Chain type auxiliary navigation device and passive navigation method for navigation tunnel thereof

Abstract

The invention discloses a chained auxiliary navigation device and a passive navigation method of a navigation tunnel thereof, the chained auxiliary navigation device is mounted on two sides of a tunnel channel, and when a ship body enters a to-be-captured area of the tunnel channel, the chained auxiliary navigation device clings to two sides of the ship body, so that the ship sails safely in the tunnel; the device comprises a plurality of passive auxiliary navigation mechanisms, a plurality of connecting rods, a plurality of anti-collision mechanisms, a power supply mechanism and a tunnel exit laser induction mechanism, wherein each anti-collision mechanism is mounted on the corresponding connecting rod; the method is suitable for the chain type auxiliary navigation device, the scheme depends on the chain type auxiliary navigation device, through cooperation of laser ranging and a central control system, the position and posture of the ship are monitored in real time, a propeller is automatically adjusted to achieve course control, water power regulation and control and modular design are adopted, the ship body can be automatically adsorbed, track-free homing is achieved, and the navigation efficiency is improved; and the cost and risk are reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of water conservancy projects, and in particular to a chain-type auxiliary navigation device and a method for passive navigation of a navigation tunnel thereof. Background Art

[0002] As a new type of navigational structure, navigation tunnels transcend the limitations of traditional waterway routes, which rely on natural topography. By excavating tunnels within mountainous terrain, they create entirely new water transport routes for ships. Compared to traditional canal excavation or waterway regulation projects, navigation tunnels offer significant advantages in terms of ecological and environmental protection. Their relatively concentrated construction area significantly reduces the scope and severity of damage to surrounding vegetation, waterways, and wildlife habitats, effectively reducing soil erosion and maintaining regional ecological balance. Furthermore, their route selection is not overly constrained by surface topography, buildings, or geological structures, allowing for the flexible planning of the shortest and most optimal routes based on shipping needs. This significantly enhances the scientific and rational nature of waterway planning. Furthermore, compared to large-scale mountain and river excavation projects, navigation tunnels require less earthwork and land, saving construction costs and resources.

[0003] However, the unique spatial environment of navigation tunnels also presents numerous challenges. Due to the relatively confined space within the tunnels, ship speeds are difficult to increase and are typically kept at a low level. To avoid collisions, vessels must maintain a strict safety distance between the preceding and following vessels. This restriction significantly reduces the efficiency of navigation within navigation tunnels, limiting the number of ships that can pass through per unit time and significantly reducing the navigability of open waterways. From a technical perspective, the channel cross-sectional coefficient (Cs) of navigation tunnels is typically between 2 and 5. Compared to conventional restricted waterways (Cs > 6), this means that ships occupy a greater proportion of the water surface within the tunnel, leading to significant blockage and bank effects. The blockage effect significantly increases the water resistance encountered by ships during navigation, consuming more energy and reducing speed. Furthermore, the asymmetric bank effect exerts lateral forces on the ship, causing it to deviate from its intended route and randomly drift toward one bank. This places extremely high demands on the operator's control skills and the stability of the vessel.

[0004] Note: The cross-sectional coefficient is the ratio of the ship's cross-sectional area As to the effective flow area of ​​the channel Aw, i.e., Cs = As / Aw. The smaller the cross-sectional coefficient, the greater the proportion of water area occupied by the ship.

[0005] Currently, my country's navigation tunnel construction is undergoing active exploration and development. The successful completion of the country's first navigation tunnel marks a breakthrough in this emerging field, accumulating valuable engineering experience and technical data. Meanwhile, eight more navigation tunnels have entered the demonstration phase, with relevant departments and research teams conducting in-depth research and discussion on project feasibility, overcoming technical difficulties, economic benefit assessment, and ecological and environmental impact. The advancement of these projects will further promote the development and improvement of navigation tunnel technology in my country, and are expected to play a greater role in improving inland waterway conditions, optimizing water transport network layout, and promoting regional economic development.

[0006] The existing navigation modes of navigable tunnels include the following two:

[0007] 1. Self-propelled mode: Figure 1 As shown, all completed tunnels are self-propelled, requiring ships to maintain a relatively low safe speed within them. Excessive speeds create significant resistance, while slow speeds reduce rudder efficiency. Consequently, the tunnel's capacity in self-propelled mode is significantly lower than that of most navigable structures.

[0008] 2. Introduction mode: Figure 2-Figure 3 As shown in the figure, a large number of research results have studied the towing navigation mode to enable ships to pass through tunnels quickly. Existing towing methods include underwater suspended towing schemes, shore towing schemes, tunnel top towing schemes, and double-hole one-way towing circulation schemes. Among them, the suspended towing scheme has poor adaptability to water level changes. The shore towing scheme occupies a large tunnel width and has poor adaptability to water level changes. The tunnel top towing scheme places the towing device at the top, which may increase the difficulty of maintenance and inspection, and requires high strength of the towing device and the tunnel wall structure. The towing rope used in the double-hole one-way towing circulation scheme is Y-shaped, which only fixes the bow of the ship and does not constrain the stern. The stern is easily affected by the water flow and swings left and right, posing certain safety risks.

[0009] However, the towing mode requires the ship to tie up or untie the cable each time it enters and exits the tunnel. When the tunnel is short, the limitations of ship acceleration, tying up or untying the cable, etc., are not as fast as the self-propelled mode. Even for long-distance tunnels, there are still many complex technical problems to be solved: (1) The law of ship-water flow-solid coupling in the tunnel is extremely complex. In the actual navigation environment, there are many types of ships, from small transport ships of tens of tons to large cargo ships of thousands of tons, and the scale, draft and navigation characteristics of different ship types are significantly different. These differences cause the interaction between the ship and the water body and the tunnel wall to show highly nonlinear characteristics when navigating in the tunnel, which brings great challenges to the design of tunnel structural strength and ship automatic control system. If the structural strength design is insufficient, the tunnel wall may be damaged due to the impact of the water flow caused by the ship's navigation; and if the automatic control design cannot adapt to the complex ship flow environment, it will seriously threaten the navigation safety of the ship; (2) The operating cost and subsequent maintenance and management cost of the towing mode remain high. The purchase, installation and commissioning of the traction system itself requires a huge amount of capital investment. Its core traction devices, cables, rails and other components are severely worn during long-term operation due to factors such as water erosion and mechanical friction, and need to be replaced and maintained regularly. In addition, in order to ensure the normal operation of the system, a professional technical maintenance team is required. The combined labor cost and equipment maintenance cost significantly increase the overall operating cost; (3) Emergency handling of emergencies is extremely difficult. In a closed tunnel space, once an emergency such as a ship collision, cable breakage, equipment failure or fire occurs, it is difficult for rescue personnel and equipment to arrive at the scene quickly, and the limited space in the tunnel is not conducive to the development of emergency operations. For example, if a fire occurs, the smoke in the tunnel is difficult to exhaust, and it will spread rapidly and affect visibility, making it extremely difficult to evacuate personnel and put out the fire.

[0010] In summary, while the towing mode theoretically offers a feasible solution for ship control in navigable tunnels, its successful application in practical engineering still requires extensive testing and verification. Researchers need to combine simulations, numerical calculations, and field tests to thoroughly study the ship-water flow-solid interaction mechanism and optimize system design. Furthermore, they need to explore technical solutions to reduce operating and maintenance costs and improve emergency response plans to promote the safe and efficient application of the towing mode in navigable tunnels. Summary of the Invention

[0011] The purpose of the present invention is to provide a chain-type auxiliary navigation device and a method for passive navigation in a navigation tunnel thereof, so as to solve the technical problems of the above-mentioned prior art.

[0012] To achieve the above objectives, the present invention provides one of the following technical solutions: a chain-type navigation aid device, which is installed on both sides of a tunnel channel. When a ship enters the capture area of ​​the tunnel channel, the device adheres to the sides of the ship, allowing the ship to navigate safely in the tunnel. The device includes:

[0013] A plurality of passive navigation assistance mechanisms 1, which are used to assist ships in navigating in the tunnel;

[0014] A plurality of connecting rods 2, which are used to connect the plurality of passive navigation assistance mechanisms 1 to each other;

[0015] A plurality of anti-collision mechanisms 3, which are used to prevent the passive navigation assistance mechanism 1 from colliding with the edge of the tunnel;

[0016] Power supply mechanisms 4, located on both sides of the tunnel channel, for supplying power to the passive navigation assistance mechanism 1 and the anti-collision mechanism 3;

[0017] The tunnel exit laser sensing mechanism 5 is fixedly installed at the tunnel exit and is used to sense whether the ship has left the tunnel channel;

[0018] Each of the anti-collision mechanisms 3 is installed on the corresponding connecting rod 2 .

[0019] Furthermore, the passive navigation assistance mechanism 1 includes:

[0020] A magnetic body 101 is used to magnetically attract the passive navigation aid mechanism 1 to the tunnel channel;

[0021] The anti-collision rubber body 102 is used to prevent the magnetic body 101 from hard contact with the hull surface when the magnetic body 101 is close to the hull;

[0022] Multiple rubber wheels 103 are used to assist the ship in navigating along the edge of the tunnel when the ship moves along one side of the tunnel, thereby solving the problems of shore suction effect and poor steering efficiency of the ship. The multiple rubber wheels 103 are evenly arranged along the length direction of the magnetic body 101;

[0023] The two ends of the magnetic body 101 are hinged to the corresponding connecting ends of the connecting rod 2 .

[0024] Furthermore, the device further comprises a plurality of laser ranging mechanisms 6, each of the laser ranging mechanisms 6 corresponding to a plurality of passive navigation assistance mechanisms 1;

[0025] The laser distance measuring mechanism 6 includes a front laser distance measuring device 601 fixedly mounted on the anti-collision rubber body 102, and a rear laser distance measuring device 602 mounted on the magnetic body 101 and close to the rubber wheel 103.

[0026] Among them, the front laser rangefinder 601 is used to determine the distance between the chain-type auxiliary navigation device and the hull;

[0027] The rear laser rangefinder 602 is used to determine the distance between the chain-type navigation aid device and the tunnel wall.

[0028] Furthermore, the anti-collision mechanism 3 includes:

[0029] The sleeve 301 is movably mounted on the connecting rod 2 at its center;

[0030] A propeller 302 is mounted in the sleeve 301;

[0031] At least two anti-collision columns 303 are fixedly mounted on the connecting rod 2 to prevent damage to the sleeve 301 when the chain-type auxiliary navigation device approaches the hull.

[0032] Furthermore, the power supply mechanism 4 is an electric track, and the power supply mechanism 4 is located in the walkway of the tunnel channel, so that the chain-type auxiliary navigation device moves along the length direction of the tunnel channel.

[0033] The present invention provides another technical solution as follows: a method for passive navigation in a navigable tunnel, which is applicable to the above-mentioned chain-type auxiliary navigation device, and comprises:

[0034] S1. When the distance measured by the front laser rangefinder 601 is less than half the tunnel width, it is determined that the bow of the ship has entered the capture area;

[0035] S2, starting the propeller 302, and the chain-type auxiliary navigation device approaches the hull;

[0036] S3, open the magnetic body 101, and adsorb the chain device on the surface of the hull to complete the hull capture;

[0037] S4. Detect the left and right backside laser ranging values ​​using the backside laser rangefinder 602. When the left backside laser ranging value is greater than the right backside laser ranging value, the left propeller 302 rotates in the reverse direction to reduce the left thrust, and the right propeller 302 rotates forward to increase the right thrust;

[0038] S5. Detect the left and right backside laser ranging values ​​using the backside laser rangefinder 602. When the left backside laser ranging value is smaller than the right backside laser ranging value, the right propeller 302 rotates in the reverse direction to reduce the right side thrust, and the left propeller 302 rotates forward to increase the left side thrust.

[0039] S6. The back laser rangefinder 602 detects the back laser ranging values ​​of the bow and stern. When the back laser ranging value of the bow is greater than the back laser ranging value of the stern, the left rear propeller 302 rotates in the reverse direction to reduce the left rear thrust, the left front propeller 302 rotates forward to increase the left front thrust, the right front propeller 302 rotates in the reverse direction to reduce the right front thrust, and the right rear propeller 302 rotates forward to increase the right rear thrust;

[0040] S7. Detecting the backside laser ranging values ​​of the bow and stern by the backside laser rangefinder 602. When the backside laser ranging value of the bow is less than the backside laser ranging value of the stern, the left rear propeller 302 rotates forward to increase the left rear thrust, the left front propeller 302 rotates reversely to reduce the left front thrust, the right front propeller 302 rotates forward to increase the right front thrust, and the right rear propeller 302 rotates reversely to reduce the right rear thrust;

[0041] S8. When the bow of the ship reaches the tunnel exit and the rear laser rangefinder 602 measures a distance less than half the tunnel width, the magnetic body 101 is closed, the propeller 302 is reversed, and the chain-type auxiliary navigation device is separated from the surface of the ship.

[0042] In the aforementioned technical solution, during traditional tunnel navigation, the ship's pilot must constantly monitor the ship's attitude and manually manipulate the rudder to navigate complex currents, narrow waterways, and other challenges. This is highly stressful and difficult to operate. However, this method, relying on a chain-type navigation aid, uses a laser ranging mechanism and a central control system to coordinate operations to monitor the ship's position and attitude in real time. As the ship enters the tunnel, the front and rear laser rangefinders continuously collect data. The system automatically analyzes the ship's deviation trends and precisely controls the propeller's direction and thrust, achieving automatic adjustment of the ship's course. For example, if the ship deviates laterally, the system immediately adjusts the propeller 302 based on the difference in the left and right rear laser rangefinder values, without the need for manual intervention by the pilot. This frees the pilot from complex directional control tasks, allowing them to focus on monitoring other key vessel parameters. Furthermore, since frequent manual course adjustments are no longer necessary, the ship can maintain a more stable navigation state within the tunnel, reducing speed loss due to improper operation, significantly increasing the ship's speed and significantly improving navigation efficiency.

[0043] In the complex system of ship-water-shore flow-solid coupling, traditional navigation schemes often use shore-based traction structures, such as cable traction or rigid traction rods. During the traction process, such structures will generate large interaction forces between the ship and the tunnel structure, making the ship's motion trajectory difficult to predict. This method abandons the shore-based traction structure and uses the hydrodynamic control of the chain-type auxiliary navigation device itself to maintain the ship's course. The device generates thrust and steering force through the rotation of the propeller. Based on the real-time monitoring of the distance between the device and the tunnel bank by the rear laser rangefinder, the central control system accurately adjusts the working state of the propeller 302, and maintains the ship's stable navigation in the center of the channel with the dynamic balance of hydrodynamics. This method avoids the complex mechanical coupling problems brought about by traditional traction structures, greatly reduces the difficulty of ship motion prediction, and simplifies the complexity of the automatic control algorithm of the traction device, so that the system can respond to changes in the ship's posture more quickly and accurately, and improves the stability and reliability of the entire navigation system.

[0044] In order to maintain the course of the ship, traditional navigation equipment often uses complex mechanical structures, such as multi-joint robotic arms, hydraulic steering devices, etc., which not only increases the cost of the equipment, but also increases the difficulty of maintenance. This method uses hydrodynamic control to achieve course maintenance. The core component, the propeller, has a simple structure and can generate thrust of different directions and sizes through forward and reverse steering and speed adjustment. Combined with the real-time feedback of the laser ranging mechanism, the system uses software algorithms to control the operation of the propeller, replacing complex mechanical transmission and steering mechanisms. For example, when the ship is tilted longitudinally, the system can achieve ship attitude correction by controlling the thrust difference of the propellers in different positions, without the need for additional mechanical correction devices. This hydrodynamic control method fundamentally reduces the structural complexity of the device, reduces equipment failure points, reduces maintenance costs, and at the same time improves the environmental adaptability and reliability of the device.

[0045] The chain-type assisted navigation device adopts a modular design, and components such as the passive assisted navigation mechanism and the anti-collision mechanism can be flexibly combined and adjusted according to different ship sizes. The adsorption force of the magnetic body is adjustable, and the anti-collision rubber body has good elastic deformation ability, which can adapt to different hull surface materials and shapes; the laser ranging mechanism can adjust the monitoring range and accuracy through software algorithms, and is suitable for ships of different tonnages. Whether it is a small yacht, a medium-sized cargo ship, or a large cruise ship, the device can achieve efficient assisted navigation through simple parameter configuration and structural fine-tuning. Compared with traditional navigation devices that require special equipment to be customized for different ship types, this method greatly reduces the cost of equipment research and development and modification, improves the versatility and reusability of the equipment, and provides a more economical and flexible solution for navigation tunnel operators.

[0046] Traditional towing devices require manual mooring (unmooring) operations when ships enter and exit tunnels. This process is time-consuming and poses risks to personnel safety. Especially in severe weather conditions, the difficulty and danger of operation are greatly increased. In this method, the chain-type auxiliary navigation device automatically absorbs the hull through a magnetic body. When the ship enters the capture area, the central control system automatically activates the magnetic body, and its strong magnetic field can firmly absorb the device to the surface of the hull in a short time without manual intervention; when the ship exits the tunnel, the system turns off the power supply of the magnetic body, and the device automatically detaches from the hull. The entire process is efficient, safe, and reliable, which completely solves the core disadvantages of the traditional towing device's mooring (unmooring) operations, which are cumbersome and inefficient. It shortens the ship's stay time in the tunnel, improves navigation efficiency, and ensures the safety of operators.

[0047] In response to the need for one-way navigation in navigation tunnels and the need for traction equipment to automatically return to the starting point, existing technical solutions mostly use the laying of guide rails or circulating traction systems. Circulating traction requires double guide rails, which takes up a large amount of tunnel space and increases construction costs; returning by the original route has high energy consumption and low efficiency due to the heavy equipment structure. The chain-type auxiliary navigation device in this method has the ability to automatically return to its starting point without a track. After completing the task of assisting ship navigation, the device generates reverse thrust by reversing the propeller, and uses its own hydrodynamic force to quickly return to the starting point from the water surface. During the device's return along the electric track, the central control system can optimize the propeller operating parameters according to the real-time water flow conditions and the position of the device to ensure the shortest return path and the lowest energy consumption. This trackless automatic return method does not require complex guide rail laying and circulating traction equipment, greatly simplifies the system structure, reduces construction and operating costs, and at the same time improves equipment turnover efficiency, ensuring the efficient operation of the navigation tunnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments described in the present invention. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0049] Figure 1 It is a structural diagram of the self-propelled mode of the prior art.

[0050] Figure 2 It is a structural diagram of the lead-in mode of the prior art.

[0051] Figure 3 A side view of a prior art lead pattern.

[0052] Figure 4 This is a structural diagram of a chain-type auxiliary navigation device.

[0053] Figure 5 It is a structural diagram of the passive auxiliary navigation mechanism and the laser ranging mechanism.

[0054] Figure 6 It is a structural diagram of the anti-collision mechanism.

[0055] Figure 7 for Figure 6 Top view of .

[0056] Figure 8 for Figure 6 Cross-sectional view at AA.

[0057] Figure 9 Schematic diagram of the ship's laser ranging position and capture separation.

[0058] Figure 10Schematic diagram of the ship's return to shore using the ship's position deviation return control method.

[0059] Figure 11 This is a schematic diagram of the centering control method for ship position deviation.

[0060] Description of reference numerals:

[0061] 1. Passive assisted navigation mechanism; 101. Magnetic body; 102. Anti-collision rubber body; 103. Rubber wheel; 2. Connecting rod; 3. Anti-collision mechanism; 301. Sleeve; 302. Propeller; 303. Anti-collision column; 4. Power supply mechanism; 5. Tunnel exit laser sensing mechanism; 6. Laser ranging mechanism; 601. Front laser rangefinder; 602. Back laser rangefinder. DETAILED DESCRIPTION

[0062] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings.

[0063] Example 1

[0064] like Figure 4-Figure 8 As shown, the chain-type navigation aid device is installed on both sides of the tunnel channel. When the hull enters the capture area of ​​the tunnel channel, the device is close to the sides of the hull, allowing the ship to navigate safely in the tunnel. The device includes:

[0065] A plurality of passive navigation assistance mechanisms 1, which are used to assist ships in navigating in the tunnel;

[0066] Furthermore, the passive navigation assistance mechanism 1 includes:

[0067] A magnetic body 101 is used to magnetically attract the passive navigation aid mechanism 1 to the tunnel channel;

[0068] The anti-collision rubber body 102 is used to prevent the magnetic body 101 from hard contact with the hull surface when the magnetic body 101 is close to the hull;

[0069] Multiple rubber wheels 103 are used to assist the ship in navigating along the edge of the tunnel when the ship moves along one side of the tunnel, thereby solving the problems of shore suction effect and poor steering efficiency of the ship. The multiple rubber wheels 103 are evenly arranged along the length direction of the magnetic body 101;

[0070] The two ends of the magnetic body 101 are hinged to the corresponding connecting ends of the connecting rod 2 .

[0071] Specifically, the chain-type navigation aid, a core facility for ensuring safe navigation of ships in tunnels, is innovatively installed on both sides of the tunnel channel, forming an efficient and reliable safety protection system. When a vessel enters the designated capture zone in the tunnel channel, the device responds quickly, tightly fitting to the sides of the hull. Through sophisticated design and coordinated operation, it effectively mitigates risks posed by complex hydrological conditions and the channel environment, ensuring a smooth and safe passage of the vessel through the tunnel.

[0072] The device consists of multiple passive navigation-aiding mechanisms 1 connected in series. Each passive navigation-aiding mechanism 1 acts like a precision gear, a key unit in ensuring the safe navigation of the ship. These passive navigation-aiding mechanisms 1 do not rely on active power. Instead, they cleverly utilize the action and reaction forces generated by the ship's navigation, as well as physical principles such as magnetic attraction and rolling friction, to provide auxiliary guidance and stable support for the ship, efficiently completing the auxiliary navigation task through passive response.

[0073] Further analyzing the internal structure of the passive navigation-assisted mechanism 1, its core component, the magnetic body 101, is made of high-performance magnetic materials and has a strong and stable adsorption force. Through precise magnetic calculation and design, the magnetic body 101 can be firmly adsorbed on the pre-installed magnetic base on the wall of the tunnel channel, like a "stabilizing needle" rooted in the channel, providing a stable installation foundation for the entire passive navigation-assisted mechanism 1. During the navigation process of the ship, even in the face of external force interference caused by the impact of turbulent water or the shaking of the ship, the magnetic body 101 can ensure that the passive navigation-assisted mechanism 1 remains tightly connected to the wall of the tunnel channel, preventing the device from falling off and ensuring the continuous and stable performance of the navigation-assisted function.

[0074] The anti-collision rubber body 102 is arranged around the edge of the magnetic body 101, like putting a layer of soft "protective clothing" on the magnetic body 101. It is made of a special rubber material with high elasticity, wear resistance and anti-aging, and has a soft and tough texture. When the magnetic body 101 is pressed against the hull by the force of the ship, the anti-collision rubber body 102 will immediately play a buffering role, converting the direct hard contact between the magnetic body 101 and the hull surface into flexible contact, effectively avoiding scratches, dents and other damage to the hull surface caused by the rigid collision between the metal and the hull, which not only protects the integrity of the ship's appearance, but also reduces the risk of collision during the ship's navigation, adding a reliable protective barrier for the safe navigation of the ship.

[0075] Multiple rubber wheels 103, as key executive components to assist the navigation of the ship, are evenly distributed along the length of the magnetic body 101. These rubber wheels 103 are made of specially formulated wear-resistant rubber material, and the surface is treated with anti-skid patterns, which can effectively reduce the friction resistance with the hull surface and provide sufficient grip. When the ship approaches the edge of one side of the tunnel due to the influence of water flow or improper steering operation, the shore suction effect occurs (when the ship sails close to the shore, the pressure difference caused by the change in water flow velocity between the shore and the hull causes the ship to move closer to the shore), or when the rudder effect is reduced due to the narrow space of the tunnel (the efficiency of the ship's rudder control is reduced, and steering control is difficult), the rubber wheel 103 will come into contact with the hull surface. Under the action of the forward power of the ship, the rubber wheel 103 begins to roll, replacing the sliding friction with the rolling friction, greatly reducing the friction resistance between the ship and the tunnel wall. At the same time, the guiding function of the rubber wheel 103 is used to assist the hull to maintain the correct navigation track along the edge of the tunnel, correct the deviation trend of the ship, and help the ship successfully overcome the difficulties of the shore suction effect and the poor rudder efficiency, ensuring that the ship passes through the tunnel channel safely and stably.

[0076] In addition, the two ends of the magnetic body 101 and the connecting ends of the corresponding connecting rod 2 adopt a hinged design. This flexible connection method gives the passive auxiliary navigation mechanism 1 good freedom of movement. When the ship shakes or bumps slightly during navigation, or the ship's posture is adjusted due to changes in the cross-sectional shape of the channel or the impact of water flow, the magnetic body 101 can swing and rotate slightly around the hinge point, thereby adaptively adjusting the fitting angle and position with the hull. This adaptive adjustment function enables the passive auxiliary navigation mechanism 1 to always fit closely to the surface of the hull, ensuring that the anti-collision rubber body 102 and the rubber wheel 103 continue to function, while effectively reducing the stress concentration problem caused by the rigid connection, extending the service life of the device, and improving the reliability and stability of the entire chain-type auxiliary navigation device.

[0077] The device further comprises: a plurality of connecting rods 2, which are used to connect the plurality of passive navigation assistance mechanisms 1 to each other.

[0078] Specifically, in the chain-type assisted navigation device, multiple connecting rods 2 play an indispensable "link" role, shouldering the important mission of connecting each passive assisted navigation mechanism 1 to each other, and are key components to ensure the overall structural integrity and functional synergy of the device.

[0079] The connecting rod 2 is made of a high-strength, corrosion-resistant alloy material, such as specially formulated stainless steel or lightweight, high-strength aluminum alloy. This material selection fully takes into account the long-term humid and watery environment of the tunnel channel, as well as the complex working conditions such as collisions and impacts that may occur during the navigation of the ship. The high strength property enables the connecting rod 2 to withstand various external forces transmitted by the passive auxiliary navigation mechanism 1 in the process of assisting the ship, including the lateral force generated by the impact of the water flow on the ship and the pulling force caused by the swaying of the hull, ensuring that the structure of the connecting rod 2 itself does not deform or break under complex stress conditions; the corrosion resistance property effectively resists the erosion of various chemical substances in the tunnel water environment, extending the service life of the connecting rod 2, reducing the maintenance cost of the device, and ensuring the long-term stable operation of the entire chain-type auxiliary navigation device.

[0080] In terms of structural design, the connection parts at both ends of the connecting rod 2 have been specially strengthened. One end is connected to the end of the magnetic body 101 in a hinged manner. This hinged structure adopts high-precision processing technology and is equipped with wear-resistant bearings and bushings to ensure that the connection part can rotate flexibly and has good load-bearing capacity. When the passive auxiliary navigation mechanism 1 adjusts its angle due to changes in the ship's attitude, the hinge point between the connecting rod 2 and the magnetic body 101 can rotate smoothly to avoid affecting the adaptive adjustment ability of the device due to jamming; the other end is connected to the magnetic body 101 of the adjacent passive auxiliary navigation mechanism 1 through a detachable connection structure, such as a high-strength bolt connection or a quick plug-in interface. The detachable design facilitates the installation, debugging and maintenance of the device. When a passive auxiliary navigation mechanism 1 needs to be inspected or replaced, the staff can quickly disassemble the corresponding connecting rod 2 and complete the operation efficiently, which greatly shortens the maintenance time of the device and improves the efficiency of waterway operations.

[0081] From a mechanical performance perspective, the length and shape of connecting rod 2 are the result of rigorous mechanical calculations and optimized design. Its length is precisely matched to the tunnel channel width, vessel size, and the dimensions of the passive navigation aids 1. This ensures that once the vessel enters the capture zone, the passive navigation aids 1 are evenly distributed on both sides of the hull, forming a stable support and assistance system. Furthermore, the streamlined shape of connecting rod 2 reduces resistance in the water flow environment, mitigates the impact of the water flow on the device, and ensures the device remains stable under the influence of the water flow, further ensuring the vessel's navigation safety.

[0082] Multiple connecting rods 2 connect the passive navigation aids 1 in an orderly series, like building a strong and flexible "safety chain." During navigation, regardless of current fluctuations, channel bends, or changes in the ship's own speed, this "safety chain" ensures that the connecting rods 2 connect and coordinate the various passive navigation aids 1, allowing them to work closely together and support each other, jointly performing their auxiliary navigation functions and ensuring the ship's safe navigation in the tunnel channel.

[0083] The device comprises: a plurality of anti-collision mechanisms 3, which are used to prevent the passive navigation assistance mechanism 1 from colliding with the edge of the tunnel. Each of the anti-collision mechanisms 3 is installed on a corresponding connecting rod 2.

[0084] Furthermore, the anti-collision mechanism 3 includes:

[0085] The sleeve 301 is movably mounted on the connecting rod 2 at its center;

[0086] A propeller 302 is mounted in the sleeve 301;

[0087] At least two anti-collision columns 303 are fixedly mounted on the connecting rod 2 to prevent damage to the sleeve 301 when the chain-type auxiliary navigation device approaches the hull.

[0088] Specifically, during the operation of the chain-type navigation aid, the passive navigation aid mechanism 1 is at risk of colliding with the tunnel edge due to factors such as complex water flow conditions and changes in the ship's navigation posture. To effectively mitigate this risk, the device has innovatively added multiple anti-collision mechanisms 3. These anti-collision mechanisms 3, like loyal "safety guards," are installed on corresponding connecting rods 2 and work closely with the passive navigation aid mechanism 1 to form a solid defense against collision risks, ensuring the stable and reliable operation of the entire device in the tunnel channel.

[0089] The anti-collision mechanism 3 is composed of a sleeve 301, a propeller 302, and at least two anti-collision columns 303. Each component performs its own function, and the anti-collision function is achieved through sophisticated design and coordination. The sleeve 301 serves as the core carrier of the anti-collision mechanism 3. Its center is connected to the connecting rod 2 using a high-precision movable installation method. This movable connection is not a simple loose fit, but uses advanced mechanical structure design, with low-friction ball bearings and guide bushings inside. This enables the sleeve 301 to rotate and slide flexibly and stably on the connecting rod 2. When the passive auxiliary navigation mechanism 1 tends to displace due to ship shaking or water flow impact, the sleeve 301 can quickly make adaptive adjustments, effectively buffering external force impacts and preventing the passive auxiliary navigation mechanism 1 from directly colliding with the edge of the tunnel. At the same time, the sleeve 301 is made of high-strength and wear-resistant engineering plastics or alloys, and its inner wall is finely polished. While ensuring its own structural strength, it minimizes friction loss with internal components and extends the service life of the anti-collision mechanism 3.

[0090] Propeller 302 is cleverly mounted within sleeve 301, its design inspired by the principles of ship propulsion. The blades of propeller 302 feature a unique aerodynamically curved surface. By optimizing blade angle, curvature, and thickness distribution, they rotate efficiently under the influence of currents. When a ship navigates a tunnel channel, the surrounding water flow drives propeller 302. This rotation generates a reaction force, which is transmitted through sleeve 301 to connecting rod 2 and the passive navigation-assisted mechanism 1, forming a dynamic buffering and guiding mechanism. For example, when a ship approaches the edge of a tunnel, the water accelerates in the narrow space between the ship and the tunnel wall, generating pressure that forces the passive navigation-assisted mechanism 1 against the tunnel wall. The accelerated water flow causes propeller 302 to rotate faster, generating a stronger reverse thrust that propels the passive navigation-assisted mechanism 1 away from the tunnel wall, effectively offsetting the impact and ensuring the safety of the device. Furthermore, the rotation of propeller 302 stirs the local water flow, reducing the adverse effects of vortices caused by stagnant water on the device, further enhancing the stability of the device's operation.

[0091] At least two anti-collision posts 303 serve as the "last line of defense" for the anti-collision mechanism 3 and are rigidly fixed to the connecting rod 2. These anti-collision posts 303 are made of high-strength rubber or composite materials and feature a honeycomb energy-absorbing structure within them. This ensures sufficient rigidity to withstand impact while also providing excellent elastic deformation. When the chain-type auxiliary navigation device approaches the hull in extreme circumstances, potentially squeezing or colliding with the sleeve 301, the anti-collision posts 303 will first come into contact with the hull or other components. At the moment of collision, the energy-absorbing structure of the anti-collision posts 303 rapidly deforms, converting the impact energy into its own elastic potential energy and heat, significantly reducing the impact force and preventing damage to the sleeve 301 from excessive impact. This ensures that the sleeve 301 and propeller 302 can continue to perform their anti-collision functions. Furthermore, the layout of the multiple anti-collision posts 303, evenly distributed along the connecting rod 2, is based on rigorous mechanical calculations and forms a three-dimensional protective network. This effectively disperses the impact force regardless of the direction of impact, providing comprehensive protection for the anti-collision mechanism 3 and the entire chain-type auxiliary navigation device.

[0092] The device further includes: a power supply mechanism 4 , which is located on both sides of the tunnel channel and is used to supply power to the passive navigation auxiliary mechanism 1 and the anti-collision mechanism 3 .

[0093] Furthermore, the power supply mechanism 4 is an electric track, and the power supply mechanism 4 is located in the walkway of the tunnel channel, so that the chain-type auxiliary navigation device moves along the length direction of the tunnel channel.

[0094] Specifically, in the chain-type assisted navigation device, the power supply mechanism 4, as a key energy transmission and power support unit, is innovatively arranged in the form of an electric track in the dedicated walkways on both sides of the tunnel channel. It not only undertakes the important task of providing stable power supply to the passive assisted navigation mechanism 1 and the anti-collision mechanism 3, but also realizes the flexible movement of the device along the length of the tunnel channel through its unique design, laying a solid energy foundation for the safe navigation of ships in the tunnel.

[0095] The power rails feature a double-layer nested structure, with an inner core conductive layer and an outer protective layer. The core conductive layer is made from high-purity oxygen-free copper through a special forging process. This material offers exceptional electrical conductivity and mechanical strength, enabling it to carry high currents without overheating. To further reduce resistance, the conductive layer is meticulously silver-plated. Silver's excellent conductivity effectively reduces energy loss during power transmission. Furthermore, the conductive layer is divided into several equal-length power supply sections, each connected by insulated connectors. This zoning design, combined with an intelligent power supply control system, precisely controls power flow to corresponding sections based on the vessel's real-time position in the tunnel, achieving energy-efficient operation. For example, when a vessel first enters a tunnel, only the section of the power rail near the entrance is energized. As the vessel advances, the system automatically activates subsequent sections in sequence, avoiding energy waste caused by full power supply.

[0096] The outer protective layer is made of a composite polymer material, composed of three layers of materials with different functions. The innermost layer is polytetrafluoroethylene, a highly insulating material that effectively isolates the conductive layer from the outside world, preventing electrical leakage. The middle layer is a high-strength polyurethane elastomer, which offers excellent wear and pressure resistance, capable of withstanding the impact of water flow, debris collisions, and friction caused by the movement of chain-type navigation aids during navigation. The outermost layer is glass fiber reinforced plastic coated with a special waterproof coating, which forms a solid waterproof barrier in humid tunnel environments, preventing water vapor intrusion and affecting the performance of the power rail. The protective layer also features heat dissipation slots with a honeycomb structure design, which not only ensures the strength of the protective layer but also effectively dissipates the heat generated during operation, ensuring the power rail maintains stable performance even under long-term, high-load operation.

[0097] The connection between the power rail and the chain-type navigation aid utilizes an intelligent current collection system consisting of a collector shoe and an adaptive adjustment mechanism. The collector shoe is made of a carbon fiber-reinforced copper-based composite material, combining high conductivity with excellent wear resistance. Its surface features a unique wavy pattern that increases the contact area with the power rail, ensuring stable power transmission. Furthermore, the grooves between the patterns allow for the timely removal of debris generated during the current collection process, preventing impurity accumulation from affecting conductivity. The adaptive adjustment mechanism is equipped with a high-precision pressure sensor and servo motor. If the chain-type navigation aid shifts position during movement due to ship movement or water impact, the pressure sensor monitors the contact pressure between the collector shoe and the power rail in real time and feeds this data back to the control system. Based on the pressure changes, the control system instructs the servo motor to adjust the position and pressure of the collector shoe, ensuring a constant, close fit between the shoe and the power rail, ensuring uninterrupted power supply.

[0098] The power rails also integrate advanced wireless charging and energy recovery technologies. Wireless charging transmitter modules are spaced apart on both sides of the rails. When the chain-type navigation aids are in standby or low-speed operation, the wireless charging receiver module on the device transmits energy to the transmitter module, charging the device's backup battery to cope with emergencies such as power outages. The energy recovery system is implemented through small hydroelectric generators installed along the power rails. These generators use the water flow from the ship's movement to impact the rotating blades, converting mechanical energy into electrical energy. After rectification and voltage stabilization, the energy is then integrated into the power rail network, achieving energy recycling and reducing the device's operating costs and dependence on external energy sources.

[0099] The power supply mechanism 4 works closely with the laser sensor mechanism 5 at the tunnel exit and the device's central control system to form an intelligent operating system. When the laser sensor mechanism 5 at the tunnel exit detects that a ship has left the tunnel, it transmits a signal to the central control system, which immediately controls the power rail to adjust the power supply mode, retaining only low-power power supply for key equipment while driving the chain-type auxiliary navigation device back to its initial position along the power rail. During this process, the power rail uses precise current control to ensure smooth movement of the device, preventing damage to the device due to excessive speed or power fluctuations. When a new ship enters the tunnel channel to be captured, the central control system will quickly switch the power supply mode of the power rail to provide sufficient power to the chain-type auxiliary navigation device, enabling it to quickly respond and complete its navigation assistance mission for the ship. This highly coordinated working mode significantly improves the automation level and operating efficiency of the chain-type auxiliary navigation device, ensuring the safe and efficient passage of ships in the tunnel channel.

[0100] The device also includes: a tunnel exit laser sensing mechanism 5, which is fixedly installed at the tunnel exit and is used to sense whether the hull has left the tunnel channel.

[0101] Specifically, within the chain-type navigation aid system, the tunnel exit laser sensing mechanism 5 serves as an "intelligent sentinel" for ships exiting the tunnel channel. Through sophisticated design and advanced technology, it plays an irreplaceable role in ensuring safe and efficient passage and enabling automated control of the device. This mechanism utilizes a multi-dimensional, three-dimensional layout, with laser sensing components fixedly installed at the top center of the tunnel exit, the upper middle portion of the two side walls, and the bottom near the channel centerline. This creates a comprehensive, all-encompassing monitoring network, ensuring accurate sensing for vessels of varying tonnages and types.

[0102] Each laser sensing component consists of a high-stability laser transmitter, a high-sensitivity laser receiver, and an intelligent signal processing module. The laser transmitter uses a semiconductor pulse laser, which features high power density, narrow pulse width, and high repetition rate. It can emit a highly collimated laser beam with a diameter of only millimeters. These laser beams intersect at specific angles, forming a multi-layered, staggered laser sensing plane at the tunnel exit, like a tightly woven "laser net." To adapt to the complex lighting environment within the tunnel, the emission wavelength of the laser transmitter has been specially selected, using an infrared band that is less susceptible to interference from natural light. It also has a built-in automatic power adjustment system that can adjust the laser emission power in real time according to changes in ambient light intensity, ensuring the stability and effectiveness of the laser beam.

[0103] The laser receiver uses an avalanche photodiode (APD) as its core photosensitive element, which has extremely high response speed and sensitivity and can capture extremely weak laser signals. The receiver surface is equipped with an optical filter, which can effectively filter out stray light in the environment, further improving the accuracy of signal reception. During installation, each laser receiver is strictly calibrated with the corresponding laser transmitter to ensure that the optical path between the two is perfectly aligned, and the error is controlled at the micron level. When a ship is sailing in a tunnel, the hull will inevitably block part of the laser beam. At this time, the intensity of the laser signal received by the laser receiver drops sharply; when the ship completely leaves the tunnel exit, the laser beam is no longer blocked, and the receiver receives a complete and stable laser signal.

[0104] The intelligent signal processing module is the "brain" of the laser sensing mechanism 5, equipped with a high-performance microprocessor and complex algorithmic programs. The module collects signal strength data transmitted by the laser receiver in real time and analyzes and processes the data using a dynamic threshold judgment algorithm. This algorithm can automatically adjust the signal judgment threshold based on signal characteristics at different time periods and under different environmental conditions, effectively avoiding misjudgments caused by environmental factors (such as water mist and dust in the cave). Once it detects that the laser signal has returned to the preset "unobstructed" state and the duration meets the set conditions (such as 0.5 seconds), the intelligent signal processing module immediately generates a trigger signal for the ship to depart and transmits the signal to the device's central control system via a high-speed communication bus.

[0105] To ensure the reliability and stability of the laser sensing mechanism 5, it is also equipped with a multiple redundancy design and self-diagnosis system. At the hardware level, key components such as the laser transmitter and laser receiver are equipped with dual backup configurations. When the main component fails, the backup component can automatically switch to work within milliseconds to ensure uninterrupted sensing function. The self-diagnosis system performs a comprehensive inspection of each component of the mechanism at regular intervals (such as 10 minutes). By sending self-test laser beams and detecting circuit parameters, it monitors key indicators such as the power of the laser transmitter, the sensitivity of the laser receiver, and the operating status of the signal processing module in real time. If an abnormality is detected, the self-diagnosis system immediately issues an audible and visual alarm and uploads detailed fault information to the remote monitoring center, allowing maintenance personnel to locate the fault and repair it in a timely manner.

[0106] In addition, the laser sensing mechanism 5 at the tunnel exit forms a close cooperative linkage with the power supply mechanism 4 and the central control system of the chain-type auxiliary navigation device. When the central control system receives the ship departure signal from the laser sensing mechanism 5, it immediately sends a command to the power supply mechanism 4 to adjust the power supply mode of the power rail, switching the full-load power supply originally provided for the auxiliary navigation device to a low-power standby mode, and at the same time controls the chain-type auxiliary navigation device to slowly retreat to the initial standby position along the power rail. During this process, the laser sensing mechanism 5 continuously monitors the retreat status of the device to prevent the device from failing to retreat to its position due to a malfunction and affecting the passage of subsequent ships. When a new ship is about to enter the tunnel channel, the laser sensing mechanism 5 feeds back the ship entry signal to the central control system, and the system quickly starts the power supply mechanism 4 to restore normal power supply, and controls the chain-type auxiliary navigation device to move quickly to the area to be captured, thereby achieving seamless docking assistance for the ship and ensuring the efficient and orderly operation of the entire chain-type auxiliary navigation device.

[0107] Furthermore, the device further comprises a plurality of laser ranging mechanisms 6, each of the laser ranging mechanisms 6 corresponding to a plurality of passive navigation assistance mechanisms 1;

[0108] The laser distance measuring mechanism 6 includes a front laser distance measuring device 601 fixedly mounted on the anti-collision rubber body 102, and a rear laser distance measuring device 602 mounted on the magnetic body 101 and close to the rubber wheel 103.

[0109] Among them, the front laser rangefinder 601 is used to determine the distance between the chain-type auxiliary navigation device and the hull;

[0110] The rear laser rangefinder 602 is used to determine the distance between the chain-type navigation aid device and the tunnel wall.

[0111] Specifically, within the intelligent protection system of the chain-type navigation aid, multiple newly added laser ranging mechanisms 6 act as the device's "sensing antennae." Through precise distance measurement and real-time data feedback, they provide critical decision-making support for safe navigation in tunnels and waterways. These laser ranging mechanisms 6 correspond one-to-one with multiple passive navigation aids 1, forming a distributed monitoring network. This fully and comprehensively monitors the distance changes between the device and the ship's hull and the tunnel wall, ensuring the accuracy and safety of the entire navigation aid process.

[0112] Each laser rangefinder mechanism 6 is composed of a front-facing laser rangefinder 601 and a rear-facing laser rangefinder 602, each with a clear division of labor and complementary functions. The front-facing laser rangefinder 601 is embedded and securely fixed to the center of the anti-collision rubber body 102. Its housing is constructed of high-strength, waterproof, and corrosion-resistant special engineering plastics, and houses a high-precision laser transmitter and receiver module. This module utilizes short-pulse laser technology, producing extremely short laser pulse widths of only nanoseconds. Combined with a high-speed time measurement circuit, it achieves submillimeter ranging accuracy. The laser beam emitted by the front-facing laser rangefinder 601 is perpendicular to the surface of the anti-collision rubber body 102 and directed directly toward the hull. During navigation, the laser beam strikes the hull surface and is reflected back to the rangefinder. By precisely measuring the time difference between laser emission and reception and combining this with the speed of light constant, the actual distance between the chain-type navigation aid and the hull is rapidly calculated. This data is then transmitted to the device's central control system at a high frequency (up to 100 times per second). In addition, the frontal laser rangefinder 601 is also equipped with an autofocus function, which can automatically adjust the focus state of the laser beam according to the material and shape changes of the hull surface, ensuring stable and accurate distance measurement under different ship types and different hull surface conditions.

[0113] The rear-facing laser rangefinder 602 is mounted on the side of the magnetic body 101 near the rubber wheel 103. Its position has been carefully designed to ensure that the laser beam can clearly detect the tunnel bank while preventing interference with distance measurement caused by the rotation of the rubber wheel 103. The rear-facing laser rangefinder 602 utilizes the phase-based ranging principle. By emitting a laser beam with a specific modulation signal, it measures the phase changes produced during the laser beam's round-trip transmission between the device and the tunnel bank, and thus calculates the distance between the two. This ranging method offers the advantages of a large measurement range, high accuracy, and minimal interference from ambient light, making it particularly suitable for environments like tunnels, which have complex lighting conditions and limited space. The laser emission angle of the rear-facing laser rangefinder 602 has been optimized, aiming at a certain angle toward the tunnel bank. This effectively avoids measurement blind spots caused by uneven tunnel walls, protrusions, or depressions, ensuring comprehensive monitoring of the distance between the device and the tunnel bank. Similar to the front laser rangefinder 601, the rear laser rangefinder 602 also has real-time data transmission function and a built-in temperature compensation module, which can automatically correct the distance measurement error according to the changes in ambient temperature to ensure the accuracy of the measurement results under different temperature conditions.

[0114] To ensure the reliability and stability of the laser rangefinder 6, all laser rangefinders utilize a redundant design. Each rangefinder is equipped with two independent laser transmitting and receiving units. If the primary unit fails, the backup unit automatically switches to operation within a very short time, ensuring uninterrupted ranging functionality. The laser rangefinder 6 also incorporates a self-cleaning and protection system. Automatically retractable dust and waterproof covers are installed in front of the lenses of both the front laser rangefinder 601 and the rear laser rangefinder 602. When the device is in operation, the covers automatically open, exposing the lenses for ranging. When the device is in standby or non-operating mode, the covers quickly close to prevent contaminants such as mist and dust from the tunnel environment from adhering to the lens surface and affecting measurement accuracy. The system also regularly initiates a lens cleaning process. A micro-pump sprays clean air, combined with a nano-scale anti-fouling coating on the lens surface, effectively removing stains from the lens surface, ensuring the laser rangefinder maintains optimal operating condition.

[0115] During actual operation, the laser ranging mechanism 6 works closely with the other components of the device. The central control system receives distance data transmitted by the front laser rangefinder 601 and the rear laser rangefinder 602 in real time, and uses complex algorithm models to conduct a comprehensive analysis based on the ship's navigation speed, heading information, and the geometric parameters of the tunnel channel. When it detects that the distance between the device and the hull or tunnel wall is close to the preset safety threshold, the central control system immediately issues a warning signal and automatically adjusts the working status of the passive navigation assistance mechanism 1 and the anti-collision mechanism 3 according to the specific situation. Through this multi-mechanism coordinated linkage method, the laser ranging mechanism 6 effectively enhances the intelligent protection capability of the chain-type navigation assistance device, providing a solid guarantee for the safe navigation of ships in tunnel channels.

[0116] Example 2

[0117] like Figures 9-11 As shown, a method for passive navigation in a navigable tunnel is applicable to the chain-type navigation aid device described in the above embodiment 1, and the method includes:

[0118] S1. When the distance measured by the front laser rangefinder 601 is less than half the tunnel width, it is determined that the bow of the ship has entered the capture area;

[0119] S2, starting the propeller 302, and the chain-type auxiliary navigation device approaches the hull;

[0120] S3, open the magnetic body 101, and adsorb the chain device on the surface of the hull to complete the hull capture;

[0121] S4. Detect the left and right backside laser ranging values ​​using the backside laser rangefinder 602. When the left backside laser ranging value is greater than the right backside laser ranging value, the left propeller 302 rotates in the reverse direction to reduce the left thrust, and the right propeller 302 rotates forward to increase the right thrust;

[0122] S5. Detect the left and right backside laser ranging values ​​using the backside laser rangefinder 602. When the left backside laser ranging value is smaller than the right backside laser ranging value, the right propeller 302 rotates in the reverse direction to reduce the right side thrust, and the left propeller 302 rotates forward to increase the left side thrust.

[0123] S6. The back laser rangefinder 602 detects the back laser ranging values ​​of the bow and stern. When the back laser ranging value of the bow is greater than the back laser ranging value of the stern, the left rear propeller 302 rotates in the reverse direction to reduce the left rear thrust, the left front propeller 302 rotates forward to increase the left front thrust, the right front propeller 302 rotates in the reverse direction to reduce the right front thrust, and the right rear propeller 302 rotates forward to increase the right rear thrust;

[0124] S7. Detecting the backside laser ranging values ​​of the bow and stern by the backside laser rangefinder 602. When the backside laser ranging value of the bow is less than the backside laser ranging value of the stern, the left rear propeller 302 rotates forward to increase the left rear thrust, the left front propeller 302 rotates reversely to reduce the left front thrust, the right front propeller 302 rotates forward to increase the right front thrust, and the right rear propeller 302 rotates reversely to reduce the right rear thrust;

[0125] S8. When the bow of the ship reaches the tunnel exit and the rear laser rangefinder 602 measures a distance less than half the tunnel width, the magnetic body 101 is closed, the propeller 302 is reversed, and the chain-type auxiliary navigation device is separated from the surface of the ship.

[0126] Specifically, as the ship enters the tunnel channel, the front laser rangefinder 601 in the laser ranging mechanism 6 continuously operates, emitting short-pulse laser beams at a high frequency (100 times per second) to detect the hull. When the distance measured by the front laser rangefinder 601 is less than half the tunnel width, this means that the bow of the hull has entered the pre-set capture area. This judgment logic is based on a comprehensive consideration of the tunnel channel width, the size of the ship, and the effective range of the device. The threshold setting of half the tunnel width can ensure that the device responds to the ship's entry in a timely manner, while also avoiding unnecessary energy consumption and malfunctions caused by premature triggering. Once this condition is met, the system immediately transmits this signal to the device's central control system, triggering the subsequent automatic operation process.

[0127] After the central control system receives the signal that the bow has entered the capture area, it immediately sends a start command to the propeller 302 in the anti-collision mechanism 3. The propeller 302 uses specially designed aerodynamic blades. After receiving the command, it starts quickly and begins to rotate using the power of the water flow. The rotation of the propeller 302 generates propulsion, pushing the chain-type auxiliary navigation device along the electric track to approach the hull. During the approach process, the movement speed of the device is precisely controlled. By adjusting the speed and direction of the propeller 302, the device gradually approaches the hull at a steady and safe speed to avoid collision damage to the hull due to excessive speed. At the same time, the front laser rangefinder 601 continues to monitor the distance between the device and the hull in real time, and feeds back the data to the central control system so that the system can dynamically adjust the working status of the propeller 302 according to the actual situation to ensure the accuracy of the approach process.

[0128] When the chain-type auxiliary navigation device approaches the hull to a suitable distance, the central control system issues a command to activate the magnetic body 101 in the passive auxiliary navigation mechanism 1. The magnetic body 101 is made of high-performance magnetic material and has a strong and stable adsorption force. After power is turned on, the magnetic body 101 quickly generates a strong magnetic field, firmly adsorbing the chain device to the surface of the hull. In this process, the anti-collision rubber body 102 plays an important role. Its soft and elastic properties effectively buffer the impact force between the magnetic body 101 and the hull, avoiding damage such as scratches or dents on the hull surface. Once the magnetic body 101 is successfully adsorbed, the system detects the adsorption state through sensors and confirms that the chain device is tightly fitted to the hull. At this time, the hull capture operation is completed, and the ship and the chain-type auxiliary navigation device form a stable connection, laying the foundation for subsequent assisted navigation.

[0129] Once a vessel enters a tunnel, its rear-facing laser rangefinder 602 performs the crucial task of monitoring the distance between the vessel and the tunnel wall in real time. By detecting the left and right rear-facing laser rangefinder values, the system accurately determines the vessel's lateral position deviation within the tunnel and adjusts the propeller 302 accordingly, achieving precise control of the vessel's navigational attitude.

[0130] When the back laser rangefinder 602 detects that the left back laser range value is greater than the right back laser range value, it indicates that the ship is tending to deviate to the right. At this time, the central control system immediately issues a command to control the left propeller 302 to reverse, reducing the left thrust, while the right propeller 302 rotates forward and appropriately increases the speed to increase the right thrust, thereby generating a combined force to the left, pushing the ship to adjust its course to the left and return to the center of the tunnel channel. Conversely, when the left back laser range value is less than the right back laser range value, the right propeller 302 reverses, reducing the right thrust, while the left propeller 302 rotates forward and increases the thrust, adjusting the ship to the right, ensuring that the ship remains on a safe navigation track.

[0131] The rear laser rangefinder 602 also detects the rear laser ranging values ​​at the bow and stern to determine whether the vessel is tilting or offsetting longitudinally. When the rear laser ranging value at the bow is greater than the rear laser ranging value at the stern, it indicates that the bow is tending to deviate away from the tunnel wall. The central control system then controls the left rear propeller 302 to reverse, reducing the left rear thrust, while the left front propeller 302 rotates forward and increases thrust. Simultaneously, the right front propeller 302 reverses, reducing the right front thrust, while the right rear propeller 302 rotates forward and increases thrust. This coordinated adjustment of front-to-back and left-to-right thrust corrects the vessel's longitudinal attitude. Similarly, when the rear laser ranging value at the bow is less than the rear laser ranging value at the stern, the system reverses the steering and thrust of the propellers 302 to achieve longitudinal balance, ensuring stable navigation in the tunnel.

[0132] When the ship sails to the tunnel exit and the bow of the ship reaches the tunnel exit position, the rear laser rangefinder 602 continuously monitors the distance between the device and the tunnel bank. Once the measured distance is less than half the tunnel width, it indicates that the ship is about to completely exit the tunnel. At this time, the central control system issues a command to first turn off the power supply of the magnetic body 101 to make its magnetic field disappear and release the adsorption of the hull. Then, the propeller 302 is controlled to reverse, and the reverse thrust generated by the propeller 302 is used to quickly separate the chain-type auxiliary navigation device from the surface of the hull. Subsequently, the device slowly retreats along the power rail to the initial standby position near the tunnel entrance, waiting for the arrival of the next ship and preparing for the next auxiliary navigation task. Throughout the process, the system strictly controls the operation of each component to ensure that the process of the device separating from the hull is safe and smooth, and does not affect the normal exit of the ship.

[0133] Through the above detailed and orderly operating steps, the passive navigation method of the navigable tunnel fully utilizes the functional advantages of the chain-type auxiliary navigation device, realizing safe and efficient assisted navigation of the ship from entering to exiting the tunnel channel, effectively reducing the risks of ships in the tunnel navigation process, and improving navigation efficiency and safety.

[0134] The above description is merely illustrative of certain exemplary embodiments of the present invention. It goes without saying that those skilled in the art will be able to modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and description are illustrative in nature and should not be construed as limiting the scope of protection of the claims.

Claims

1. Chain-type auxiliary navigation device, characterized in that: The device is installed on both sides of the tunnel channel. When the hull enters the capture area of ​​the tunnel channel, the device sticks to the sides of the hull, allowing the ship to navigate safely in the tunnel. The device includes: A plurality of passive navigation assistance mechanisms (1) for assisting a ship in navigating in a tunnel; A plurality of connecting rods (2) for connecting the plurality of passive navigation assistance mechanisms (1) to each other; A plurality of anti-collision mechanisms (3) for preventing the passive navigation assistance mechanism (1) from colliding with the edge of the tunnel; A power supply mechanism (4), located on both sides of the tunnel channel, is used to supply power to the passive navigation assistance mechanism (1) and the anti-collision mechanism (3); A tunnel exit laser sensing mechanism (5) is fixedly installed at the tunnel exit and is used to sense whether the ship has left the tunnel channel; Wherein, each anti-collision mechanism (3) is installed on a corresponding connecting rod (2).

2. The chain-type auxiliary navigation device according to claim 1, characterized in that: The passive navigation assistance mechanism (1) comprises: A magnetic body (101) is used to magnetically attract the passive navigation assistance mechanism (1) to the tunnel channel; An anti-collision rubber body (102) is used to prevent the magnetic body (101) from making hard contact with the surface of the hull when the magnetic body (101) is in close contact with the hull; A plurality of rubber wheels (103) are used to assist the ship in sailing along the edge of the tunnel when the ship moves along one side of the tunnel, thereby solving the problems of shore suction effect and poor steering efficiency of the ship; the plurality of rubber wheels (103) are evenly arranged along the length direction of the magnetic body (101); Wherein, the two ends of the magnetic body (101) are hingedly connected to the connecting ends of the corresponding connecting rods (2).

3. The chain-type auxiliary navigation device according to claim 2, characterized in that: The device also includes a plurality of laser distance measuring mechanisms (6), each of the laser distance measuring mechanisms (6) corresponding to a plurality of passive navigation assistance mechanisms (1) on a one-to-one basis; The laser distance measuring mechanism (6) comprises a front laser distance measuring device (601) fixedly mounted on the anti-collision rubber body (102), and a rear laser distance measuring device (602) mounted on the magnetic body (101) and close to the side of the rubber wheel (103); The front laser rangefinder (601) is used to determine the distance between the chain-type auxiliary navigation device and the hull; The rear laser rangefinder (602) is used to determine the distance between the chain-type auxiliary navigation device and the tunnel wall.

4. The chain-type auxiliary navigation device according to claim 3, characterized in that: The anti-collision mechanism (3) comprises: A sleeve (301) is movably mounted on the connecting rod (2) at its center; A propeller (302) mounted in the sleeve (301); At least two anti-collision columns (303) are fixedly mounted on the connecting rod (2) and are used to prevent damage to the sleeve (301) when the chain-type auxiliary navigation device approaches the hull.

5. The chain-type auxiliary navigation device according to claim 4, characterized in that: The power supply mechanism (4) is an electric rail, and the power supply mechanism (4) is located in the walkway of the tunnel channel, so that the chain-type auxiliary navigation device moves along the length direction of the tunnel channel.

6. A method for passive navigation in a navigable tunnel, characterized in that: The method is applicable to any one of claims 1 to 5 of the chain-type navigation aid device, and comprises: S1. When the distance measured by the front laser rangefinder (601) is less than half the tunnel width, it is determined that the bow of the ship has entered the capture area; S2, starting the propeller (302), and the chain-type auxiliary navigation device approaches the hull; S3, opening the magnetic body (101), adsorbing the chain device on the surface of the hull, and completing the hull capture; S4, detecting the backside laser ranging values ​​on the left and right sides by means of a backside laser rangefinder (602); when the backside laser ranging value on the left side is greater than the backside laser ranging value on the right side, the propeller (302) on the left side rotates in the reverse direction to reduce the left side thrust, and the propeller (302) on the right side rotates forward to increase the right side thrust; S5. Detecting the left and right backside laser ranging values ​​by a backside laser rangefinder (602); when the left backside laser ranging value is smaller than the right backside laser ranging value, the right propeller (302) rotates in the reverse direction to reduce the right side thrust, and the left propeller (302) rotates forward to increase the left side thrust; S6. Detecting the backside laser ranging values ​​of the bow and stern by the backside laser ranging instrument (602). When the backside laser ranging value of the bow is greater than the backside laser ranging value of the stern, the propeller (302) at the left rear rotates in reverse to reduce the left rear thrust, the propeller (302) at the left front rotates forward to increase the left front thrust, the propeller (302) at the right front rotates in reverse to reduce the right front thrust, and the propeller (302) at the right rear rotates forward to increase the right rear thrust; S7, detecting the backside laser ranging values ​​of the bow and stern by the backside laser ranging instrument (602), and when the backside laser ranging value of the bow is less than the backside laser ranging value of the stern, the propeller (302) at the left rear rotates forward to increase the left rear thrust, the propeller (302) at the left front rotates reverse to reduce the left front thrust, the propeller (302) at the right front rotates forward to increase the right front thrust, and the propeller (302) at the right rear rotates reverse to reduce the right rear thrust; S8. When the bow of the ship reaches the tunnel exit and the rear laser rangefinder (602) measures a distance less than half the tunnel width, the magnetic body (101) is turned off, the propeller (302) is reversed, and the chain-type auxiliary navigation device is separated from the surface of the ship.

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