Chain auxiliary navigation device and passive navigation method of navigation tunnel thereof

Abstract

The application discloses a chain type auxiliary navigation device and a method for passive navigation of a navigation tunnel thereof. The device is installed on both sides of a tunnel channel. When a ship body enters a tunnel channel waiting capture area, the device is attached to the two sides of the ship body, so that the ship body safely navigates 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 outlet laser sensing mechanism. Each anti-collision mechanism is installed on a corresponding connecting rod. The method is suitable for the chain type auxiliary navigation device. The scheme relies on the chain type auxiliary navigation device, cooperates with a central control system through laser ranging, monitors a ship position and posture in real time, automatically adjusts a propeller to realize heading control, adopts hydrodynamic regulation and control and modular design, can automatically adsorb a ship body, realizes trackless homing, improves navigation efficiency, and reduces cost and risk.

Description

Technical Field

[0001] This invention relates to the technical field of water conservancy engineering, specifically to a chain-type auxiliary navigation device and a method for passive navigation of a navigable tunnel. Background Technology

[0002] Navigation tunnels, as a new type of navigation structure, break through the limitations of traditional waterway planning that relies on the natural contours of the terrain. By excavating tunnels within mountains, they create entirely new waterway routes for ships. Compared to traditional canal excavation or waterway improvement projects, navigation tunnels demonstrate significant advantages in ecological and environmental protection. Their construction areas are relatively concentrated, greatly reducing the scope and extent of damage to surrounding vegetation, water systems, and wildlife habitats, effectively minimizing soil erosion and maintaining regional ecological balance. Furthermore, their route selection is not overly constrained by surface topography, buildings, or geological structures, allowing for flexible planning of the shortest and optimal paths based on shipping needs. This significantly enhances the scientific and rational nature of waterway planning. Moreover, compared to large-scale mountain-opening and river-digging projects, navigation tunnels involve less earthwork excavation and land occupation, saving construction costs and resources to a certain extent.

[0003] However, the unique spatial environment of navigation tunnels also presents numerous challenges. Limited by the relatively confined space within the tunnel, ship speeds are difficult to increase and are typically kept at a low level. Furthermore, to avoid collisions, ships must maintain strict safety distances. These navigational restrictions directly reduce the efficiency of ship passage within navigation tunnels, limiting the number of ships that can pass per unit time, resulting in a much lower navigation capacity compared to open waterways. From a professional perspective, the cross-sectional coefficient (Cs) of navigation tunnels is typically between 2 and 5. Compared to general restricted waterways (Cs>6), this means that ships occupy a larger proportion of the water surface within the tunnel, leading to significant blockage and bank effects. The blockage effect greatly increases the water resistance encountered by ships, consuming more energy and reducing speed. The asymmetrical bank action exerts lateral forces on ships, causing them to easily deviate from their intended course and randomly veer towards one side of the bank, placing extremely high demands on the pilot's skills and the ship's stability.

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

[0005] Currently, my country's navigation tunnel construction is in a stage of 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 other navigation tunnels have entered the feasibility study stage, with relevant departments and research teams conducting in-depth research and discussions on aspects such as 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 my country's navigation tunnel technology, and is expected to play a greater role in improving inland waterway shipping conditions, optimizing waterway network layout, and promoting regional economic development in the future.

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

[0007] 1. Autopilot mode: such as Figure 1 As shown, all the existing tunnels are self-propelled tunnels, requiring ships to maintain a low safe speed inside. Excessive speed results in high drag, while insufficient speed leads to poor rudder effectiveness. This results in the tunnels' throughput capacity in self-propelled mode being significantly lower than most navigation structures.

[0008] 2. Introduction pattern: such as Figures 2-3 As shown, numerous research findings have explored towing navigation modes to enable vessels to pass quickly through tunnels. Existing towing methods include underwater suspended towing, shore-side towing, tunnel top towing, and dual-tunnel unidirectional towing circulation. Among these, the suspended towing method has poor adaptability to water level changes. The shore-side towing method occupies a large tunnel width and also has poor adaptability to water level changes. The tunnel top towing method, by placing the towing device at the top, may increase maintenance and repair difficulties and places high demands on the strength of the towing device and the tunnel wall structure. The dual-tunnel unidirectional towing circulation method uses a Y-shaped towing rope, which only fixes the bow and does not restrain the stern. The stern is prone to swaying from side to side due to water flow, posing a certain safety risk.

[0009] However, the traction mode requires the ship to moor or unmoor once when entering and exiting the tunnel. When the tunnel is short, the limitations of ship acceleration, mooring or unmooring 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 ship-water-flow-structure interaction law in the tunnel is extremely complex. In the actual navigation environment, there are a wide variety of ship types, from small transport ships of tens of tons to large cargo ships of thousands of tons. The size, draft and navigation characteristics of different ship types are significantly different. These differences lead to the highly nonlinear characteristics of the interaction between the ship and the water and tunnel walls when the ship is sailing 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 walls may be damaged due to the impact of 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 safety of ship navigation; (2) The operating cost and subsequent maintenance and management cost of the traction mode are high. The purchase, installation and commissioning of the traction system itself require huge financial investment. Its core traction device, cable and track components are severely worn due to water erosion and mechanical friction during long-term operation, 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 combination of labor costs and equipment maintenance costs greatly increases the overall operating cost; (3) The emergency response to sudden events is extremely difficult. In the closed tunnel space, once a sudden situation such as ship collision, cable breakage, equipment failure or fire occurs, it is difficult for rescue personnel and equipment to reach the scene quickly, and the limited space inside the tunnel is not conducive to the development of emergency operations. For example, if a fire occurs, the smoke inside the tunnel is difficult to expel, which will spread rapidly and affect visibility, bringing great difficulties to personnel evacuation and fire fighting.

[0010] In conclusion, while the traction mode theoretically provides a feasible solution for ship control in navigation tunnels, its successful application in practical engineering still requires extensive testing and verification. Researchers need to conduct in-depth studies on the mechanism of ship-water fluid-structure interaction through a combination of simulation experiments, numerical calculations, and field tests to optimize system design. Simultaneously, they must explore technical solutions to reduce operating and maintenance costs and improve emergency response plans to promote the safe and efficient application of the traction mode in navigation tunnels. Summary of the Invention

[0011] The purpose of this invention is to provide a chain-assisted navigation device and a method for passive navigation through a navigation tunnel, so as to solve the technical problems of the prior art.

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

[0013] Multiple passive navigation aids 1, which are used to assist ships in navigating inside tunnels;

[0014] Multiple links 2 are used to connect multiple passive auxiliary navigation mechanisms 1 to each other;

[0015] Multiple anti-collision mechanisms 3 are used to prevent the passive auxiliary navigation mechanism 1 from hitting the edge of the tunnel;

[0016] Power supply mechanism 4, located on both sides of the tunnel channel, is used to supply power to passive auxiliary navigation mechanism 1 and 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 mounted on a corresponding link 2.

[0019] Furthermore, the passive navigation aid 1 includes:

[0020] Magnetic attractor 101 is used to magnetically attach passive auxiliary navigation mechanism 1 to the tunnel channel;

[0021] The anti-collision rubber body 102 is used to prevent the magnetic body 101 from making hard contact with the surface of the hull when it is in close contact with 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, thus solving the problems of shore suction effect and poor rudder efficiency; the multiple rubber wheels 103 are evenly arranged along the length direction of the magnetic accelerator 101.

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

[0024] Furthermore, the device also includes multiple laser ranging mechanisms 6, each of which corresponds one-to-one with multiple passive assisted navigation mechanisms 1;

[0025] The laser ranging mechanism 6 includes a front laser rangefinder 601 fixedly installed on the anti-collision rubber body 102, and a rear laser rangefinder 602 installed on the magnetic body 101 and close to the side of the rubber wheel 103.

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

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

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

[0029] Sleeve 301 is movably mounted on connecting rod 2 at its center;

[0030] Propeller 302 is installed inside sleeve 301;

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

[0032] Furthermore, the power supply mechanism 4 is an electric track, located within the walkway of the tunnel channel, enabling the chain-type auxiliary navigation device to move along the length of the tunnel channel.

[0033] This invention provides another technical solution: a method for passive navigation in a navigation tunnel, applicable to the aforementioned chain-assisted navigation device, the method comprising:

[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. Start propeller 302, and the chain-assisted navigation device moves closer to the hull;

[0036] S3. Open the magnetic 101 and attach the chain device to the surface of the hull to complete the hull capture.

[0037] S4. The laser rangefinder 602 detects the laser rangefinder values ​​on the left and right sides. When the laser rangefinder value on the left side is greater than the laser rangefinder value on the right side, the propeller 302 on the left side reverses to reduce the thrust on the left side, and the propeller 302 on the right side rotates forward to increase the thrust on the right side.

[0038] S5. The laser rangefinder 602 detects the laser rangefinder values ​​on the left and right sides. When the laser rangefinder value on the left side is less than the laser rangefinder value on the right side, the propeller 302 on the right side reverses to reduce the thrust on the right side, and the propeller 302 on the left side rotates forward to increase the thrust on the left side.

[0039] S6. The laser rangefinder 602 detects the laser rangefinder values ​​on the bow and stern. When the laser rangefinder value on the bow is greater than the laser rangefinder value on the stern, the propeller 302 on the left rear reverses to reduce the thrust on the left rear, the propeller 302 on the left front rotates forward to increase the thrust on the left front, the propeller 302 on the right front reverses to reduce the thrust on the right front, and the propeller 302 on the right rear rotates forward to increase the thrust on the right rear.

[0040] S7. The laser rangefinder 602 detects the laser rangefinder values ​​on the back side of the bow and stern. When the laser rangefinder value on the back side of the bow is less than the laser rangefinder value on the back side of the stern, the propeller 302 at the rear left side rotates forward to increase the thrust at the rear left side, the propeller 302 at the front left side rotates in reverse to decrease the thrust at the front left side, the propeller 302 at the front right side rotates forward to increase the thrust at the front right side, and the propeller 302 at the rear right side rotates in reverse to decrease the thrust at the rear right side.

[0041] S8. When the bow of the ship reaches the tunnel exit, and the distance measured by the laser rangefinder 602 on the back is less than half the tunnel width, the magnetic chuck 101 closes, the propeller 302 reverses, and the chain-type auxiliary navigation device detaches from the surface of the ship.

[0042] In the aforementioned technical solutions, traditional tunnel navigation requires ship operators to constantly monitor the ship's attitude and manually control the rudder, facing challenges such as complex currents and narrow channels, resulting in high levels of mental stress and extreme operational difficulty. This method, however, relies on a chain-type auxiliary navigation device, utilizing the coordinated operation of a laser ranging mechanism and a central control system to monitor the ship's position and attitude in real time. When the ship enters the tunnel, the front and rear laser rangefinders continuously collect data. The system automatically analyzes the ship's drift trend and precisely controls the propeller's direction and thrust, achieving automatic course adjustment. For example, when the ship drifts laterally, the system immediately adjusts the propeller 302 based on the difference in laser ranging values ​​on the left and right rear sides, without requiring manual intervention from the operator. This frees the operator from complex directional control, allowing them to focus on monitoring other key ship parameters. Simultaneously, because frequent manual course adjustments are unnecessary, the ship maintains a more stable navigation state within the tunnel, reducing speed loss due to improper operation, thereby significantly increasing ship speed and improving navigation efficiency.

[0043] In complex ship-water-shore fluid-structure interaction systems, traditional navigation solutions often employ shore-based traction structures, such as cable traction or rigid towing rods. During traction, these structures generate significant interaction forces between the ship and the tunnel structure, making the ship's trajectory difficult to predict. This method abandons shore-based traction structures and utilizes the hydrodynamic control of a chain-assisted navigation device to maintain the ship's course. The device generates propulsion and steering forces through propeller rotation. Based on real-time monitoring of the distance between the device and the tunnel wall using a rear-mounted laser rangefinder, the central control system precisely adjusts the operating state of propeller 302 to maintain stable navigation of the ship in the center of the channel through dynamic hydrodynamic balance. This approach avoids the complex mechanical coupling problems associated with traditional traction structures, significantly reduces the difficulty of predicting ship motion, and simplifies the complexity of the automatic control algorithm for the traction device. This allows the system to respond more quickly and accurately to changes in ship attitude, improving the stability and reliability of the entire navigation system.

[0044] Traditional navigation devices often employ complex mechanical structures, such as multi-jointed robotic arms and hydraulic steering systems, to maintain a ship's course. This not only increases equipment costs but also complicates maintenance. This method utilizes hydrodynamic control to maintain course. The core component, the propeller, has a simple structure and generates thrust of different directions and magnitudes through forward and reverse steering and speed adjustment. Combined with real-time feedback from a laser ranging mechanism, the system uses software algorithms to control the propeller's operation, replacing complex mechanical transmission and steering mechanisms. For example, when the ship tilts longitudinally, the system can correct the ship's attitude by controlling the thrust difference of the propeller at different positions, eliminating the need for additional mechanical correction devices. This hydrodynamic control method fundamentally reduces the structural complexity of the device, decreases potential failure points, lowers maintenance costs, and simultaneously improves the device's environmental adaptability and reliability.

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

[0046] Traditional traction systems require manual mooring and unmooring operations when ships enter or exit tunnels. This process is time-consuming and poses personnel safety risks, especially under adverse weather conditions, where the difficulty and danger of operation increase significantly. In this method, a chain-assisted navigation device automatically attaches to the ship's hull using magnetic attractors. When the ship enters the capture area, the central control system automatically activates the magnetic attractors, whose powerful magnetic field firmly attaches the device to the ship's surface within a short time, requiring no manual intervention. When the ship exits the tunnel, the system shuts off the power to the magnetic attractors, and the device automatically detaches from the hull. The entire process is efficient, safe, and reliable, completely solving the core disadvantages of traditional traction systems—cumbersome mooring and unmooring operations and low efficiency—reducing the ship's dwell time in tunnels, improving navigation efficiency, and ensuring the safety of operators.

[0047] To address the need for unidirectional navigation in navigable tunnels and the requirement for traction equipment to automatically return to its starting point, existing technologies often employ guide rails or cyclic traction systems. Cyclic traction requires double the guide rails, occupying significant tunnel space and increasing construction costs; returning along the original route results in heavy equipment, high energy consumption, and low efficiency. The chain-type auxiliary navigation device in this method possesses trackless automatic return capability. After completing its assisted navigation task, the device generates reverse thrust through propeller reversal, utilizing its own hydrodynamic force to quickly return to its starting point from the water surface. During the return along the electric track, the central control system optimizes propeller operating parameters based on real-time water flow conditions and device position, ensuring the shortest return path and lowest energy consumption. This trackless automatic return method eliminates the need for complex guide rail laying and cyclic traction equipment, significantly simplifying the system structure, reducing construction and operating costs, while improving equipment turnover efficiency and ensuring the efficient operation of navigable tunnels. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0049] Figure 1 This is a structural diagram of the existing self-propulsion mode.

[0050] Figure 2 This is a schematic diagram of the existing technology's lead mode structure.

[0051] Figure 3 A side view of the existing technology's lead pattern.

[0052] Figure 4 This is a schematic diagram of a chain-assisted navigation device.

[0053] Figure 5 This is a schematic diagram of the passive navigation aid mechanism and the laser ranging mechanism.

[0054] Figure 6 This is a schematic diagram of the anti-collision mechanism.

[0055] Figure 7 for Figure 6 Top view.

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

[0057] Figure 9 This is a schematic diagram showing the laser ranging position and the separation from the target on a ship.

[0058] Figure 10This is a schematic diagram of the shore return control method for ship position deviation correction.

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

[0060] Explanation of reference numerals in the attached figures:

[0061] 1. Passive auxiliary navigation mechanism; 101. Magnetic suction body; 102. Anti-collision rubber body; 103. Rubber wheel; 2. Linkage rod; 3. Anti-collision mechanism; 301. Sleeve; 302. Propeller; 303. Anti-collision post; 4. Power supply mechanism; 5. Tunnel exit laser sensing mechanism; 6. Laser rangefinder mechanism; 601. Front laser rangefinder; 602. Rear laser rangefinder. Detailed Implementation

[0062] 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 Figures 4-8 As shown, a chain-type auxiliary navigation device is installed on both sides of the tunnel channel. When the vessel enters the target area of ​​the tunnel channel, the device adheres closely to both sides of the vessel, enabling the vessel to navigate safely through the tunnel. The device includes:

[0065] Multiple passive navigation aids 1, which are used to assist ships in navigating inside tunnels;

[0066] Furthermore, the passive navigation aid 1 includes:

[0067] Magnetic attractor 101 is used to magnetically attach passive auxiliary navigation mechanism 1 to the tunnel channel;

[0068] The anti-collision rubber body 102 is used to prevent the magnetic body 101 from making hard contact with the surface of the hull when it is in close contact with 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, thus solving the problems of shore suction effect and poor rudder efficiency; the multiple rubber wheels 103 are evenly arranged along the length direction of the magnetic accelerator 101.

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

[0071] Specifically, the chain-type auxiliary navigation device, as a core facility ensuring the safe navigation of ships in tunnel channels, is innovatively installed on both sides of the tunnel channel, constructing a highly efficient and reliable safety protection system. When the ship enters the designated capture area in the tunnel channel, the device responds quickly, closely fitting the sides of the ship. Through ingenious design and coordinated operation, it effectively resists the risks brought by complex hydrological conditions and channel environment, ensuring that the ship passes through the tunnel smoothly and safely.

[0072] The device consists of multiple passive navigation aids 1 connected in series. Each passive navigation aid 1 is like a precision gear and is a key unit to ensure the safe navigation of the ship. These passive navigation aids 1 do not rely on active power for driving. Instead, they cleverly utilize the action and reaction forces generated during the ship's navigation, as well as physical principles such as magnetic attraction and rolling friction, to achieve auxiliary guidance and stable support for the ship, and efficiently complete the auxiliary navigation task in a passive response manner.

[0073] Further analysis of the internal structure of the passive navigation aid 1 reveals that its core component, the magnetic chuck 101, is made of high-performance magnetic material and possesses a strong and stable adsorption force. Through precise magnetic calculations and design, the magnetic chuck 101 can firmly adhere to the magnetic base pre-installed on the tunnel channel wall, acting like a "stabilizing anchor" rooted in the channel, providing a stable installation foundation for the entire passive navigation aid 1. During ship navigation, even when faced with the impact of turbulent water currents or external forces caused by ship swaying, the magnetic chuck 101 can ensure that the passive navigation aid 1 maintains a tight connection with the tunnel channel wall, preventing the device from falling off and ensuring the continuous and stable operation of the navigation aid function.

[0074] The anti-collision rubber body 102 is set around the edge of the magnetic chuck 101, like putting a soft "protective coat" on the magnetic chuck 101. It is made of a special rubber material with high elasticity, wear resistance and aging resistance, and is soft and tough. When the magnetic chuck 101 is pressed against the hull by the force of the ship, the anti-collision rubber body 102 will immediately play a buffering role, transforming the direct hard contact between the magnetic chuck 101 and the hull surface into a flexible contact, effectively avoiding scratches, dents and other damage to the hull surface caused by rigid collision between metal and the hull. It 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, serving as key auxiliary components for ship navigation, are evenly distributed along the length of the magnetic chuck 101. These rubber wheels 103 are made of a specially formulated wear-resistant rubber material with an anti-slip textured surface, effectively reducing frictional resistance with the hull while providing sufficient grip. When the ship approaches the edge of the tunnel due to water flow, improper steering, or other reasons, resulting in shore suction (the pressure difference caused by changes in water flow velocity between the hull and the shore wall, causing the ship to move closer to the shore wall), or when the narrow space of the tunnel leads to reduced rudder efficiency (reduced rudder surface control efficiency and difficulty in steering), the rubber wheels 103 will come into contact with the hull surface. Under the forward propulsion of the ship, the rubber wheel 103 begins to roll, replacing sliding friction with rolling friction, which greatly reduces the frictional resistance between the ship and the tunnel wall. At the same time, the guiding effect of the rubber wheel 103 helps the ship maintain the correct navigation trajectory along the edge of the tunnel, corrects the ship's deviation trend, and helps the ship overcome the problems of shore suction effect and poor rudder effect, ensuring that the ship passes through the tunnel channel safely and stably.

[0076] Furthermore, the two ends of the magnetic chuck 101 are hinged to the corresponding connecting rods 2, providing the passive auxiliary navigation mechanism 1 with excellent freedom of movement. When the ship experiences slight rocking or turbulence during navigation, or when its attitude is adjusted due to changes in the channel cross-section or water flow impact, the magnetic chuck 101 can swing and rotate slightly around the hinge point, thereby adaptively adjusting its contact angle and position with the hull. This adaptive adjustment function ensures that the passive auxiliary navigation mechanism 1 remains in close contact with the hull surface, guaranteeing the continued function of the anti-collision rubber body 102 and the rubber wheel 103. It also effectively reduces stress concentration caused by rigid connections, extends the service life of the device, and improves the reliability and stability of the entire chain-type auxiliary navigation device.

[0077] The device also includes multiple links 2 for connecting multiple passive auxiliary navigation mechanisms 1 to each other.

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

[0079] Link 2 is made of high-strength, corrosion-resistant alloy materials, such as specially formulated stainless steel or lightweight, high-strength aluminum alloy. This material selection fully considers the long-term humid and waterlogged environment of the tunnel channel, as well as the complex working conditions such as collisions and impacts that may occur during ship navigation. The high strength characteristics enable link 2 to withstand various external forces transmitted by the passive auxiliary navigation mechanism 1 during the process of assisting the ship, including the lateral force generated by the impact of water flow and the tensile force caused by the hull rolling, ensuring that the structure of link 2 itself does not deform or break under complex stress conditions; the corrosion resistance effectively resists the erosion of various chemicals in the tunnel water environment, extends the service life of link 2, reduces the maintenance cost of the device, and ensures the long-term stable operation of the entire chain-type auxiliary navigation device.

[0080] In terms of structural design, the connection points at both ends of the connecting rod 2 are specially reinforced. One end is connected to the end of the magnetic accumulator 101 via a hinge. This hinge structure employs high-precision machining and is equipped with wear-resistant bearings and bushings to ensure flexible rotation and 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 accumulator 101 can rotate smoothly, avoiding any impact on the device's adaptive adjustment capability due to jamming. The other end is connected to the magnetic accumulator 101 of the adjacent passive auxiliary navigation mechanism 1 via a detachable connection structure, such as a high-strength bolt connection or a quick-plug interface. The detachable design facilitates the installation, commissioning, and maintenance of the device. When it is necessary to inspect or replace a passive auxiliary navigation mechanism 1, personnel can quickly disassemble the corresponding connecting rod 2, efficiently completing the operation, significantly shortening the device maintenance time, and improving the efficiency of waterway operations.

[0081] From a mechanical performance perspective, the length and shape of link 2 have undergone rigorous mechanical calculations and optimized design. Its length is precisely matched to the tunnel channel width, ship dimensions, and the dimensions of the passive auxiliary navigation mechanism 1, ensuring that after the ship enters the target area, each passive auxiliary navigation mechanism 1 can be evenly distributed on both sides of the hull, forming a stable support and auxiliary system. Simultaneously, link 2 adopts a streamlined design to reduce resistance in the water flow environment, minimize the impact of water flow on the device, and maintain stability under the action of water flow, further ensuring the safety of ship navigation.

[0082] Multiple links 2 connect the passive navigation aids 1 in an orderly manner, forming a robust yet flexible "safety chain". During navigation, regardless of water current fluctuations, channel curves, or changes in the ship's own speed, this "safety chain" ensures that the passive navigation aids 1 work closely together and support each other through the connection and coordination of the links 2, jointly performing their auxiliary navigation functions and safeguarding the ship's safe navigation in tunnels and waterways.

[0083] The device includes multiple anti-collision mechanisms 3 for preventing the passive assisted navigation mechanism 1 from impacting the edge of the tunnel. Each anti-collision mechanism 3 is mounted on a corresponding connecting rod 2.

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

[0085] Sleeve 301 is movably mounted on connecting rod 2 at its center;

[0086] Propeller 302 is installed inside sleeve 301;

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

[0088] Specifically, during the operation of the chain-assisted navigation device, the passive auxiliary navigation 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 attitude. To effectively avoid this hidden danger, multiple anti-collision mechanisms 3 are innovatively added to the device. These anti-collision mechanisms 3 act as loyal "safety guardians," installed on the corresponding connecting rods 2, and work closely with the passive auxiliary navigation mechanism 1 to jointly build a solid defense against the risk of collision, ensuring that the entire device operates stably and reliably 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 posts 303. Each component performs its specific function, achieving the anti-collision function through ingenious design and cooperation. The sleeve 301, as the core load-bearing body of the anti-collision mechanism 3, is connected to the connecting rod 2 at its center using a high-precision movable installation method. This movable connection is not a simple loose fit, but rather utilizes an advanced mechanical structure design, internally equipped with low-friction ball bearings and guide bushings. This allows the sleeve 301 to achieve flexible and stable rotation and sliding on the connecting rod 2. When the passive auxiliary navigation mechanism 1 experiences displacement due to ship swaying or water flow impact, the sleeve 301 can quickly make adaptive adjustments, effectively buffering external impacts and preventing the passive auxiliary navigation mechanism 1 from directly impacting the tunnel edge. Simultaneously, the sleeve 301 is made of high-strength and wear-resistant engineering plastics or alloy materials, and its inner wall undergoes fine polishing treatment. While ensuring its own structural strength, it minimizes frictional wear with internal components, extending the service life of the anti-collision mechanism 3.

[0090] The propeller 302 is cleverly installed inside the sleeve 301, its design inspired by the principles of ship propulsion. The blades of propeller 302 feature a special aerodynamic curved surface shape, optimizing blade angle, curvature, and thickness distribution to enable efficient rotation under water flow. When a ship navigates in a tunnel, the surrounding water flow drives propeller 302 to rotate. This rotation generates a reaction force, which is transmitted through sleeve 301 to connecting rod 2 and passive auxiliary navigation mechanism 1, forming a dynamic buffering and guiding mechanism. For example, when a ship approaches the edge of the tunnel, the water flow accelerates in the narrow space between the ship and the tunnel wall, generating pressure that forces passive auxiliary navigation mechanism 1 against the tunnel wall. The propeller 302, due to the accelerated water flow, rotates at a higher speed, generating a stronger reverse thrust that propels passive auxiliary navigation mechanism 1 away from the tunnel wall, effectively counteracting the impact and ensuring the safety of the device. Furthermore, the rotation of propeller 302 also agitates the local water flow, reducing the adverse effects of eddies caused by water stagnation on the device and further improving its operational stability.

[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 have a honeycomb-shaped energy-absorbing structure inside, which ensures sufficient rigidity to resist impacts while also possessing good elastic deformation capabilities. When the chain-assisted navigation device approaches the hull in extreme circumstances, potentially causing compression or collision with the sleeve 301, the anti-collision posts 303 will be the first to contact the hull or other components. At the moment of impact, the energy-absorbing structure of the anti-collision posts 303 rapidly deforms, converting the impact energy into its own elastic potential energy and heat energy, thereby significantly weakening the impact force and preventing the sleeve 301 from being damaged by excessive impact, ensuring that the sleeve 301 and the propeller 302 can continue to perform their anti-collision functions. At the same time, the layout of multiple anti-collision posts 303 is based on rigorous mechanical calculations and is evenly distributed on the connecting rod 2, forming a three-dimensional protective network that can effectively disperse the impact force regardless of the direction of the impact, providing all-round protection for the safety of the anti-collision mechanism 3 and the entire chain-assisted navigation device.

[0092] The device also 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 auxiliary navigation mechanism 1 and the anti-collision mechanism 3.

[0093] Furthermore, the power supply mechanism 4 is an electric track, located within the walkway of the tunnel channel, enabling the chain-type auxiliary navigation device to move along the length of the tunnel channel.

[0094] Specifically, in the chain-type auxiliary navigation device, the power supply mechanism 4, as a key energy transmission and power support unit, is innovatively arranged in the form of electric rails 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 auxiliary navigation mechanism 1 and the anti-collision mechanism 3, but also realizes flexible movement of the device along the length of the tunnel channel through a unique design, laying a solid energy foundation for the safe navigation of ships in the tunnel.

[0095] The power rail employs a double-layer nested structure design, with an inner core conductive layer and an outer protective layer. The core conductive layer is made of high-purity oxygen-free copper using a special forging process. This material possesses extremely high conductivity and mechanical strength, capable of carrying large currents without easily overheating. To further reduce resistance, the surface of the conductive layer undergoes a fine silver plating treatment; silver's excellent conductivity effectively reduces energy loss during power transmission. Simultaneously, the conductive layer is divided into several equal-length power supply sections, each connected by insulated joints. This partitioned design, combined with an intelligent power supply control system, allows for precise control of the power supply on / off of corresponding sections based on the ship's real-time position within the tunnel, achieving energy-saving operation. For example, when the ship first enters the tunnel, only the power rail section near the entrance is energized. As the ship moves forward, the system automatically activates the power supply to subsequent sections sequentially, avoiding energy waste caused by continuous power supply.

[0096] The outer protective layer is made of composite polymer material, composed of three layers of materials with different functions. The innermost layer is polytetrafluoroethylene (PTFE), which has excellent insulation properties and can effectively isolate the conductive layer from the outside environment to prevent leakage accidents. The middle layer is a high-strength polyurethane elastomer, which has excellent wear resistance and compressive strength, and can withstand the impact of water flow during ship navigation, debris collisions, and friction during the movement of chain-assisted navigation devices. The outermost layer is glass fiber reinforced plastic coated with a special waterproof coating, which can form a strong waterproof barrier in the humid tunnel environment to prevent moisture intrusion from affecting the performance of the electric rail. The protective layer also has heat dissipation grooves with a honeycomb structure design, which not only ensures the strength of the protective layer, but also effectively dissipates the heat generated during the operation of the electric rail, ensuring that the electric rail can maintain stable performance under long-term, high-load operation.

[0097] The connection between the electric track and the chain-assisted navigation device employs an intelligent current collection system, consisting of a current collector shoe and an adaptive adjustment mechanism. The current collector shoe is made of carbon fiber reinforced copper-based composite material, possessing both high conductivity and excellent wear resistance. Its surface features a unique wave-shaped texture, increasing the contact area with the electric track and ensuring stable power transmission. Simultaneously, the grooves between the textures effectively remove debris generated during current collection, preventing impurities from affecting conductivity. The adaptive adjustment mechanism is equipped with a high-precision pressure sensor and a servo motor. When the chain-assisted navigation device shifts position due to ship movement or water flow impact during operation, the pressure sensor monitors the contact pressure between the current collector shoe and the electric track in real time and feeds the data back to the control system. The control system then instructs the servo motor to adjust the position and pressure of the current collector shoe based on pressure changes, ensuring a tight fit between the current collector shoe and the electric track and guaranteeing uninterrupted power supply.

[0098] Furthermore, the electric track integrates advanced wireless charging and energy recovery technologies. Wireless charging transmitter modules are spaced apart on both sides of the electric track. When the chain-assisted navigation device is in standby or low-speed operation, the wireless charging receiver module on the device can transfer energy with the transmitter module to charge the device's backup battery, addressing emergencies such as sudden power outages. The energy recovery system is achieved through small hydroelectric power generation devices installed along the electric track. These devices utilize the water flow generated by the ship's movement to rotate the blades, converting mechanical energy into electrical energy. After rectification and voltage stabilization, the electrical energy is fed into the electric track's power supply network, achieving energy recycling and reducing the device's operating costs and dependence on external energy sources.

[0099] The power supply unit 4 works closely with the tunnel exit laser sensing unit 5 and the central control system to form an intelligent operating system. When the tunnel exit laser sensing unit 5 detects a ship leaving the tunnel, it transmits a signal to the central control system. The system immediately controls the electric rail to adjust its power supply mode, maintaining low-power supply only for critical equipment, while simultaneously driving the chain-type auxiliary navigation device back to its initial position along the electric rail. During this process, the electric rail uses precise current control to ensure smooth movement of the device, avoiding damage to the equipment due to excessive speed or power fluctuations. When a new ship enters the tunnel channel's target area, the central control system quickly switches the electric rail power supply mode again, providing sufficient power to the chain-type auxiliary navigation device, enabling it to respond quickly and complete its auxiliary navigation task. This highly collaborative 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 through the tunnel channel.

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

[0101] Specifically, in the chain-type auxiliary navigation device system, the tunnel exit laser sensing mechanism 5 acts as an "intelligent sentinel" for ships leaving the tunnel channel. Through precise design and advanced technology, it plays an irreplaceable role in ensuring the safe and efficient passage of ships and realizing the automated control of the device. This mechanism adopts a multi-dimensional three-dimensional layout, with laser sensing components fixedly installed at the top center, the upper middle part of both side walls, and the bottom near the centerline of the channel at the tunnel exit, forming an all-round, blind-spot-free monitoring network to ensure accurate sensing of ships of different tonnages and types.

[0102] Each laser sensing component consists of a highly stable laser emitter, a highly sensitive laser receiver, and an intelligent signal processing module. The laser emitter uses a semiconductor pulsed laser, characterized by high power density, narrow pulse width, and high repetition rate, capable of emitting highly collimated laser beams with a diameter only millimeters. These laser beams intersect at specific angles, forming multiple interlaced laser sensing planes at the tunnel exit, resembling a tightly woven "laser net." To adapt to the complex lighting environment inside the tunnel, the laser emitter's emission wavelength is specially selected, employing the infrared band, which is less susceptible to interference from natural light. It also incorporates a built-in automatic power adjustment system that adjusts 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 boasts extremely high response speed and sensitivity, enabling it to capture even the weakest laser signals. An optical filter is fitted to the receiver surface to effectively filter stray light from the environment, further improving the accuracy of signal reception. During installation, each laser receiver is rigorously calibrated with its corresponding laser transmitter to ensure perfect alignment of the optical paths, with errors controlled at the micrometer level. When a ship navigates inside the tunnel, the hull inevitably blocks part of the laser beam, causing a sharp decrease in the intensity of the laser signal received by the receiver. However, once the ship has completely left the tunnel exit, the laser beam is no longer obstructed, 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, containing a high-performance microprocessor and complex algorithms. The module collects signal strength data transmitted from the laser receiver in real time and analyzes the data using a dynamic threshold judgment algorithm. This algorithm automatically adjusts the signal judgment threshold based on signal characteristics under different time periods and environmental conditions, effectively avoiding misjudgments caused by environmental factors (such as water mist or dust inside the cave). Once the laser signal is detected to have returned to a preset "unobstructed" state, and the duration meets the set conditions (e.g., 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 equipped with a multi-redundancy design and a self-diagnostic system. At the hardware level, key components such as the laser transmitter and laser receiver employ a dual-backup configuration. When the primary component fails, the backup component can automatically switch over and take over within milliseconds, ensuring uninterrupted sensing functionality. The self-diagnostic system performs a comprehensive test on all components of the mechanism at fixed intervals (e.g., every 10 minutes). By sending self-test laser beams and detecting circuit parameters, it monitors key indicators such as the laser transmitter's power, the laser receiver's sensitivity, and the signal processing module's operating status in real time. Upon detecting an anomaly, the self-diagnostic system immediately issues an audible and visual alarm and uploads detailed fault information to the remote monitoring center, facilitating timely fault location and repair by maintenance personnel.

[0106] Furthermore, the laser sensing mechanism 5 at the tunnel exit works in close coordination with the power supply mechanism 4 and the central control system of the chain-type auxiliary navigation device. When the central control system receives a 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 electric track, switching from full-load power to low-power standby mode for the auxiliary navigation device. Simultaneously, it controls the chain-type auxiliary navigation device to slowly retreat along the electric track to its initial standby position. During this process, the laser sensing mechanism 5 continuously monitors the device's retreat status to prevent it from failing to return to its correct position due to malfunction, thus affecting the passage of subsequent ships. When a new ship is about to enter the tunnel channel, the laser sensing mechanism 5 sends a ship entry signal back to the central control system. The system quickly activates the power supply mechanism 4 to restore normal power supply and controls the chain-type auxiliary navigation device to rapidly move to the target area, 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 also includes multiple laser ranging mechanisms 6, each of which corresponds one-to-one with multiple passive assisted navigation mechanisms 1;

[0108] The laser ranging mechanism 6 includes a front laser rangefinder 601 fixedly installed on the anti-collision rubber body 102, and a rear laser rangefinder 602 installed on the magnetic body 101 and close to the side of the rubber wheel 103.

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

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

[0111] Specifically, in the intelligent protection system of the chain-assisted navigation device, the newly added multiple laser ranging mechanisms 6 act as the device's "sensory tentacles," providing crucial decision-making support for the safe navigation of ships in tunnels through precise distance measurements and real-time data feedback. These laser ranging mechanisms 6 correspond one-to-one with multiple passive auxiliary navigation mechanisms 1, forming a distributed monitoring network that comprehensively and without blind spots monitors changes in distance between the device and the ship's hull and tunnel walls, ensuring the accuracy and safety of the entire assisted navigation process.

[0112] Each laser ranging mechanism 6 consists of a front laser rangefinder 601 and a rear laser rangefinder 602 working together, with clearly defined functions and complementary functions. The front laser rangefinder 601 is embedded and firmly fixed in the center of the anti-collision rubber body 102. Its shell is made of high-strength, waterproof and corrosion-resistant special engineering plastic, and it integrates a high-precision laser emitting and receiving module. This module uses short-pulse laser technology, and the emitted laser pulse width is extremely short, only on the nanosecond level. Combined with a high-speed time measurement circuit, it can achieve sub-millimeter-level ranging accuracy. The laser beam emitted by the front laser rangefinder 601 is perpendicular to the surface of the anti-collision rubber body 102 and is directly aimed at the hull. During the ship's navigation, the laser beam is reflected back to the rangefinder after encountering the hull surface. By accurately measuring the time difference between laser emission and reception, and combining it with the speed of light constant, the actual distance between the chain-type auxiliary navigation device and the hull is quickly calculated, and the data is 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 equipped with an autofocus function, which can automatically adjust the focusing 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 hull surface conditions.

[0113] The rear-mounted laser rangefinder 602 is installed on the side of the magnetic chuck 101 near the rubber wheel 103. Its position is carefully designed to ensure that the laser beam can clearly detect the tunnel wall while avoiding interference from the rotation of the rubber wheel 103. The rear-mounted laser rangefinder 602 employs a phase-based ranging principle. By emitting a laser beam with a specific modulation signal, it measures the phase change of the laser beam during its round-trip transmission between the device and the tunnel wall, thereby calculating the distance between them. This ranging method has the advantages of a large measurement range, high accuracy, and minimal interference from ambient light, making it particularly suitable for environments like tunnels with complex lighting conditions and limited space. The laser emission angle of the rear-mounted laser rangefinder 602 is optimized, projecting at a certain angle towards the tunnel wall. This effectively avoids measurement blind spots caused by unevenness, protrusions, or depressions in the tunnel wall, ensuring comprehensive monitoring of the distance between the device and the tunnel wall. Similar to the front-facing laser rangefinder 601, the rear-facing laser rangefinder 602 also features real-time data transmission and has a built-in temperature compensation module that can automatically correct ranging errors based on changes in ambient temperature, ensuring the accuracy of measurement results under different temperature conditions.

[0114] To ensure the reliability and stability of the laser ranging mechanism 6, all laser rangefinders employ a redundant design, with each rangefinder equipped with dual independent laser transmitting and receiving units. When the primary unit fails, the backup unit automatically switches on and takes over within a very short time, ensuring uninterrupted ranging functionality. Simultaneously, the laser ranging mechanism 6 integrates a self-cleaning and protection system. Automatically retractable dustproof 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 lens for ranging; when the device is in standby or non-operating mode, the covers quickly close to prevent water mist, dust, and other contaminants from the tunnel environment from adhering to the lens surface and affecting measurement accuracy. Furthermore, the system periodically initiates a lens cleaning program, using a micro-pump to spray cleaning airflow, combined with a nano-level anti-fouling coating on the lens surface, to effectively remove dirt and ensure the laser rangefinders always maintain optimal operating condition.

[0115] In actual operation, the laser ranging mechanism 6 works closely with other components of the device. The central control system receives distance data transmitted in real time from the front laser rangefinder 601 and the rear laser rangefinder 602, and combines this data with the ship's speed, heading information, and the geometric parameters of the tunnel channel, using a complex algorithm model for comprehensive analysis. When the distance between the device and the ship's hull or the tunnel wall approaches a preset safety threshold, the central control system immediately issues a warning signal and automatically adjusts the working status of the passive auxiliary navigation mechanism 1 and the anti-collision mechanism 3 according to the specific situation. Through this multi-mechanism collaborative linkage, the laser ranging mechanism 6 effectively enhances the intelligent protection capability of the chain-type auxiliary navigation 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 through a navigation tunnel, applicable to the chain-assisted navigation device described in Embodiment 1 above, 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. Start propeller 302, and the chain-assisted navigation device moves closer to the hull;

[0120] S3. Open the magnetic 101 and attach the chain device to the surface of the hull to complete the hull capture.

[0121] S4. The laser rangefinder 602 detects the laser rangefinder values ​​on the left and right sides. When the laser rangefinder value on the left side is greater than the laser rangefinder value on the right side, the propeller 302 on the left side reverses to reduce the thrust on the left side, and the propeller 302 on the right side rotates forward to increase the thrust on the right side.

[0122] S5. The laser rangefinder 602 detects the laser rangefinder values ​​on the left and right sides. When the laser rangefinder value on the left side is less than the laser rangefinder value on the right side, the propeller 302 on the right side reverses to reduce the thrust on the right side, and the propeller 302 on the left side rotates forward to increase the thrust on the left side.

[0123] S6. The laser rangefinder 602 detects the laser rangefinder values ​​on the bow and stern. When the laser rangefinder value on the bow is greater than the laser rangefinder value on the stern, the propeller 302 on the left rear reverses to reduce the thrust on the left rear, the propeller 302 on the left front rotates forward to increase the thrust on the left front, the propeller 302 on the right front reverses to reduce the thrust on the right front, and the propeller 302 on the right rear rotates forward to increase the thrust on the right rear.

[0124] S7. The laser rangefinder 602 detects the laser rangefinder values ​​on the back side of the bow and stern. When the laser rangefinder value on the back side of the bow is less than the laser rangefinder value on the back side of the stern, the propeller 302 at the rear left side rotates forward to increase the thrust at the rear left side, the propeller 302 at the front left side rotates in reverse to decrease the thrust at the front left side, the propeller 302 at the front right side rotates forward to increase the thrust at the front right side, and the propeller 302 at the rear right side rotates in reverse to decrease the thrust at the rear right side.

[0125] S8. When the bow of the ship reaches the tunnel exit, and the distance measured by the laser rangefinder 602 on the back is less than half the tunnel width, the magnetic chuck 101 closes, the propeller 302 reverses, and the chain-type auxiliary navigation device detaches from the surface of the ship.

[0126] Specifically, during the process of a ship entering the tunnel channel, the frontal 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 ship's hull. When the distance measured by the frontal laser rangefinder 601 is less than half the tunnel width, it means that the bow of the ship has entered the pre-set detection area. This judgment logic is based on a comprehensive consideration of the tunnel channel width, ship size, and the effective range of the device. The threshold setting of half the tunnel width ensures that the device responds promptly to the ship's entry while avoiding unnecessary energy consumption and malfunctions due to premature triggering. Once this condition is met, the system immediately transmits this signal to the device's central control system, triggering subsequent automatic operation procedures.

[0127] Upon receiving a signal that the bow has entered the capture area, the central control system immediately sends a start command to the propeller 302 in the anti-collision mechanism 3. The propeller 302, employing specially designed aerodynamic blades, quickly starts rotating upon receiving the command, utilizing water current power. The rotation of the propeller 302 generates propulsion, propelling the chain-type auxiliary navigation device along the electric track towards the hull. During the approach, the device's speed is precisely controlled. By adjusting the speed and direction of the propeller 302, the device gradually approaches the hull at a smooth and safe speed, avoiding collision damage due to excessive speed. Simultaneously, the frontal laser rangefinder 601 continues to monitor the distance between the device and the hull in real time, feeding the data back to the central control system. This allows the system to dynamically adjust the operating status of the propeller 302 according to the actual situation, ensuring the accuracy of the approach process.

[0128] When the chain-assisted navigation device approaches the hull to a suitable distance, the central control system issues a command to activate the magnetic chuck 101 in the passive auxiliary navigation mechanism 1. The magnetic chuck 101 uses high-performance magnetic materials and possesses strong and stable adsorption force. After being powered on, the magnetic chuck 101 quickly generates a strong magnetic field, firmly adsorbing the chain device onto the surface of the hull. During 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 chuck 101 and the hull, preventing scratches or dents to the hull surface. Once the magnetic chuck 101 successfully adsorbs, the system detects the adsorption status through sensors and confirms that the chain device is tightly attached to the hull. At this point, the hull capture operation is completed, and a stable connection is formed between the ship and the chain-assisted navigation device, laying the foundation for subsequent assisted navigation.

[0129] During the ship's navigation after entering the tunnel, the rear laser rangefinder 602 plays a crucial role in real-time monitoring the distance between the device and the tunnel wall. By detecting the rear laser rangefinder values ​​on the left and right sides, the system can accurately determine the ship's lateral position deviation in the tunnel and adjust the working state of the propeller 302 accordingly, thereby achieving precise control over the ship's navigation attitude.

[0130] When the rear laser rangefinder 602 detects that the rear laser rangefinder value on the left side is greater than that on the right side, it indicates that the vessel is trending to the right. At this point, the central control system immediately issues a command to reverse the left propeller 302, reducing left-side thrust, while simultaneously the right propeller 302 rotates clockwise and increases its speed appropriately, increasing right-side thrust. This generates a resultant force to the left, propelling the vessel to adjust its course to the left and return it to the center of the tunnel channel. Conversely, when the rear laser rangefinder value on the left side is less than that on the right side, the right propeller 302 reverses, reducing right-side thrust, while the left propeller 302 rotates clockwise and increases its thrust, causing the vessel to adjust to the right and ensuring it remains on a safe course.

[0131] The rear-side laser rangefinder 602 also detects the rear-side laser rangefinder values ​​at the bow and stern to determine if the ship is tilting or veering longitudinally. When the rear-side laser rangefinder value at the bow is greater than that at the stern, it indicates that the bow is drifting away from the tunnel wall. The central control system then reverses the propeller 302 at the port aft, reducing the thrust at the port aft, while the propeller 302 at the port forward rotates clockwise and increases thrust. Simultaneously, the propeller 302 at the port forward rotates reverse, reducing the thrust at the port forward, while the propeller 302 at the port aft rotates clockwise and increases thrust. Through this coordinated adjustment of thrust forward and backward, and left and right, the ship's longitudinal attitude is corrected. Similarly, when the rear-side laser rangefinder value at the bow is less than that at the stern, the system adjusts the direction and thrust of the propeller 302 in the opposite direction to achieve longitudinal attitude balance, ensuring stable navigation of the ship in the tunnel.

[0132] When the ship reaches the tunnel exit and its bow is positioned at the exit point, the laser rangefinder 602 on the rear continuously monitors the distance between the device and the tunnel wall. Once the measured distance is less than half the tunnel width, it indicates the ship is about to completely exit the tunnel. At this point, the central control system issues a command to first shut off the power to the magnetic chuck 101, eliminating its magnetic field and releasing it from the ship's grip. Next, it controls the propeller 302 to reverse direction, using the reverse thrust generated by the propeller 302 to quickly detach the chain-type auxiliary navigation device from the ship's surface. Subsequently, the device slowly retreats along the electric track to its initial standby position near the tunnel entrance, awaiting the arrival of the next ship and preparing for the next auxiliary navigation mission. Throughout the entire process, the system strictly controls the timing of the operation of each component to ensure the safe and smooth detachment of the device from the ship, without affecting the ship's normal departure.

[0133] Through the above detailed and orderly operation steps, the passive navigation method for navigation tunnels fully leverages the functional advantages of the chain-assisted navigation device, enabling safe and efficient assisted navigation of ships throughout the entire process from entry to exit in the tunnel channel. This effectively reduces the risks for ships during tunnel navigation and improves navigation efficiency and safety.

[0134] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A chain-assisted navigation device, characterized in that, The device is installed on both sides of the tunnel channel. When a ship enters the target area of ​​the tunnel channel, the device adheres closely to both sides of the ship, ensuring safe navigation within the tunnel. The device includes: Multiple passive navigation aids (1) are used to assist ships in navigating inside tunnels; Multiple links (2) are used to connect multiple passive auxiliary navigation mechanisms (1) to each other; Multiple anti-collision mechanisms (3) are used to prevent the passive auxiliary navigation mechanism (1) from hitting the edge of the tunnel; The power supply mechanism (4) is located on both sides of the tunnel channel and is used to supply power to the passive auxiliary navigation mechanism (1) and the anti-collision mechanism (3); The tunnel exit laser sensing mechanism (5) is fixedly installed at the tunnel exit to sense whether the ship has left the tunnel channel; Each of the anti-collision mechanisms (3) is mounted on a corresponding link (2); The passive navigation aid (1) includes: A magnetic chuck (101) is used to magnetically attach the passive auxiliary navigation mechanism (1) to the tunnel channel; The anti-collision rubber body (102) is used to prevent the magnetic body (101) from making hard contact with the surface of the hull when it is in close contact with the hull. Multiple rubber wheels (103) are used to assist the ship in traveling along the edge of the tunnel when the ship moves along one side of the tunnel, thus solving the problems of shore suction effect and poor rudder effect; the multiple rubber wheels (103) are evenly arranged along the length direction of the magnetic accelerator (101). Wherein, the two ends of the magnetic accumulator (101) are hinged to the connecting ends of the corresponding connecting rods (2); The device also includes multiple laser ranging mechanisms (6), each of which corresponds one-to-one with multiple passive navigation aids (1); The laser ranging mechanism (6) includes a front laser rangefinder (601) fixedly installed on the anti-collision rubber body (102) and a rear laser rangefinder (602) installed on the magnetic body (101) and close to the rubber wheel (103). Among them, the front laser rangefinder (601) is used to determine the distance between the chain-assisted navigation device and the hull; The rear laser rangefinder (602) is used to determine the distance between the chain-assisted navigation device and the tunnel bank; The anti-collision mechanism (3) includes: Sleeve (301), which is movably mounted on connecting rod (2) at its center; A propeller (302) is installed inside a sleeve (301); At least two anti-collision posts (303) are fixedly mounted on the connecting rod (2) to prevent damage to the sleeve (301) when the chain-assisted navigation device approaches the hull.

2. The chain-assisted navigation device according to claim 1, characterized in that, The power supply mechanism (4) is an electric track, which is located in the walkway of the tunnel channel, so that the chain-type auxiliary navigation device moves along the length of the tunnel channel.

3. A method for passive navigation through a navigation tunnel, characterized in that, This method is applicable to the chain-assisted navigation device according to any one of claims 1-2, and the method includes: 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. Start the propeller (302), and the chain-assisted navigation device moves closer to the hull; S3. Open the magnetic suction body (101) and attach the chain device to the surface of the hull to complete the hull capture. S4. The laser rangefinder (602) detects the laser rangefinder values ​​on the left and right sides. When the laser rangefinder value on the left side is greater than the laser rangefinder value on the right side, the propeller (302) on the left side reverses to reduce the thrust on the left side, and the propeller (302) on the right side rotates forward to increase the thrust on the right side. S5. The laser rangefinder (602) detects the laser rangefinder values ​​on the left and right sides. When the laser rangefinder value on the left side is less than the laser rangefinder value on the right side, the propeller (302) on the right side reverses to reduce the thrust on the right side, and the propeller (302) on the left side rotates forward to increase the thrust on the left side. S6. The laser rangefinder (602) detects the laser rangefinder values ​​on the back side of the bow and stern. When the laser rangefinder value on the back side of the bow is greater than the laser rangefinder value on the back side of the stern, the propeller (302) at the rear left side reverses to reduce the thrust at the rear left side, the propeller (302) at the front left side rotates forward to increase the thrust at the front left side, the propeller (302) at the front right side reverses to reduce the thrust at the front right side, and the propeller (302) at the rear right side rotates forward to increase the thrust at the rear right side. S7. The laser rangefinder (602) detects the laser rangefinder values ​​on the back side of the bow and stern. When the laser rangefinder value on the back side of the bow is less than the laser rangefinder value on the back side of the stern, the propeller (302) at the rear left side rotates forward to increase the thrust at the rear left side, the propeller (302) at the front left side rotates in reverse to decrease the thrust at the front left side, the propeller (302) at the front right side rotates forward to increase the thrust at the front right side, and the propeller (302) at the rear right side rotates in reverse to decrease the thrust at the rear right side. S8. When the bow of the ship reaches the tunnel exit, and the distance measured by the laser rangefinder (602) on the back is less than half the tunnel width, the magnetic chuck (101) closes, the propeller (302) reverses, and the chain-type auxiliary navigation device detaches from the surface of the ship.

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