second mooring bollard; 4. Third mooring bollard; 5. Fourth mooring bollard; 6. Fifth mooring bollard; 7. Sixth mooring bollard; 8. Seventh mooring bollard; 9. Anti-collision module; 91. Air pump; 92. Inflation control valve; 93. Main air circuit; 94. Branch air circuit; 95. Inflatable bladder; 10. Lifting device; 11. Distance measuring grating. Detailed Implementation

[0031] The present invention will be further described in detail below with reference to the accompanying drawings.

[0032] Identical parts are indicated by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "upper," and "lower" used in the following description refer to the attached figures. Figure 1 In this specification, the terms "bottom surface" and "top surface," "inner" and "outer" refer to the direction toward or away from the geometry of a specific component. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this specification, "a plurality of" means two or more, unless otherwise explicitly and specifically defined by the direction of the center.

[0033] Example 1:

[0034] like Figures 1-3As shown, a mooring system for a transshipment barge with a self-propelled system includes a lifting device and a mounting platform 1 mounted on top of the lifting device. The lifting device drives the mounting platform 1 to automatically lift and lower. The top of the mounting platform 1 is spaced apart by a first mooring bollard 2, a second mooring bollard 3, a third mooring bollard 4, a fourth mooring bollard 5, a fifth mooring bollard 6, a sixth mooring bollard 7, and a seventh mooring bollard 8 with identical structures. The first mooring bollard 2 includes a fixed base 21, a load detection module 22, a drive module 23, and a control module 24. The fixed base 21 is fixedly mounted on the mounting platform 1, and the drive module 23 is fixedly mounted on the fixed base 21. The drive module 23 is used to wind up the mooring line. The load detection module 22 is used to detect the load on the drive module 23, and the control module 24 is used to control the drive module 23 based on the data from the load detection module 22. The drive module 23 is used to automatically wind up the mooring line released by the vessel.

[0035] The drive module 23 includes a winch 231, a clamping unit 232 disposed on one side of the winch 231, a variable frequency motor 233, and a logic chip 234. The winch 231 is fixedly mounted on the top of the fixed base 21. The clamping unit 232 includes a fixed plate 2321, a hydraulic cylinder 2322, and a clamping plate 2323. The clamping plate 2323 and the fixed plate 2321 are provided with anti-slip textures on the sides that are close to each other. The hydraulic cylinder 2322 is fixedly mounted on one side of the winch 231. The clamping plate 2323 is fixedly mounted on the telescopic rod of the hydraulic cylinder 2322. The fixed plate 2321 is fixed on the winch 231. The hydraulic cylinder 2322 is used to drive the clamping plate 2323 to move closer to / away from the fixed plate 2321.

[0036] Bearings 26 are fitted at both ends of the winch 231. Circular plates 27 are fitted on each bearing 26. Multiple circular rods 28 for interconnection are axially spaced at equal intervals around the periphery of the circular plates 27. Sleeves 29 are fitted on each circular rod 28. The inner wall of the sleeve 29 is fitted with the outer wall of the circular rod 28. A variable frequency motor 233 drives the circular plates 27 to rotate axially. A pressure sensor is installed between the circular rods 28 and the sleeves 29. A logic chip 234 is used to collect data from the pressure sensor. The control module 24 is connected to the load detection module 22 and the drive module 23 via a wired electrical signal through a data cable.When mooring is required, the clamping unit 232 can clamp one end of the mooring cable, and then the winch 231 starts working to tighten the mooring cable. However, due to changes in sea conditions and the progress of the mooring and transshipment vessels, the elevation of the platform 1 needs to be automatically adjusted according to the elevation of the mooring and transshipment vessels to ensure that the platform 1 is compatible with the elevation of the mooring and transshipment vessels. Therefore, the tension of the mooring cable will constantly change. At this time, the coordination of the variable frequency motor 233, circular plate 27, circular rod 28, logic chip 234, sleeve 29 and pressure sensor is required to achieve the tightening and loosening of the mooring cable. The logic chip 234 is used for... The pressure sensor reading is compared with the set target value, and the result is fed back to the variable frequency motor 233. The variable frequency motor 233 drives the circular plate 27 to rotate. Clockwise rotation of the circular plate 27 tightens the mooring lines, and counterclockwise rotation loosens them. In this way, while ensuring the relatively fixed position between the moored vessel and the platform 1, the position of the moored vessel and the platform 1 can also be finely adjusted within a specified range. The speed of the variable frequency motor 233 makes this adjustment faster and more precise than that of the winch 231. In this scheme, the variable frequency motor 233 is connected to the circular plate 27 through a reducer and a clutch. When mooring is required, the vessel to be moored releases multiple cables from the clamp plate. The cable is thrown out, and manually aligned with the first mooring bollard 2, the second mooring bollard 3, the third mooring bollard 4, the fourth mooring bollard 5, the fifth mooring bollard 6, the sixth mooring bollard 7, and the seventh mooring bollard 8 one by one. Then, the cable end is placed on the clamping unit 232. The hydraulic cylinder 2322 of the clamping unit 232 clamps the cable end between the fixing plate 2321 and the clamping plate 2323. Then, the control module 24 controls the winch 231 to rotate and wind up the cable. When the control module 24 detects that the drum torque of the winch 231 has reached the specified value, it marks the winding as complete. The winch 231's own braking system locks the drum. Then, the clutch connects the variable frequency motor 233 to the circular plate 27 via the reducer. 233 controls the circular plate 27 to rotate clockwise. When pressure is detected between the pressure sensor of one of the circular rods 28 and its corresponding sleeve 29, the control module 24 marks it as the first contact rod of this action, and then controls the variable frequency motor 233 to continue working, so that the value detected by the pressure sensor between the circular rod 28 and the sleeve 39 reaches the set pressure value. The logic chip 234 starts working. At this time, the logic chip 234 marks its pressure as 0. When the pressure recorded by the logic chip 234 is positive, the variable frequency motor 233 rotates counterclockwise. When the pressure recorded by the logic chip 234 is negative, the variable frequency motor 233 rotates clockwise. Each action stops when the pressure value recorded by the logic chip 234 is zero.

[0037] When the control module 24 detects that pressure values ​​are generated between all the round rods 28 and the sleeves 29, it controls the clutch to disconnect the transmission connection between the variable frequency motor 233 and the round plate 27. The winch 231 controls its drum to rotate clockwise or counterclockwise one revolution according to the result of the control module, and then continues to control the braking system to lock the drum. This process is repeated until all actions are completed. The mooring system is then manually released. The clockwise and counterclockwise rotation of the winch 231's drum is mainly adjusted by whether the pressure sensor between the round rods 28 and the sleeves 29 detects the values ​​sequentially in clockwise or counterclockwise. If the values ​​are detected sequentially in clockwise, the winch 231 rotates clockwise; otherwise, it rotates counterclockwise.

[0038] Furthermore, when controlling the variable frequency motor 233 to rotate clockwise / counterclockwise, only the comparison value of the pressure sensor between the first round rod 28 and the rotating drum 29 that are in contact with the mooring cable is always considered.

[0039] like Figures 1-3 As shown, the first mooring bollard 2, the second mooring bollard 3 and the third mooring bollard 4 are located on the top left side of the carrying platform 1. The first mooring bollard 2 is located at the top left front corner of the carrying platform 1. The second mooring bollard 3 is spaced apart to the right of the first mooring bollard 2. The third mooring bollard 4 is spaced apart to the rear of the first mooring bollard 2.

[0040] The fourth mooring bollard 5, the fifth mooring bollard 6, the sixth mooring bollard 7 and the seventh mooring bollard 8 are located on the top right side of the platform 1. The fourth mooring bollard 5 is located at the top right front corner of the platform 1. The fifth mooring bollard 6 is spaced apart on the left side of the fourth mooring bollard 5. The sixth mooring bollard 7 is spaced apart on the left rear side of the fourth mooring bollard 5. The seventh mooring bollard 8 is spaced apart on the left rear side of the fifth mooring bollard 6.

[0041] The first mooring bollard 2, the second mooring bollard 3, the fifth mooring bollard 6, and the fourth mooring bollard 5 are located on the same straight line, and the third mooring bollard 4, the sixth mooring bollard 7, and the seventh mooring bollard 8 are located on the same straight line.

[0042] like Figures 1-3As shown, a lifting device 10 is provided on the front side of the platform 1. An anti-collision module 9 is provided on the front side of the lifting part of the lifting device 10. The anti-collision module 9 includes an air pump 91, an air control valve 92, an air main 93, air branch 94, and multiple airbags 95 arranged at equal intervals from left to right. The air branch 94 is used to connect the airbags 95 one by one with the air main 93. The air control valve 92 is used to control the connection and disconnection between the air main 93 and each air branch 94. The air pump 91 is used to inflate the air main 93. Vertically installed ranging gratings 11 are provided on both the left and right sides of the fixed part of the lifting device 10. Because the relative height between the moored vessel and the platform 1 is constantly changing as the work progresses, the traditional fender is set to a controllable lifting mode in order to better protect the moored vessel and the platform 1.

[0043] Example 2:

[0044] like Figure 4 - Figure 5 As shown, in port cargo transshipment operations, transshipment barges and large cargo ships often use a ship-to-ship berthing method for loading and unloading cargo. However, due to the interference of complex factors such as relative draft changes, waves, and swells, the mooring lines become unstable, causing increased relative motion between the two ships, which greatly hinders the loading and unloading operations of the transshipment barge and poses significant safety hazards. Against this backdrop, a safety protection system for ship-to-ship berthing is designed. Regarding the design of the placement and quantity of inflatable fenders, considering the unique characteristics of transshipment barges, based on their length and... The working state of the inflatable fenders during barge operations was simulated and analyzed, and flexibly adjusted in conjunction with the cable tensioning system. Through in-depth comparison of the extension lengths at the bow and stern and comprehensive consideration of the requirements for the deployment and retraction of the inflatable fenders, four inflatable fenders and their associated storage platforms were innovatively arranged on the starboard side of the transshipment barge. At the same time, four dedicated lifting devices for inflatable fenders were also provided. Through dual verification methods of experiments and simulations, it was strongly demonstrated that this reasonable side protection design can significantly reduce the relative movement between the two vessels and greatly improve the safety and efficiency of loading and unloading operations.

[0045] In the design of the inflatable fender control system, to address the critical need to prevent collisions during ship berthing and cargo loading / unloading, a specially tailored intelligent operation control system was developed for the inflatable fender. This system not only allows crew members to operate the crane locally but also enables centralized control from the bridge control console (driver's console). It can precisely raise and lower the inflatable fender to the appropriate position, providing reliable safety distance assurance for the two ships during transfer. Addressing the key issues of inflatable fender lifting and boom position determination, this invention's mooring system cleverly incorporates three high-precision sensors on the boom. One height limit sensor is installed at the top of the boom, and two limit sensors are installed at the bottom of the boom (borehole working position and fender storage position). These sensors can quickly transmit signals to the control system in the bridge, thus achieving smooth remote control operation. When remote control mode is activated, all functions except the emergency stop function are automatically disabled. The driver's console can achieve independent and precise control of a single crane and automatic centralized and efficient control of four cranes. During automatic centralized control, the crane... The machine can be lowered precisely to the preset position, and the actual lowering height is displayed in real time on the bridge display screen, allowing the crew to observe and control it at any time. In modern ship mooring operations, conventional ships often use a combination of machine-side control and side-mounted remote control for operating anchor winches and mooring winches at the bow and stern. However, for the ship involved in this invention, its mooring requirements are special, with a total of 7 mooring winches deployed, 3 on the starboard side and 4 on the port side. The limited crew configuration makes it difficult to handle all mooring operations. This invention designs an innovative mooring winch control system. The system features two modes: local single-unit operation at the machine site and remote multi-unit simultaneous remote control operation from the control console. The control console is equipped with a dedicated remote centralized control system for the mooring winches of transshipment barges. Through ingenious operation logic settings, it effectively avoids dangerous situations caused by crew members operating both the machine site control box and the control console simultaneously. When the operation switch of any winch machine site control box is turned on, the remote control of the corresponding winch on the control console immediately becomes invalid, and vice versa. This fundamentally eliminates misoperation caused by crew fatigue or poor communication, greatly improving operational safety.

[0046] A remote centralized control system for mooring winches was developed. Through the control panel, operators can precisely control individual mooring winches, and also flexibly control any number of winches at any location according to different working conditions. It can also be combined with an automatic cable tensioning control system, enabling remote intelligent control of multiple mooring winches from the wheelhouse, fully meeting mooring needs under various complex conditions. Throughout the mooring process, the mooring cables automatically adjust tension without manual intervention from the crew, truly achieving intelligent control. Simultaneously, the mooring winch control display in the wheelhouse shows the real-time status and stress of each winch, and the data display on the control panel digitizes the operation process, making the entire operation more convenient and efficient. This significantly improves the efficiency and safety of ship mooring operations, demonstrating significant innovation and practicality, and providing a new, efficient, and reliable solution for ship mooring operations.

[0047] Example 3:

[0048] The proposed platform 1 can be installed in the berth or on the deck.

[0049] In the embodiments disclosed in this invention, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; "linking" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments disclosed in this invention according to the specific circumstances.

[0050] This specific embodiment is merely an explanation of the present invention and is not intended to limit the invention. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they are within the scope of the claims of the present invention.

Claims

1. A mooring system for a transshipment barge with a self-propelled system, comprising a lifting device and a loading platform (1) mounted on top of the lifting device, the lifting device being used to drive the loading platform (1) to automatically lift and lower, wherein the top of the loading platform (1) is provided with a first mooring bollard (2), a second mooring bollard (3), a third mooring bollard (4), a fourth mooring bollard (5), a fifth mooring bollard (6), a sixth mooring bollard (7), and a seventh mooring bollard (8) of identical structure, characterized in that: The platform (1) is equipped with a lifting device (10) on the front side, and the lifting device (10) is equipped with an anti-collision module (9) on the front side of the lifting part. The anti-collision module (9) includes an air pump (91), an inflation control valve (92), an air main (93), an air branch (94), and multiple airbags (95) arranged at equal intervals from left to right. The air branch (94) is used to connect the airbags (95) one by one with the air main (93). The inflation control valve (92) is used to control the connection and disconnection between the air main (93) and each air branch (94). The air pump (91) is used to inflate the air main (93).

2. The mooring system for a transshipment barge with a self-propelled system according to claim 1, characterized in that: The first mooring bollard (2) includes a fixed base (21), a load detection module (22), a drive module (23), and a control module (24). The fixed base (21) is fixedly installed on the mounting platform (1), and the drive module (23) is fixedly installed on the fixed base (21). The drive module (23) is used to wind up the cable. The load detection module (22) is used to detect the cable load on the drive module (23), and the control module (24) is used to control the drive module (23) according to the data from the load detection module (22). The drive module (23) is used to automatically reel in the mooring lines released by the ship.

3. The mooring system for a transshipment barge with a self-propelled system according to claim 2, characterized in that: The drive module (23) includes a winch (231), a clamping unit (232) disposed on one side of the winch (231), a variable frequency motor (233), and a logic chip (234). The winch (231) is fixedly installed on the top of the fixed base (21). The clamping unit (232) includes a fixed plate (2321), a hydraulic cylinder (2322), and a clamping plate (2323). The hydraulic cylinder (2322) is fixedly installed on one side of the winch (231). The clamping plate (2323) is fixedly installed on the telescopic rod of the hydraulic cylinder (2322). The fixed plate (2321) is fixed on the winch (231). The hydraulic cylinder (2322) is used to drive the clamping plate (2323) to move closer to / away from the fixed plate (2321). The winch (231) is equipped with bearings (26) at both ends, and circular plates (27) are fitted on the bearings (26). Multiple circular rods (28) for interconnection are axially spaced on the periphery of the circular plates (27). Sleeves (29) are fitted on the circular rods (28). The inner wall of the sleeve (29) is transitionally fitted with the outer wall of the circular rod (28). The variable frequency motor (233) is used to drive the circular plates (27) to rotate axially. A pressure sensor is provided between the circular rods (28) and the sleeves (29). The logic chip (234) is used to collect data from the pressure sensor.

4. The mooring system for a transshipment barge with a self-propelled system according to claim 3, characterized in that: The clamping plate (2323) and the fixing plate (2321) are both provided with anti-slip textures on the side that is close to each other.

5. The mooring system for a transshipment barge with a self-propelled system according to claim 3, characterized in that: The control module (24) is connected to the load detection module (22) and the drive module (23) via a data cable with a wired electrical signal.

6. The mooring system for a transshipment barge with a self-propelled system according to claim 2, characterized in that: The first mooring bollard (2), the second mooring bollard (3) and the third mooring bollard (4) are located on the top left side of the carrying platform (1). The first mooring bollard (2) is located at the top left front corner of the carrying platform (1). The second mooring bollard (3) is spaced apart to the right of the first mooring bollard (2). The third mooring bollard (4) is spaced apart to the rear of the first mooring bollard (2). The fourth mooring bollard (5), the fifth mooring bollard (6), the sixth mooring bollard (7) and the seventh mooring bollard (8) are located on the top right side of the carrying platform (1). The fourth mooring bollard (5) is located at the top right front corner of the carrying platform (1). The fifth mooring bollard (6) is spaced apart on the left side of the fourth mooring bollard (5). The sixth mooring bollard (7) is spaced apart on the left rear side of the fourth mooring bollard (5). The seventh mooring bollard (8) is spaced apart on the left rear side of the fifth mooring bollard (6). The first mooring bollard (2), the second mooring bollard (3), the fifth mooring bollard (6) and the fourth mooring bollard (5) are located on the same straight line, and the third mooring bollard (4), the sixth mooring bollard (7) and the seventh mooring bollard (8) are located on the same straight line.

7. The mooring system for a transshipment barge with a self-propelled system according to claim 2, characterized in that: The lifting device (10) has vertically installed ranging gratings (11) on both the left and right sides of its fixed part.

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