Rubber fender berthing system and control method thereof

Abstract

The invention relates to the technical field of berthing, in particular to a rubber fender berthing system and a control method thereof. The outer protective plate is connected with the wharf fixing frame through an elastic hinge; the magnetorheological fluid buffer cavity is filled with magnetorheological fluid, a spiral flow guide structure is arranged in the magnetorheological fluid buffer cavity, and an electromagnetic coil group is wound on the outer side of the magnetorheological fluid buffer cavity; the electromagnetic coil group generates a magnetic field to change the form of the magnetorheological fluid; the pressure sensing layer is used for collecting contact pressure distribution between the ship and the outer protective plate in real time; the fiber bragg grating sensor is used for monitoring the deformation angle and displacement of the outer protective plate in real time; the torque sensor is used for collecting an initial torque value at the elastic hinge; and the electronic equipment determines a target current input to the electromagnetic coil group according to the contact pressure distribution, the deformation angle, the displacement amount and the initial torque value, so that the magnetorheological fluid reaches a target viscosity value range. Accurate adaptation to different berthing scenes is achieved, and the safety of ship berthing is guaranteed.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of berthing technology, in particular to a rubber fender berthing system and a control method thereof. BACKGROUND

[0002] During the berthing process of a ship, impact collision between the ship body and the wharf can easily cause damage to the ship body and destruction of the wharf structure. Rubber fenders, as a buffer medium, are the core equipment to ensure berthing safety. Traditional rubber fender berthing systems mostly use fixed-structure rubber fenders. The buffering performance of the rubber fender berthing system depends on the elasticity of the material itself, and the damping characteristics cannot be dynamically adjusted according to the tonnage of the ship, the berthing speed, the impact angle, etc. The following limitations exist:

[0003] When a high-speed or large-tonnage ship is berthing, the buffering capacity is insufficient, and the fender can be easily torn or the wharf can be damaged due to excessive impact force;

[0004] The adaptability to multi-angle impact is poor, and a large shear force can be generated during non-orthogonal berthing, which shortens the service life of the fender;

[0005] There is a lack of real-time monitoring and active adjustment of the rubber fender berthing system, and it is difficult to cope with sudden impacts in complex marine environments.

[0006] Therefore, how to achieve precise adaptation to different berthing scenarios and ensure the safety of ship berthing has become a problem to be solved. SUMMARY

[0007] Therefore, the present application provides a rubber fender berthing system and a control method thereof to solve the problem of how to achieve precise adaptation to different berthing scenarios and ensure the safety of ship berthing.

[0008] In a first aspect, the present application provides a rubber fender berthing system, which comprises a wharf fixed frame, an array of fender modules, and an electronic device. The fender module comprises an outer fender plate, a magnetorheological fluid control device, and a deformation sensing assembly. The magnetorheological fluid control device and the deformation sensing assembly are both in communication connection with the electronic device, wherein:

[0009] The outer fender plate is connected to the wharf fixed frame through an elastic hinge;

[0010] The magnetorheological fluid control device is located between the outer fender plate and the wharf fixed frame and comprises a magnetorheological fluid buffer cavity. The magnetorheological fluid buffer cavity is filled with magnetorheological fluid and has a built-in spiral flow guide structure. An electromagnetic coil set is wound outside the magnetorheological fluid buffer cavity. The electromagnetic coil set is used to generate a magnetic field to change the form of the magnetorheological fluid when energized. The spiral flow guide structure is used to stir the magnetorheological fluid to achieve ordered flow of the magnetorheological fluid;

[0011] The deformation sensing assembly includes a pressure sensing layer built into the inner side of the outer cover, fiber grating sensors distributed on the edge of the outer cover, and a torque sensor built into the elastic hinge; the pressure sensing layer is used to collect the contact pressure distribution between the ship and the outer cover in real time; the fiber grating sensor is used to monitor the deformation angle and displacement of the outer cover in real time; and the torque sensor is used to collect the initial torque value at the elastic hinge.

[0012] The electronic device is used to determine the target current input to the electromagnetic coil group according to the contact pressure distribution, the deformation angle, the displacement, and the initial torque value, so that the magnetorheological fluid reaches the target viscosity value range.

[0013] The rubber fender docking system provided by the embodiments of the present application has the advantages that the fender modules work independently, a single module failure does not affect the operation of the overall system, and the system is convenient to replace locally, and the annual maintenance cost is reduced by more than 50% compared with the "full disassembly and replacement" mode of the traditional integral fender. The outer cover is horizontally and vertically rotatable through the elastic hinge. The pressure sensing layer (1 kHz sampling), the fiber grating sensor (500 Hz sampling), and the torque sensor (1 kHz sampling) form a three-dimensional sensing network, which can capture the pressure distribution, deformation angle, and lateral force at the moment of contact of the ship within 10 ms, and provide accurate data support for control decision-making. The electronic device calculates the target current based on the multi-source data, and changes the viscosity of the magnetorheological fluid (5-80 Pa·s stepless adjustment) in real time through the electromagnetic coil group, so that the buffering force can be adaptively matched according to the tonnage of the ship (<500 tons to >5000 tons), the docking speed (0.3-3 m / s), and the yaw angle (0-30°), the peak value of the impact load is reduced by 40%-60%, and the ship and the wharf structure are prevented from being damaged due to rigid collision. The spiral flow guide structure guides the orderly flow of the magnetorheological fluid, so that stable buffering effect can be maintained even if the ship docks obliquely, and the problem of "easy damage due to unbalanced load" of the traditional fixed fender is solved. The above-mentioned rubber fender docking system can not only meet the flexible docking requirements (low viscosity 5-15 Pa·s) of small yachts (<500 tons), but also can cope with high-intensity impact (high viscosity 40-80 Pa·s) of large cargo ships (>5000 tons), and can adapt to diversified docking requirements of different ports without replacing the fender structure. In addition, the electronic device reserves a data interface, which can be connected to the port management system to realize docking data tracing and remote diagnosis; the control logic can be continuously optimized through algorithm iteration, and the automatic docking scene of future unmanned wharf can be adapted.

[0014] In an optional embodiment, the spiral flow guide structure is composed of a plurality of groups of coaxially nested spiral blades, the surface of the blades is provided with a nanoscale hydrophobic coating, and a spiral flow guide channel is formed between adjacent spiral blades.

[0015] The rubber fender berthing system provided by the embodiment of the application has coaxially nested spiral blades forming an orderly spiral flow guide channel, which can guide the magneto-rheological fluid to flow along a preset path, avoid turbulent flow, ensure stable damping force output, and improve the consistency of the buffering effect. The nanoscale hydrophobic coating on the surface of the blade can reduce the adhesion of the magneto-rheological fluid to the blade, reduce the flow resistance, enable the magneto-rheological fluid to flow smoothly in different viscosity states, and improve the system response speed. The structural design enhances the stirring uniformity of the magneto-rheological fluid, and the magnetic field adjustment can more quickly and uniformly change the overall viscosity, further optimizing the buffering performance.

[0016] In an alternative embodiment, the magneto-rheological fluid control device further comprises a drain valve and a liquid level sensor, wherein the drain valve and the liquid level sensor are both in communication connection with the electronic device; the liquid level sensor is installed inside the magneto-rheological fluid buffer cavity; the inlet of the drain valve is connected with the end of the spiral flow guide channel, and the height of the inlet is higher than the bottom of the magneto-rheological fluid buffer cavity; a filter screen is arranged at the inlet of the drain valve, and the filter screen is used for filtering the magneto-rheological fluid; wherein:

[0017] The liquid level sensor is used for detecting the water level in the magneto-rheological fluid buffer cavity.

[0018] The electronic device is used for controlling the drain valve to open to drain the seawater inside the magneto-rheological fluid buffer cavity when the water level is greater than a preset water level threshold.

[0019] The liquid level sensor provided by the rubber fender berthing system provided by the embodiment of the application monitors the water level in the buffer cavity in real time, and in combination with the threshold judgment of the electronic device, can timely find the accumulated water and trigger the drainage, avoid the seawater mixed into the magneto-rheological fluid to affect the viscosity adjustment performance thereof, and ensure the stability of the buffering effect. The inlet of the drain valve is higher than the bottom of the cavity and is connected with the end of the spiral flow guide channel, in combination with the filter screen design, can realize only draining seawater without losing magneto-rheological fluid, reduce the medium loss, and reduce the maintenance cost. The filter screen can filter impurities in the seawater, prevent the drain valve from being blocked, improve the system operation reliability, and adapt to the environment of the port with moisture and impurities.

[0020] In an alternative embodiment, the magneto-rheological fluid control device further comprises a flow control valve, and the flow control valve is in communication connection with the electronic device, wherein:

[0021] The flow control valve is arranged on the bypass pipeline of the magneto-rheological fluid buffer cavity, and under the control of the electronic device, controls the flow of the magneto-rheological fluid in the magneto-rheological fluid buffer cavity in an electromagnetic driving mode.

[0022] The rubber fender berthing system provided by the embodiment of the application can realize dynamic distribution of media between adjacent fender modules, balance the stress of each module, avoid local overload, and improve the overall buffering balance of the system. The electromagnetic drive mode responds quickly and can quickly adjust the flow in cooperation with the real-time control instructions of the electronic device to adapt to the dynamic impact changes in the ship berthing process and enhance the adaptability of the system to complex working conditions. The flow control of the bypass pipeline can work synergistically with the viscosity adjustment of the magnetorheological fluid to further optimize the damping characteristics, ensure stable buffering force under different impact intensities, and improve berthing safety.

[0023] In an optional embodiment, the electronic device is configured to determine a target current input to the electromagnetic coil group according to the contact pressure distribution, the deformation angle, the displacement amount, and the initial torque value; and cause the viscosity value of the magnetorheological fluid to reach a target viscosity value range.

[0024] The rubber fender berthing system provided by the embodiment of the application can realize dynamic distribution of media between adjacent fender modules, balance the stress of each module, avoid local overload, and improve the overall buffering balance of the system. The electromagnetic drive mode responds quickly and can quickly adjust the flow in cooperation with the real-time control instructions of the electronic device to adapt to the dynamic impact changes in the ship berthing process and enhance the adaptability of the system to complex working conditions. The flow control of the bypass pipeline can work synergistically with the viscosity adjustment of the magnetorheological fluid to further optimize the damping characteristics, ensure stable buffering force under different impact intensities, and improve berthing safety.

[0025] In an optional embodiment, the electronic device is configured to perform feature extraction on the contact pressure distribution, the deformation angle, the displacement amount, and the initial torque value to generate a target feature vector.

[0026] The target feature vector is input to a preset target current determination model to determine a target current input to the electromagnetic coil group.

[0027] The rubber fender berthing system provided by the embodiments of the present application can extract key information (such as pressure deviation, deformation strength, torque change rate, etc.) reflecting the essence of berthing impact by performing feature extraction on multi-dimensional parameters, reduce redundant data interference, provide accurate input for current calculation, and improve the pertinence of control decisions. With the help of a preset target current determination model (such as a combination of neural network and fuzzy control), the feature vector can be quickly mapped to an adaptive target current, realizing efficient conversion from complex sensing data to accurate control instructions and shortening the system response time. The cooperation of feature extraction and model calculation makes the current regulation more suitable for actual impact working conditions, ensures the accurate matching of the viscosity of the magneto-rheological fluid to the demand, avoids the increase of energy consumption caused by excessive regulation, prevents the impact of insufficient regulation on the buffering effect, and improves the stability and intelligent level of the overall system performance.

[0028] In an optional embodiment, the outer side of the outer protective plate is provided with a replaceable wear-resistant layer, and the surface of the wear-resistant layer is distributed with semispherical protrusions.

[0029] The replaceable wear-resistant layer facilitates regular maintenance and replacement, avoids the overall replacement of the outer protective plate body due to long-term wear and tear, reduces maintenance costs, and prolongs the service life of the outer protective plate.

[0030] The replaceable wear-resistant layer of the rubber fender berthing system provided by the embodiments of the present application facilitates regular maintenance and replacement, avoids the overall replacement of the outer protective plate body due to long-term wear and tear, reduces maintenance costs, and prolongs the service life of the outer protective plate. The semispherical protrusions on the surface can disperse the contact pressure during berthing of the ship, reduce local wear and tear, and buffer part of the impact force through the gap between the protrusions, thereby enhancing the buffering effect and reducing the direct collision damage between the ship and the outer protective plate. The protrusion structure can also increase the friction force of the contact surface, reduce relative sliding during berthing of the ship, improve the stability of the berthing process, and adapt to berthing requirements at different angles.

[0031] In an optional embodiment, the deformation sensing assembly further includes a temperature sensor, and the temperature sensor is installed on one side of the torque sensor; the temperature sensor is in communication connection with the electronic device, and the electronic device is configured to:

[0032] The temperature sensor is configured to monitor the working temperature of the torque sensor in real time;

[0033] The electronic device is configured to correct the initial torque value monitored by the torque sensor according to the working temperature to obtain a target initial torque value;

[0034] The electronic device is configured to control the target current input to the electromagnetic coil group according to the contact pressure distribution, the deformation angle, the displacement, and the target initial torque value, so that the magneto-rheological fluid reaches the target viscosity value range.

[0035] The rubber fender berthing system provided by the embodiments of the present application can eliminate the interference of temperature change on torque measurement (such as the temperature effect of strain gauges and the stress change of elastomers), make the initial torque value more accurate, and provide reliable mechanical parameters for current control. The target torque value after correction cooperates with other parameters to participate in current calculation, can reduce the adjustment deviation caused by temperature error, ensures that the viscosity adjustment of the magnetorheological fluid is more in line with the actual stress state, and improves the adaptability of the system to complex temperature environment. The temperature compensation mechanism enhances the robustness of the control logic, and even in extreme temperature conditions (such as high-temperature or low-temperature environment), the stability of the buffering performance can be maintained, and the berthing safety is further ensured.

[0036] In an optional embodiment, the outer side of the outer protective plate comprises a laser ranging sensor, and the laser ranging sensor is configured to detect the distance between the ship and the outer protective plate; the laser ranging sensor is in communication connection with the electronic device, and the electronic device is configured to:

[0037] The electronic device is configured to wake up the deformation sensing component when the distance is less than or equal to the preset distance threshold.

[0038] The rubber fender berthing system provided by the embodiments of the present application can detect the distance between the ship and the outer protective plate in advance through the laser ranging sensor, wake up the deformation sensing component through the electronic device when the distance reaches the threshold, avoid the long standby of the component and the energy consumption, significantly reduce the energy consumption of the system, and prolong the service life of the device. The accurate distance monitoring and wake-up mechanism can ensure that the deformation sensing component enters the working state in time when the ship approaches, avoid the loss of initial data caused by start-up delay, and ensure the integrity of berthing monitoring and the timeliness of control. The hierarchical wake-up logic can dynamically adjust the working mode of the component according to the distance, improve the response speed, reduce invalid operation, optimize the allocation of system resources, and enhance the stability and reliability of the berthing process.

[0039] In a second aspect, the present application provides a control method of a rubber fender berthing system, which is applied to the electronic device of the rubber fender berthing system in the first aspect and any one of the corresponding embodiments of the first aspect, and comprises the following steps:

[0040] Obtaining the contact pressure distribution transmitted by the pressure sensing layer;

[0041] Obtaining the deformation angle and displacement amount transmitted by the fiber grating sensor;

[0042] Obtaining the initial torque value transmitted by the torque sensor;

[0043] According to the contact pressure distribution, the deformation angle, the displacement amount, and the initial torque value, determining the target current input to the electromagnetic coil group, so that the magnetorheological fluid reaches the target viscosity value range.

[0044] The control method of the rubber fender berthing system provided by the embodiment of the application synchronously acquires the contact pressure distribution, the deformation angle, the displacement amount and the initial torque value, captures the impact state of the ship berthing in multiple dimensions, provides a comprehensive basis for current regulation, and avoids control deviation caused by one-sidedness of a single parameter. Based on the multi-source data, the target current is accurately determined, the viscosity of the magneto-rheological fluid is adjusted to the target range, the dynamic matching of the damping force and the impact strength is realized, the light berthing of small ships can be buffered, the strong impact of large ships can be resisted, and the berthing safety is improved. From the closed loop process of data acquisition to current control, the system ensures quick response to real-time working conditions (response time < 100 ms), avoids the limitation of fixed buffering performance of the traditional fender, enhances the adaptability to complex berthing scenes, and guarantees the adjustment accuracy and stability. BRIEF DESCRIPTION OF DRAWINGS

[0045] In order to more clearly illustrate the specific embodiments of the present application or the prior art, the drawings required in the description of the specific embodiments or the prior art will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0046] Figure 1 is a structural schematic diagram of a rubber fender berthing system according to an embodiment of the present application;

[0047] Figure 2 is a structural schematic diagram of another rubber fender berthing system according to an embodiment of the present application;

[0048] Figure 3 is a structural schematic diagram of still another rubber fender berthing system according to an embodiment of the present application;

[0049] Figure 4 is a structural schematic diagram of an outer guard plate according to an embodiment of the present application;

[0050] Among them, the wharf fixed frame is 1, the fender module is 2, the outer guard plate 21, the laser ranging sensor 211, the magneto-rheological fluid control device 22, the magneto-rheological fluid buffer cavity 221, the spiral flow guide structure 222, the electromagnetic coil group 223, the drain valve 224, the liquid level sensor 225, the flow control valve 227, the filter screen 226, the deformation sensing assembly 23, the pressure sensing layer 231, the fiber Bragg grating sensor 232, the torque sensor 233, the temperature sensor 234, the electronic device is 3, the elastic hinge 4. DETAILED DESCRIPTION

[0051] In order to make the purposes, techniques and advantages of the embodiments of the present application clearer, the following will be combined with the accompanying drawings to make a clear and complete description of the techniques in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the present application.

[0052] The embodiments of the present application provide a rubber fender berthing system, as shown in the accompanying drawings, the rubber fender berthing system comprises a wharf fixed frame 1, an array distributed fender module 2 and an electronic device 3. Figure 1 As shown in the accompanying drawings, the fender module 2 comprises an outer fender plate 21, a magnetorheological fluid control device 22 and a deformation sensing assembly 23; the magnetorheological fluid control device 22 and the deformation sensing assembly 23 are in communication connection with the electronic device 3, wherein: Figure 2

[0053] The outer fender plate 21 is connected with the wharf fixed frame 1 through an elastic hinge 4;

[0054] The magnetorheological fluid control device 22 is located between the outer fender plate 21 and the wharf fixed frame 1, and comprises a magnetorheological fluid buffer cavity 221, the magnetorheological fluid buffer cavity 221 is filled with magnetorheological fluid, and a spiral flow guide structure 222 is built-in, and an electromagnetic coil group 223 is wound outside the magnetorheological fluid buffer cavity 221; the electromagnetic coil group 223 is used for generating a magnetic field to change the form of the magnetorheological fluid under the condition of being electrified; the spiral flow guide structure 222 is used for stirring the magnetorheological fluid to realize the ordered flow of the magnetorheological fluid;

[0055] The deformation sensing assembly 23 comprises a pressure sensing layer 231 built-in the inner side of the outer fender plate 21, a fiber Bragg grating sensor 232 distributed at the edge of the outer fender plate 21 and a torque sensor 233 built-in the elastic hinge 4; the pressure sensing layer 231 is used for collecting the contact pressure distribution between the ship and the outer fender plate 21 in real time; the fiber Bragg grating sensor 232 is used for monitoring the deformation angle and displacement of the outer fender plate 21 in real time; the torque sensor 233 is used for collecting the initial torque value at the elastic hinge 4;

[0056] The electronic device 3 is used for determining the target current input to the electromagnetic coil group 223 according to the contact pressure distribution, the deformation angle, the displacement and the initial torque value, so that the magnetorheological fluid reaches the target viscosity value range.

[0057] ​Specifically, the outer fender 21 is flexibly connected with the pier fixed frame 1 through the elastic hinge 4, and the hinge allows the outer fender 21 to rotate in the horizontal direction (±30°) and the vertical direction (±20°) to adapt to the multi-angle berthing requirement of the ship. The outer fender 21 adopts an arc curved surface design (the radian is preferably 120°), the outer side can be provided with a wear-resistant layer (such as basalt fiber reinforced rubber composite material), and the inner side is directly in contact with the magnetorheological fluid control device 22, serving as the first contact carrier of the ship impact.

[0058] The magnetorheological fluid control device 22 is located between the outer fender 21 and the pier fixed frame 1, and is the core executive component for realizing buffer adjustment. The cavity of the magnetorheological fluid buffer cavity 221 adopts a high-strength material (such as aluminum alloy), the inner wall is treated with anticorrosion (chromium plating layer thickness 0.05 mm), and the inside is filled with magnetorheological fluid (mixed by carbonyl iron powder and silicon oil-based carrier liquid), which is in liquid state under normal circumstances and can be quickly changed into a quasi-solid state under the action of a magnetic field, so as to change the damping characteristics through the change of the form. The spiral flow guide structure 222 built-in the magnetorheological fluid buffer cavity 221 can guide the magnetorheological fluid to flow in an orderly manner along the preset path, avoid turbulent interference, and ensure stable output of damping force.

[0059] The electromagnetic coil group 223 is wound outside the magnetorheological fluid buffer cavity 221, and is wound with copper enameled wire (the number of turns is set according to the buffer requirement), and generates a magnetic field after being electrified, and the magnetic field strength linearly changes with the current size, directly regulating and controlling the shear yield strength of the magnetorheological fluid. The coil is wrapped with an insulating layer (such as silicone rubber) outside, which has the characteristics of waterproof and temperature resistance, and is suitable for the humid environment of the port.

[0060] The pressure sensing layer 231 in the deformation sensing assembly 23 is built-in the inner side of the outer fender 21, which is made of flexible piezoelectric film material, and can collect the pressure distribution data (such as pressure, contact position, and pressure change rate) of the ship contacting with the outer fender 21 in real time, and the sampling frequency reaches 1 kHz, providing basic data for impact strength judgment.

[0061] The fiber grating sensor 232 in the deformation sensing assembly 23 is distributed on the edge of the outer fender 21 (usually the four endpoints of up, down, left and right), which monitors the deformation angle (accuracy ±0.1°) and displacement (accuracy ±0.5 mm) of the outer fender 21 through the period change of the grating, and the data is transmitted through the optical fiber, which has strong anti-electromagnetic interference ability.

[0062] The torque sensor 233 in the deformation sensing assembly 23 is built-in the elastic hinge 4, which adopts a strain gauge type structure, and can collect the initial torque value when the hinge rotates in real time, and indirectly reflects the lateral force suffered by the outer fender 21, providing a basis for the judgment of the eccentrically loaded berthing.

[0063] The electronic device 3 is communicatively connected with the magnetorheological fluid control device 22 and the deformation sensing assembly 23 as the system control center to realize the closed-loop management of "data acquisition-analysis decision-execution control".

[0064] The electronic device 3 receives the contact pressure distribution of the pressure sensing layer 231, the deformation angle and displacement of the fiber grating sensor 232, and the initial torque value of the torque sensor 233, and performs filtering, temperature compensation (such as for the initial torque value), and other pretreatments. Then, based on the pretreated data, the target current required is calculated and output to the electromagnetic coil group 223, so that the viscosity of the magnetorheological fluid accurately falls within the target range (such as 0.1-100 Pa·s), thereby matching the impact strength of the ship berthing.

[0065] The specific working principle is as follows:

[0066] Ship approaching stage: when the ship contacts the outer guard plate 21, the pressure sensing layer 231 first detects the contact pressure, and the fiber grating sensor 232 and the torque sensor 233 in the deformation sensing assembly 23 are started synchronously, and the deformation angle, displacement and initial torque of the elastic hinge 4 of the outer guard plate 21 are collected in real time.

[0067] The deformation angle, displacement and initial torque of the elastic hinge 4 collected by the fiber grating sensor 232 and the torque sensor 233 are transmitted to the electronic device 3, and after processing, they are converted into impact strength parameters (such as pressure size, impact angle, speed, etc.).

[0068] The electronic device 3 calculates the target current according to the impact strength, controls the electromagnetic coil group 223 to generate a corresponding magnetic field, so that the magnetorheological fluid changes to a target viscosity state (low viscosity corresponds to flexible buffering, and high viscosity corresponds to rigid buffering). The spiral flow guide structure 222 guides the ordered flow of the magnetorheological fluid, and cooperates with the elastic rotation of the outer guard plate 21 to absorb the ship impact energy through the damping force, so as to realize smooth berthing. After berthing, the electronic device 3 controls the current to be zero, the magnetorheological fluid returns to the liquid state, the elastic hinge 4 drives the outer guard plate 21 to reset, and waits for the next berthing.

[0069] The rubber fender berthing system provided by the embodiments of the present application has the following advantages: the fender module 2 works independently, and single-module failure does not affect the overall system operation, and the fender module can be easily replaced (the maintenance time is shortened to less than 2 hours), and the annual maintenance cost is reduced by more than 50% compared with the traditional whole fender "full disassembly and replacement" mode. The outer fender plate 21 is horizontally and vertically rotatable through the elastic hinge 4. The pressure sensing layer 231 (1 kHz sampling), the fiber Bragg grating sensor 232 (500 Hz sampling) and the torque sensor 233 (1 kHz sampling) form a stereoscopic sensing network, which can capture the pressure distribution, deformation angle and lateral force at the moment of contact of the ship within 10 ms, and provide accurate data support for control decision. The electronic device 3 calculates the target current based on the multi-source data, and changes the viscosity of the magnetorheological fluid (5-80 Pa·s stepless adjustment) in real time through the electromagnetic coil group 223, so that the buffer force can be adaptively matched according to the tonnage of the ship (<500 tons to >5000 tons), the berthing speed (0.3-3 m / s) and the yaw angle (0-30°), so that the peak value of the impact load is reduced by 40%-60%, and the ship and the wharf structure are prevented from being damaged due to rigid collision. The spiral flow guide structure 222 guides the ordered flow of the magnetorheological fluid, so that stable buffering effect can be maintained even if the ship is obliquely berthed, and the problem of "easy damage of partial load" of the traditional fixed fender is solved. The above-mentioned rubber fender berthing system can meet the flexible berthing requirements (low viscosity 5-15 Pa·s) of small yachts (<500 tons), and can also cope with high-strength impact (high viscosity 40-80 Pa·s) of large cargo ships (>5000 tons), without the need to replace the fender structure to adapt to the diversified berthing requirements of different ports. In addition, the electronic device 3 reserves a data interface, which can be connected to the port management system to realize berthing data tracing and remote diagnosis; through algorithm iteration, the control logic can be continuously optimized to adapt to the automatic berthing scene of future unmanned wharf.

[0070] In an optional embodiment of the present application, the spiral flow guide structure 222 is composed of a plurality of groups of coaxially nested spiral blades, the blade surface is provided with a nanoscale hydrophobic coating, and a spiral flow guide channel is formed between adjacent spiral blades.

[0071] Specifically, the spiral flow guide structure 222 is a core functional component in the magnetorheological fluid buffer cavity 221, adopts a layout of a plurality of groups of coaxially nested spiral blades, and realizes ordered flow control of the magnetorheological fluid through hierarchical flow guide. The core function is to guide the magnetorheological fluid to move along the preset path in the buffer cavity, avoid turbulence interference, ensure stable damping force output, and reduce medium residue and energy loss.

[0072] Specifically, the helical blades are coaxially nested in three groups and arranged in concentric circles. The innermost layer of blades has a diameter of 15 cm, the middle layer has a diameter of 30 cm, and the outermost layer has a diameter of 45 cm. The height of the blades is 50 cm, which is suitable for the internal space of the cuboid buffer cavity (80 cm x 50 cm x 60 cm). The main body of the helical blade is made of engineering plastic PP (polypropylene), which has the properties of chemical corrosion resistance (resistance to silicon oil erosion in the magnetic fluid), lightweight (density 0.9 g / cm 3 ), and certain elasticity (elastic modulus 1.5 GPa), which can withstand the shear force of the magnetic fluid flowing.

[0073] The helical blade surface is sprayed with a polytetrafluoroethylene (PTFE) nano coating with a thickness of 50-100 nm and a surface contact angle > 110°, achieving super-hydrophobic effect. The nano-scale hydrophobic coating on the surface of the helical blade greatly reduces the adhesion of the magnetic fluid (containing silicon oil-based carrier liquid) on the blade surface, reducing the medium residue to less than 10% of the traditional structure; at the same time, it reduces the friction coefficient between the liquid flow and the blade (from 0.3 to 0.05), reducing energy loss. After 2000 high-low temperature cycle (-40℃ to 80℃) tests, the hydrophobic performance retention rate is > 90%, meeting the long-term use requirements of the port.

[0074] The adjacent helical blades form a predetermined number of independent helical flow channels, where the predetermined number can be 3 or 4, and the present application does not limit the predetermined number. Each independent helical flow channel has a predetermined width and a predetermined angle. For example, each channel has a width of 10 cm and a helical angle of 30° (clockwise rotation along the height direction of the blade), and the channel cross-section is rectangular (10 cm wide x 50 cm high).

[0075] The inner surface of each independent helical flow channel has a smoothness Ra ≤ 0.8 μm, ensuring that the magnetic fluid flows in a laminar state (Reynolds number Re < 2000); the helical structure generates an axial propulsion force for the liquid flow, improving the uniformity of the flow rate by 40%, avoiding the fluctuation of damping force caused by local turbulent flow. Within the viscosity range of the magnetic fluid (0.1-100 Pa·s), the fluctuation amplitude of the channel resistance coefficient is < ± 5%, ensuring the stability of the buffering performance.

[0076] Each of the top and bottom of the helical blade is provided with a group of annular fixing rings (thickness 5 mm), and the outer diameter of the fixing ring matches the inner wall of the buffer cavity (clearance ≤ 1 mm). The fixing ring is fixed to the end cover of the cavity by bolts (8 M6 bolts are evenly distributed). The inner side of the fixing ring is provided with a positioning slot, which cooperates with the protruding structure at the end of the blade to achieve radial positioning accuracy of ± 0.5 mm, preventing the blade from shifting under the impact of the liquid flow.

[0077] The specific working principle is as follows:

[0078] When the ship docks and impacts the outer fender 21, the magnetorheological fluid flows along the spiral channel under the action of pressure:

[0079] Forward buffering stage: the liquid flow enters the spiral flow guide channel from the side inlet of the outer fender 21 and advances to the side of the wharf fixed frame 1 along the 30° spiral angle. The spiral structure causes the liquid flow to generate a centrifugal force that uniformly acts on the surface of the blade, thereby avoiding local pressure concentration.

[0080] Magnetic field regulation stage: the magnetic field generated by the electromagnetic coil group 223 penetrates through the magnetorheological fluid in the channel vertically. The carbonyl iron powder particles form a chain structure along the direction of the magnetic field. The laminar flow state in the spiral flow guide channel ensures uniform distribution of the magnetic field, so that the shear yield strength regulation accuracy is improved to ±2kPa.

[0081] Reverse resetting stage: after the impact ends, the magnetorheological fluid flows reversely under the action of the resetting force of the elastic hinge 4. The hydrophobic coating reduces the backflow resistance, so that the resetting time of the fender module 2 is shortened to within 10s.

[0082] The rubber fender docking system provided by the embodiment of the application has the spiral blades coaxially nested to form an orderly spiral flow guide channel, which can guide the magnetorheological fluid to flow along a preset path, avoid turbulent flow, ensure stable output of damping force, and improve the consistency of buffering effect. The nanoscale hydrophobic coating on the surface of the blade can reduce the adhesion of the magnetorheological fluid to the blade, reduce the flow resistance, so that the magnetorheological fluid can flow smoothly in different viscosity states, and improve the response speed of the system. The structural design enhances the stirring uniformity of the magnetorheological fluid, and cooperates with the magnetic field adjustment to change the overall viscosity more quickly and uniformly, thereby further optimizing the buffering performance.

[0083] In an alternative embodiment of the application, as shown in Figure 3 The magnetorheological fluid control device 22 further includes a drain valve 224 and a liquid level sensor 225, wherein the drain valve 224 and the liquid level sensor 225 are in communication connection with the electronic device 3; the liquid level sensor 225 is installed inside the magnetorheological fluid buffer cavity 221; the inlet of the drain valve 224 is connected with the end of the spiral flow guide channel, and the height of the inlet is higher than the bottom of the magnetorheological fluid buffer cavity 221; a filter screen 226 is arranged at the inlet of the drain valve 224, and the filter screen 226 is used for filtering the magnetorheological fluid; wherein:

[0084] The liquid level sensor 225 is used for detecting the water level in the magnetorheological fluid buffer cavity 221;

[0085] The electronic device 3 is used for controlling the drain valve 224 to open to drain the seawater inside the magnetorheological fluid buffer cavity 221 when the water level is greater than a preset water level threshold.

[0086] Specifically, the liquid level sensor 225 is fixed to the bottom area inside the MR fluid buffer cavity 221, usually adopting a double sensor layout (5-10 cm apart), both facing the lowest part of the cavity (designed as a 3° inclined slope structure towards the drain valve 224), ensuring that the accumulated water can be captured. The liquid level sensor 225 adopts a capacitive liquid level sensor 225, which detects the water level by detecting the difference in dielectric constant of the medium. The detection electrode sheet is packaged in a corrosion-resistant shell (316 stainless steel material) and directly contacts the liquid in the cavity. The liquid level sensor 225 has a measurement range of 0-20 mm (corresponding to the thickness of the accumulated water), a resolution of 0.1 mm, a sampling frequency of 1 Hz, and can stably work in a temperature range of -40°C to 80°C and a relative humidity environment of 0-100%.

[0087] The liquid level sensor 225 can utilize the difference in dielectric constant between seawater (about 80) and MR fluid (about 3-5). The liquid level sensor 225 detects the capacitance value change of the surrounding medium by a high-frequency excitation signal (1 MHz): when the detection area is MR fluid, the capacitance value is very low and stable; when seawater seeps in and forms an accumulated water layer, the capacitance value increases linearly with the water level; the liquid level sensor 225 converts the capacitance value into an electrical signal (0-5V) and transmits it to the electronic device 3, which directly reflects the accumulated water thickness after calibration.

[0088] The inlet of the drain valve 224 is connected to the end of the spiral guide channel through a special pipeline, and the inlet height is higher than the bottom of the buffer cavity, ensuring that only the upper accumulated water can enter the channel, while the MR fluid (2.5-3.0 g / cm 3 ) with higher density cannot reach the inlet due to sedimentation at the bottom. A 100-mesh stainless steel filter screen (pore size = 0.15 mm) is built-in at the inlet, which filters the sand and debris in seawater to prevent valve blockage, and also utilizes the viscosity difference between MR fluid (viscosity ≥ 0.1 Pa·s) and water (about 1 mPa·s) to block the viscous MR fluid and allow only water to flow smoothly.

[0089] The drain valve 224 adopts a conical valve core structure driven by a miniature stepping motor, and the valve opening degree can be adjusted steplessly in the range of 0-100%, with a response time < 50 ms and a leakage < 0.1 mL / h in the closed state.

[0090] The drain valve 224 communicates with the electronic device 3 through an RS485 interface, receives switching instructions and opening degree adjustment signals, and feeds back the current working state (open / close / failure).

[0091] The specific working process is as follows:

[0092] The liquid level sensor 225 continuously detects the water level in the magnetorheological fluid buffer cavity 221 and sends data to the electronic device 3 every 1 second, and the drain valve 224 remains closed. The electronic device 3 compares the received water level data with the preset threshold value, and determines that drainage is needed when the water thickness is > 5mm is detected for 3 times in a row. The electronic device 3 calculates the opening degree of the drain valve 224 according to the water thickness (for example, 5-10mm corresponds to 30% opening, 10-20mm corresponds to 60% opening), and controls the valve to open for a corresponding time length (30-120 seconds). When the liquid level sensor 225 detects that the water thickness is < 1mm, the electronic device 3 controls the drain valve 224 to close, and records the time length, drainage amount and other data of this drainage, for system maintenance analysis. If the sensor detects a sudden decrease in dielectric constant (< 10) during drainage, the electronic device 3 determines that the magnetorheological fluid has entered the drainage channel, immediately closes the valve and issues a fault warning.

[0093] The rubber fender berthing system provided by the embodiment of the application can realize real-time monitoring of the water level in the buffer cavity by the liquid level sensor 225, combined with threshold value judgment of the electronic device 3, so that water accumulation can be found in time and drainage can be triggered, so as to avoid mixing of seawater into the magnetorheological fluid to affect the viscosity regulation performance of the magnetorheological fluid and ensure stable buffering effect. The inlet of the drain valve 224 is higher than the bottom of the cavity and is connected with the end of the spiral flow guide channel, which, in combination with the design of the filter screen 226, can realize drainage of only seawater and no loss of magnetorheological fluid, reduce medium loss and reduce maintenance cost. The filter screen 226 can filter impurities in seawater, prevent the drain valve 224 from being blocked, improve system operation reliability, and adapt to the environment of the port with high humidity and impurities.

[0094] In an optional embodiment of the application, as shown in Figure 3 The magnetorheological fluid control device 22 further includes a flow control valve 227, which is in communication connection with the electronic device 3, wherein:

[0095] The flow control valve 227 is arranged on the bypass pipeline of the magnetorheological fluid buffer cavity 221 and controls the flow of the magnetorheological fluid in the magnetorheological fluid buffer cavity 221 in an electromagnetic driving mode under the control of the electronic device 3.

[0096] Specifically, the core valve body of the flow control valve 227 adopts a two-position three-way electromagnetic reversing valve structure, the main body is made of 316 stainless steel, and the inside contains a valve core (tapered structure, taper 1:5), a reset spring (stainless steel material) and a sealing assembly (butyl rubber sealing ring), which ensures no leakage under 0-1 MPa pressure. The flow control valve 227 is equipped with a miniature electromagnetic coil (power 5W, rated voltage 24V DC), which drives the displacement of the valve core through electromagnetic force, with a response time <30ms, and can achieve stepless adjustment of 0-100% opening. The internal flow passage of the valve body of the flow control valve 227 adopts a streamlined design, with a minimum diameter of 8mm and a flow resistance coefficient <0.5, ensuring that the magnetorheological fluid can still flow smoothly under high viscosity (100Pa·s).

[0097] The flow control valve 227 is connected in series with the bypass pipeline of the magnetorheological fluid buffer cavity 221, which connects the magnetorheological fluid buffer cavities 221 of two adjacent fender modules 2, forming a circulating path of “main cavity-bypass-vice cavity”. The flange is connected with the bypass pipeline, and the flange surface is sealed with an O-ring (fluorine rubber material) to resist corrosion of the silicon oil component in the magnetorheological fluid. The pressure sensor (measurement range 0-2MPa, accuracy ±1% FS) is integrated on the outside of the valve body, which can monitor the pressure difference before and after the flow control valve 227 in real time, and provide feedback signals for flow regulation.

[0098] The working principle and control logic are as follows:

[0099] The flow control valve 227 controls the opening of the valve core (0-5mm) by the current of the electromagnetic coil, changes the cross-sectional area of the flow passage, and thus adjusts the flow of the magnetorheological fluid (0-10L / min). The current and the opening have a linear relationship (0-1A corresponds to 0-100% opening), and the flow and the opening are approximately proportional to the square. The flow control valve 227 supports bidirectional flow of the magnetorheological fluid, which can not only divert the magnetorheological fluid of the high-load module to the low-load module, but also realize reverse backflow in the reset stage to adapt to different working conditions. The flow control valve 227 communicates with the electronic device 3 through the CAN bus with a transmission rate of 1Mbps, can receive control commands (target flow / opening) in real time and feedback actual flow, valve position state and other data.

[0100] The specific control strategy is as follows:

[0101] The pressure sensing layer 231 data: collects the contact pressure distribution of the outer fender plate 21 at a frequency of 1kHz, generates a 20x20 pixel pressure heat map, calculates the pressure center coordinates (Xp, Yp) through the center of gravity algorithm, and the deviation value (ΔX=Xp-X0, ΔY=Yp-Y0) between the pressure center and the geometric center (X0, Y0) of the fender module 2 is used to identify the off-load area.

[0102] Fiber Bragg grating sensor 232 data: 4 end-point fiber Bragg grating sensors 232 (top left, top right, bottom left, bottom right) collect deformation angle (θ1-θ4) and displacement amount (s1-s4) at a frequency of 500Hz, calculate the deformation angle difference value Δθ = |θmax-θmin| and the deformation displacement difference value Δs = |smax-smin| of the adjacent module, and quantify the uneven stress degree.

[0103] Torque sensor 233 data: collect the initial torque value T at the elastic hinge 4 at a frequency of 1kHz, convert it into lateral force through the formula Fside = k x T (k is the hinge force arm coefficient, the calibrated value is 0.02m -1 ) to evaluate the load balancing requirement.

[0104] Flow-pressure curve: a three-dimensional lookup table pre-existing in the electronic device 3, containing the flow-opening correspondence relationship under different viscosities (0.1-100Pa·s) and different pressure differentials (0-1MPa), as a regulation reference.

[0105] The electronic device 3 uses Kalman filtering to filter the original data and retain the effective signal components (2-50Hz). Through cross-validation to ensure data consistency: when the pressure offset ΔX > 5cm, the initial torque value of the corresponding side should increase synchronously (ΔT > 10N·m), and when the deviation exceeds 20%, the sensor fault diagnosis is triggered.

[0106] The electronic device 3 can divide the 5-level offset load level (0-4 levels) based on the pressure center offset ΔX, ΔY: 0 level (no offset load): |ΔX| < 3cm and |ΔY| < 3cm; 1 level (slight offset load): 3cm ≤ |ΔX| < 6cm or 3cm ≤ |ΔY| < 6cm; 2 level (moderate offset load): 6cm ≤ |ΔX| < 10cm or 6cm ≤ |ΔY| < 10cm; 3 level (serious offset load): 10cm ≤ |ΔX| < 15cm or 10cm ≤ |ΔY| < 15cm; 4 level (extreme offset load): |ΔX| ≥ 15cm or |ΔY| ≥ 15cm. Synchronous reference deformation difference value Δθ: when Δθ > 5°, the offset load level is automatically upgraded by 1 level, and the regulation sensitivity is enhanced.

[0107] Target flow calculation model: Qtarget = k1 x ΔX + k2 x Δθ + k3 x Fside + Qreference. Wherein: k1 = 0.2L / (min·cm), k2 = 0.5L / (min·°), k3 = 0.1L / (min·N), Qreference = 1L / min (maintain basic circulation), Qtarget is the target flow corresponding to the magnetorheological fluid.

[0108] Constraints: single valve maximum flow ≤ 10 L / min (to avoid excessive medium loss); adjacent module flow difference ≤ 5 L / min (to prevent sudden pressure changes); when the 4th level of unbalance load is triggered, the flow limiting protection is triggered, and the Qtarget is forcibly set to 8 L / min;

[0109] According to the current magnetorheological fluid viscosity μ (calculated from the electromagnetic coil current) and the pressure difference ΔP before and after the flow control valve 227 (measured by the pressure sensor), the corresponding opening value is obtained from the preset flow-pressure curve:

[0110] Low viscosity (μ < 10 Pa·s): opening = Qtarget × 8% (high flow-opening linearity);

[0111] Medium viscosity (10 ≤ μ < 50 Pa·s): opening = Qtarget × 10% + 5% (compensate viscosity resistance);

[0112] High viscosity (μ ≥ 50 Pa·s): opening = Qtarget × 12% + 10% (increase flow cross section);

[0113] Real-time correction: actual flow Qreal is collected every 20 ms (measured by the flow sensor), the deviation ΔQ = Qtarget - Qreal is calculated, and the opening is dynamically adjusted using the PID algorithm: opening correction amount = Kp × ΔQ + Ki × ∫ΔQdt + Kd × d(ΔQ) / dt; (Kp = 0.5, Ki = 0.1, Kd = 0.05, to ensure that the regulation overshoot is < 5%).

[0114] The specific dynamic adjustment execution process is as follows:

[0115] Initial adjustment stage (0-50ms): the ship touches the moment (pressure > 5kPa), the electronic device 3 completes parameter collection and unbalance load level determination within 10ms, and quickly adjusts to 80% of the target opening (coarse adjustment) according to the initial unbalance load level, shortening the response lag.

[0116] Example: when the 1st level of unbalance load, Qtarget = 3 L / min, directly open to 25% opening (corresponding to 2.4 L / min).

[0117] Fine adjustment stage (50-500ms): PID closed-loop adjustment based on real-time feedback data, opening is corrected every 20ms, when the pressure distribution uniformity improves (ΔX drops to < 4cm), gradually reduce the adjustment amplitude (correction amount ≤ 2% / time). Synchronous linkage electromagnetic coil current: for every 1 L / min increase in shunt flow, the remaining medium viscosity increases by 5 Pa·s, maintaining stable total damping force.

[0118] Stable maintenance phase (> 500ms): When the bias level drops to 0 level and lasts for 100ms, the opening degree is adjusted to the reference value (10%), and a small amount of circulation is maintained. If a new bias trend is detected (ΔX speed > 1 cm / 100ms), the adjustment prediction amount is increased in advance (+20%).

[0119] Special working condition processing: impact peak (pressure > 500kPa): within 10ms, close to 5% opening, reduce flow loss, ensure maximum damping output. Module failure: when a certain fender module 2 sensor fails, automatically switch to adjacent module data interpolation mode, flow regulation accuracy reduced to ±10%. Low temperature environment (<-10℃): increase the basic opening by 2%, compensate for the influence of the increase in the viscosity of the magneto-rheological fluid at low temperature

[0120] For example, when the ship contacts the fender module 2 on one side (such as the left side pressure is more than twice the right side), the electronic device 3 calculates that 30% of the magneto-rheological fluid needs to be diverted from left to right. Then, the flow control valve 227 of the left fender module 2 is opened to 60% opening, and the flow control valve 227 of the right fender module 2 is opened to 40% opening. The duration of the diversion is dynamically adjusted according to the pressure balance speed (usually 50-200ms), and the viscosity of the remaining magneto-rheological fluid is simultaneously increased (such as from 50Pa·s to 65Pa·s), to compensate for the decrease in damping force caused by diversion.

[0121] For example, when the ship impact peak (pressure > 500kPa), the flow control valve 227 is quickly closed (from 50% opening to 0 within 10ms), so that the magneto-rheological fluid flows through the main buffer cavity, ensuring maximum damping force output. After the peak (pressure drops below 200kPa), the valve is reopened to 30% opening, allowing partial medium circulation to avoid local temperature overheating (magneto-rheological fluid working temperature <60℃).

[0122] When replacing the magneto-rheological fluid, the electronic device 3 controls the flow control valve 227 to be fully open (100% opening), and cooperates with the drain valve 224 to quickly empty the old fluid (5 minutes to complete the liquid replacement of a single module). When the new fluid is injected, the valve remains at 50% opening, and the bubbles inside the cavity are removed through circulating flow.

[0123] The rubber fender berthing system provided by the embodiments of the present application can realize dynamic distribution of the medium between adjacent fender modules 2, balance the stress of each module, avoid local overload, and improve the overall buffering balance of the system. The electromagnetic drive mode responds quickly and can quickly adjust the flow in response to the real-time control instructions of the electronic device 3, adapt to the dynamic impact changes in the berthing process of the ship, and enhance the adaptability of the system to complex working conditions. The flow control of the bypass pipeline can work synergistically with the viscosity adjustment of the magnetorheological fluid to further optimize the damping characteristics, ensure stable buffering force under different impact intensities, and improve berthing safety.

[0124] In an alternative embodiment of the present application, the electronic device 3 is configured to determine the target current input to the electromagnetic coil group 223 according to the contact pressure distribution, the deformation angle, the displacement, and the initial torque value by a preset algorithm; and to make the viscosity value of the magnetorheological fluid reach a target viscosity value range.

[0125] Optionally, the electronic device 3 is configured to perform feature extraction on the contact pressure distribution, the deformation angle, the displacement, and the initial torque value to generate a target feature vector.

[0126] The target feature vector is input to a preset target current determination model to determine the target current input to the electromagnetic coil group 223.

[0127] Specifically, the electronic device 3 can process the 20x20 pixel pressure heat map collected by the pressure sensing layer 231. The threshold segmentation (pressure > 50 kPa) is used to locate the impact core area, and the area S_p (unit: cm 2 ) of the area is calculated. The barycentric algorithm is used to calculate the pressure center coordinates (Xp, Yp), and the deviation value of the geometric center (X0, Y0) of the fender module 2: ΔX = |Xp-X0|, ΔY = |Yp-Y0|. The electronic device 3 extracts the maximum pressure change rate dP_max (unit: kPa / ms) to reflect the burstiness of the impact. Three pressure features are generated, including: lateral offset, longitudinal offset, and maximum pressure change rate, such as [ΔX, ΔY, dP_max], which are normalized to the [0, 1] interval (based on historical extreme values).

[0128] Then, the electronic device 3 processes the deformation angle (θ1-θN) and displacement (s1-s4N) collected by the N fiber Bragg grating sensors 232: calculates the angle average θ_avg = (θ1+θ2+…+θN) / N and the angle difference value θ_diff = max(θ1-θN); calculates the displacement peak value s_max = max(s1-sN) and the displacement change rate ds / dt (unit: mm / ms), and constructs a composite deformation factor: Fs = θ_avg x s_max 2(amplify the effect of nonlinear deformation). Then generate 3 deformation features including: angle difference value, displacement peak value and composite deformation factor [θ_diff, s_max, Fs], all of which are normalized.

[0129] Next, the electronic device 3 can process the torque sensor 233 data at the elastic hinge 4. Extract the initial torque value T0 (the first valid sampling value at the moment of contact, unit: N.m); calculate the torque change acceleration dT / dt (unit: N.m / ms), reflecting the lateral force growth rate. Set the torque threshold judgment: when T0> 50 N.m, mark as high load state (binary feature 1, otherwise 0)

[0130] Generate 2 torque features, including initial torque value and torque change acceleration, such as [T0, dT / dt], after normalization, merge with load state marker.

[0131] Fuse all the above feature components to form an 8-dimensional target feature vector: V = [ΔX_norm, ΔY_norm, dP_max_norm, θ_diff_norm, s_max_norm, Fs_norm, T0_norm, dT / dt_norm]; Where the suffix "_norm" means normalized (range [0, 1]).

[0132] The electronic device 3 calculates the correlation coefficient between each sub-feature in the target feature vector (such as the correlation between ΔX and θ_diff), if the correlation of a certain feature with other features is > 0.9, then principal component analysis is performed to reduce dimension, to ensure feature independence.

[0133] Then, the electronic device 3 inputs the target feature vector V into the neural network in the preset target current determination model, the hidden layer output: h = LeakyReLU(W1 x V + b1), where W1 is an 8 x 16 weight matrix, and b1 is a bias vector. The output of the receiving layer is: c = Wc x h_prev + bc (integrating the hidden layer output h_prev of the previous 3 times) The output layer calculates: I_base = W2 x (h + c) + b2, to get the basic current value (unit: A).

[0134] Input a new feature vector every 10ms, the calculation time is <1ms, and the output I_base is limited to the range of 0.5-6A (corresponding to viscosity adjustment requirements).

[0135] Then, the electronic device 3 determines whether to trigger an abnormal event based on the target feature vector V:

[0136] Bias surge: Delta X norm > 0.6 and lasts < 20 ms; Impact rebound: dP max norm drop > 0.3 and ds / dt is negative; Other events (temperature drift, media aging, etc.) are judged by auxiliary sensor data.

[0137] When an abnormal event is detected, a compensation coefficient K_event (1.2-2.0) is output according to the fuzzy rule table, and then the base current value is compensated based on the compensation coefficient to obtain a candidate current value I_comp, and the calculation formula is: I_comp = I_base x K_event x f(mu_current / mu_target); wherein f is a deviation correction function (reciprocal of the ratio of the current viscosity to the target viscosity).

[0138] Then, the electronic device 3 determines whether the current is a normal working condition, and determines the target flow value according to the determination result. Normal working condition (no abnormal event): target current I_target = 0.8 x I_base + 0.2 x I_comp; Complex working condition (with abnormal event): target current I_target = 0.4 x I_base + 0.6 x I_comp.

[0139] Finally, the exponential weighted average algorithm is used to process the current value at continuous time: I_final(t) = 0.7 x I_final(t-1) + 0.3 x I_target(t), to ensure that the current change rate < 0.5A / 10ms, to avoid magnetic field mutation. The final target current I_final strictly matches the current range corresponding to the tonnage of the ship.

[0140] The rubber fender berthing system provided by the embodiments of the present application extracts features of multiple dimensions, can extract key information reflecting the essence of berthing impact (such as pressure deviation, deformation strength, torque change rate, etc.), reduces redundant data interference, provides accurate input for current calculation, and improves the pertinence of control decision. With the help of a preset target current determination model (such as a combination of neural network and fuzzy control), the feature vector can be quickly mapped to an adaptive target current, realizing efficient conversion from complex sensing data to accurate control instructions, and shortening the system response time. The cooperation of feature extraction and model calculation makes the current regulation more suitable for actual impact working conditions, ensures the accurate matching of the magnetorheological fluid viscosity to the demand, avoids the increase of energy consumption caused by excessive regulation, prevents the impact of insufficient regulation on the buffering effect, and improves the stability and intelligent level of the overall performance of the system.

[0141] In an alternative embodiment of the present application, as shown in Figure 4 The outer side of the outer cover plate 21 is provided with a replaceable wear-resistant layer, and the surface of the wear-resistant layer is distributed with hemispherical protrusions.

[0142] Specifically, the wear-resistant layer can adopt basalt fiber reinforced rubber composite material. The specific formula of the basalt fiber reinforced rubber composite material is as follows: the base rubber includes: nitrile rubber (NBR) accounting for 60%, and natural rubber (NR) accounting for 40% (taking into account oil resistance and elasticity); the reinforcing fiber includes: basalt chopped fiber (length 10-15 mm, diameter 15-20 μm), volume fraction 15-20%; the additives include: carbon black (reinforcing agent, 8 phr), zinc oxide (activator, 5 phr), sulfur (vulcanizing agent, 2 phr), etc.

[0143] After the composite material is vulcanized, the performance indexes are as follows: hardness: Shore A 75-80 (higher than 60-70 of the outer protective plate 21 body, improving wear resistance); tear resistance: > 40 kN / m (60% higher than pure rubber); wear resistance: DIN wear amount < 100 mm 3 (GB / T9867 standard, 1 / 3 of traditional rubber) aging resistance: after 1000 hours of hot air aging (70°C), the tensile strength retention rate is > 85%.

[0144] The basalt fibers are distributed in three dimensions along the thickness direction of the wear-resistant layer, and the crack propagation of the rubber matrix is prevented through the "bridging effect": when microcracks are generated on the surface of the wear-resistant layer due to friction, the fibers will span across the two ends of the cracks, share the stress and slow down the crack extension speed, so that the service life of the wear-resistant layer is extended to 2-3 times of that of the traditional rubber fender.

[0145] The thickness of the wear-resistant layer base layer is 10 mm (the protrusion height is not included), and the thickness gradually changes, that is, the edge region is 8 mm thick, and the center region is 12 mm thick, so as to compensate for stress concentration through thickness change. The wear-resistant layer adopts a double fixing structure of "buckle + magic tape". A nylon buckle (diameter 8 mm) is arranged every 10 cm along the edge of the wear-resistant layer, which is matched with the buckle groove on the outer protective plate 21 to realize mechanical fixation. The inner side of the wear-resistant layer and the outer side of the outer protective plate 21 are both pasted with 2 mm thick nylon magic tape (area ratio 30%), so as to ensure close fitting and avoid relative displacement when impact occurs. Thus, the replacement can be completed by a single person, the disassembly time is < 5 minutes, the installation time is < 10 minutes, and no special tool is needed. In addition, the edge of the wear-resistant layer is rounded (radius 5 mm), and a 0.5 mm thick stainless steel reinforcing rib is embedded, which not only prevents the edge from wearing too fast, but also avoids scratching the operator or the ship body during installation.

[0146] The surface of the wear-resistant layer is distributed with an array of hemispherical protrusions, the protrusion diameter is 10-20 mm (10 mm in the edge region and 20 mm in the center region), the height is 5-8 mm, and the spacing is 15-25 mm (arranged in a rhombus). The protrusions change the contact between the ship and the wear-resistant layer from "surface contact" to "point contact", so that the unit area pressure is increased by 3-5 times, but the total number of contact points is increased (every dm 210-15), ultimately achieving the dispersion of impact force. The protrusions can increase the friction with the hull, avoid relative sliding due to sea wave disturbance when the ship is berthed, and reduce friction and wear. The gaps (width 5-10mm) between the protrusions form drainage channels, which can quickly drain the seawater between the contact surfaces when berthing, avoiding the "water cushion effect" causing buffer force fluctuations.

[0147] When the ship is berthed, the impact force first acts on the hemispherical protrusions, which are deformed under pressure and then transmit the force to the base layer, which then uniformly disperses the force to the surface of the outer fender 21 through the integrity of the composite material. In this process, basalt fibers bear the main tensile stress, and the rubber matrix absorbs part of the energy through elastic deformation, achieving the synergistic effect of "rigid dispersion + flexible buffer". After the protrusions wear out, the original gaps become new contact surfaces, avoiding continuous wear of a single point. The height difference of the protrusions causes the wear to mainly occur at the top of the protrusions, reducing the wear rate of the base layer by 60%.

[0148] The rubber fender berthing system provided by the embodiments of the present application has a replaceable wear-resistant layer that facilitates regular maintenance and replacement, avoids the need to replace the entire outer fender 21 due to long-term wear, reduces maintenance costs, and prolongs the service life of the outer fender 21. The hemispherical protrusions on the surface can disperse the contact pressure when the ship is berthed, reducing local wear, and at the same time, buffering part of the impact force through the gaps between the protrusions, enhancing the buffering effect and reducing direct collision damage between the ship and the outer fender 21. The protrusion structure can also increase the friction of the contact surface, reduce relative sliding at the moment of berthing, improve the stability of the berthing process, and adapt to berthing requirements at different angles.

[0149] In an alternative embodiment of the present application, as shown in Figure 2 The deformation sensing assembly 23 further includes a temperature sensor 234 installed on one side of the torque sensor 233; the temperature sensor 234 is in communication connection with the electronic device 3, wherein:

[0150] The temperature sensor 234 is configured to monitor the working temperature of the torque sensor 233 in real time;

[0151] The electronic device 3 is configured to correct the initial torque value monitored by the torque sensor 233 according to the working temperature to obtain a target initial torque value;

[0152] The electronic device 3 is configured to determine a target current input to the electromagnetic coil group 223 according to the contact pressure distribution, the deformation angle, the displacement amount, and the target initial torque value, so that the magnetorheological fluid reaches a target viscosity value range.

[0153] In particular, the temperature sensor 234 (PT100 platinum resistance) is installed close to the strain gauge area of the torque sensor 233 (spacing < 3 mm), and a heat-conducting silicone grease is used to fill the gap to ensure that the temperature response delay is < 50 ms. The temperature sensor 234 housing is made of 316 stainless steel and is packaged in a waterproof probe (IP68 protection level) that can withstand an operating environment of -50°C to 150°C. The measurement accuracy is ±0.1°C, the resolution is 0.01°C, the sampling frequency is 10Hz (matched with the dynamic characteristics of the torque sensor 233), and the three-wire connection eliminates the wire resistance error.

[0154] The normal operating temperature range of the temperature sensor 234 is -20°C to 60°C, and when the temperature exceeds this range, the electronic device 3 triggers a temperature warning. When the temperature changes by > 5°C within 10s, a high-frequency sampling mode is started (increased to 50Hz) to focus on capturing the impact of temperature sudden change on torque measurement.

[0155] The metal strain gauge resistance temperature coefficient of the torque sensor 233 is about 20x10 -6 / ℃, and a 10°C change in temperature will cause a measurement error of ±1.5%. The elastic modulus of the hinge elastomer (45 steel) changes with temperature (-0.03% / °C), further amplifying the torque measurement deviation. When the temperature is < -10°C, the viscosity of the magnetorheological fluid-based liquid rises sharply, which will affect the torque transmission path through mechanical coupling, resulting in additional measurement deviation.

[0156] The electronic device 3 can use a segmented temperature correction formula to correct the initial torque value T0:

[0157] The basic correction formula (applicable to -20°C to 60°C):

[0158] T_target = T0 x [1 - K1 x (T - 25) - K2 x (T - 25) 2 ];

[0159] Where: T is the measured temperature of the temperature sensor 234 (°C), 25°C is the reference temperature, K1 = 0.0012 / °C (linear correction coefficient, obtained through temperature calibration experiment), K2 = 0.00002 / °C2 (nonlinear correction coefficient, compensating for wide temperature zone error).

[0160] Low temperature strengthening correction (applicable to T < -10°C):

[0161] T_target = T_target_base x [1 + 0.005 x (-10 - T)];

[0162] Where, an additional correction of 0.5% / °C is added to compensate for the mechanical coupling error at low temperature.

[0163] The rubber fender berthing system provided by the embodiments of the present application, the temperature sensor 234 monitors the working temperature of the torque sensor 233 in real time, and in combination with the correction algorithm of the electronic device 3, the interference of temperature change on torque measurement (such as the temperature effect of the strain gauge and the stress change of the elastomer) can be eliminated, so that the initial torque value is more accurate, and reliable mechanical parameters are provided for current control. The target torque value after correction cooperates with other parameters to participate in current calculation, which can reduce the adjustment deviation caused by temperature error, ensure that the viscosity adjustment of the magneto-rheological fluid is more in line with the actual stress state, and improve the adaptability of the system to complex temperature environment. The temperature compensation mechanism enhances the robustness of the control logic, and even in extreme temperature working conditions (such as high-temperature or low-temperature environment), the stability of the buffering performance can be maintained, and the berthing safety is further ensured.

[0164] In an optional embodiment of the present application, as shown in Figure 2 The outer side of the outer guard plate 21 comprises a laser ranging sensor 211, and the laser ranging sensor 211 is used to detect the distance between the ship and the outer guard plate 21; the laser ranging sensor 211 is in communication connection with the electronic device 3, and the laser ranging sensor 211 comprises three groups of laser ranging sensors 211, and each group of laser ranging sensors 211 is arranged on the outer side of the outer guard plate 21 in a horizontal direction.

[0165] The electronic device 3 is used to wake up the deformation sensing assembly 23 when the distance is less than or equal to the preset distance threshold.

[0166] Specifically, the outer side of the outer guard plate 21 is equidistantly installed with three groups of laser ranging sensors 211 (one group on the left, one group in the middle and one group on the right) in a horizontal direction, each group of laser ranging sensors 211 is arranged at an inclination angle of 45° towards the direction where the ship is likely to approach, and covers a range of 1-50 meters in front of the outer guard plate 21, so as to avoid the monitoring blind area of a single sensor. The probe of the laser ranging sensor 211 adopts a tempered glass window and a stainless steel shell (protection level IP69K), can withstand the splashing water mist and slight collision during the berthing of the ship, and is coated with a salt mist resistant coating (in line with the ASTM B117 standard). The connecting part of the laser ranging sensor 211 and the outer guard plate 21 is additionally provided with a buffer gasket (silicone material, thickness 5mm), so as to reduce the influence of the vibration of the outer guard plate 21 on the ranging accuracy.

[0167] The ranging range of the laser ranging sensor 211 is 0.5-100 meters (effective monitoring distance 1-50 meters), the measurement accuracy is ±2mm (within 10 meters) and ±5mm (within 50 meters), the sampling frequency is 1Hz in standby state and 10Hz before wake-up (automatically increased when the distance is less than 10 meters), the response time is less than 5ms (from distance change to data output), and the light source characteristics are 905nm infrared laser (CLASS1 safety level, no eye injury risk).

[0168] The electronic device 3 can preset three-level distance thresholds according to the type of the ship and the berthing speed: a warning threshold of 50 meters (triggering the sensor sampling frequency to 10 Hz); a wake-up threshold of 10 meters (starting the preheating program of the deformation sensing assembly 23); and an emergency threshold of 3 meters (the deformation sensing assembly 23 enters a high-speed sampling mode). The thresholds can be dynamically adjusted through the parameter configuration interface of the electronic device 3 to adapt to the berthing specifications of different ports (such as the differentiated needs of container terminals and bulk cargo terminals).

[0169] The hierarchical wake-up mechanism is as follows:

[0170] Stage 1: standby monitoring (distance > 50 meters): the laser ranging sensor 211 works intermittently at a frequency of 1 Hz, with a power consumption of <0.5 W, and the deformation sensing assembly 23 is in a dormant state (only the core circuit is powered, with a power consumption of <2 W). The electronic device 3 receives distance data every 10 seconds to determine whether to enter a warning state.

[0171] Stage 2: warning preparation (10 meters < distance ≤ 50 meters): the sampling frequency of the laser ranging sensor 211 is increased to 10 Hz, the ship's approaching speed v = Δd / Δt is tracked in real time, the electronic device 3 calculates the estimated contact time t_est = (d-10) / v, and if t_est < 30 seconds, the deformation sensing assembly 23 is preheated. The pressure sensing layer 231, fiber Bragg grating sensor 232, etc. of the deformation sensing assembly 23 enter a low-power ready state (power consumption <5 W).

[0172] Stage 3: complete wake-up (distance ≤ 10 meters): the electronic device 3 sends a wake-up instruction to the deformation sensing assembly 23, and all laser ranging sensors 211 reach the working state within 50 ms. The pressure sensing layer 231 starts 1 kHz sampling, the fiber Bragg grating sensor 232 starts 500 Hz sampling, the torque sensor 233 starts 1 kHz sampling, and the laser ranging sensor 211 continuously outputs distance data as an auxiliary parameter for impact intensity prediction.

[0173] Stage 4: emergency response (distance ≤ 3 meters): the electronic device 3 automatically switches to a high-speed response mode, the data transmission delay of the laser ranging sensor 211 is compressed to <10 ms, and the electronic device 3 activates the electromagnetic coil of the magnetorheological fluid control device 22 in advance (preloading 5% of the basic current) to shorten the viscosity adjustment response time.

[0174] When more than two groups of the three groups of sensors detect a distance ≤ the wake-up threshold, the wake-up operation is triggered (to avoid false judgment by a single sensor). After wake-up, the ship's movement trend is continuously monitored, and if the distance does not continuously decrease within 5 seconds (such as the ship turning away), the dormant state is automatically entered.

[0175] When the confidence of a certain laser ranging sensor 211 is less than 50% for 10 consecutive measurements, switch to data fusion mode of the remaining laser ranging sensors 211. If the deformation sensing assembly 23 does not respond to the wake-up instruction within 100ms, the electronic device 3 triggers the standby wake-up circuit (independent power supply circuit) false wake-up filter: through the ship speed judgment (v < 0.1m / s, the wake-up threshold is extended to 5 meters), avoid the near distance false trigger caused by waves.

[0176] The rubber fender berthing system provided by the embodiment of the application, the laser ranging sensor 211 detects the distance between the ship and the outer fender 21 in advance, and the electronic device 3 wakes up the deformation sensing assembly 23 when the distance reaches a threshold value, thereby avoiding the long-term standby of the assembly and reducing the energy consumption of the system, and prolonging the service life of the device. The precise distance monitoring and wake-up mechanism can ensure that the deformation sensing assembly 23 enters the working state in time when the ship approaches, avoid the initial data loss caused by the start-up delay, and ensure the integrity of the berthing monitoring and the timeliness of the control. The hierarchical wake-up logic can dynamically adjust the working mode of the assembly according to the distance, reduce the invalid operation while improving the response speed, optimize the system resource allocation, and enhance the stability and reliability of the berthing process.

[0177] The application further provides a control method of a rubber fender berthing system, which is applied to an electronic device in the rubber fender berthing system and includes the following steps:

[0178] In step S101, the contact pressure distribution transmitted by the pressure sensing layer is acquired.

[0179] In step S102, the deformation angle and displacement amount transmitted by the fiber grating sensor are acquired.

[0180] In step S103, the initial torque value transmitted by the torque sensor is acquired.

[0181] In step S104, the target current input to the electromagnetic coil group is determined according to the contact pressure distribution, the deformation angle, the displacement amount and the initial torque value, so that the magnetorheological fluid reaches the target viscosity value range.

[0182] For the specific introduction of the above steps, refer to the introduction of the rubber fender berthing system in the foregoing description, and no further description is given here.

[0183] The control method of the rubber fender berthing system provided by the embodiments of the present application synchronously acquires the contact pressure distribution, the deformation angle, the displacement amount and the initial torque value, captures the impact state of the ship berthing in multiple dimensions, provides a comprehensive basis for current regulation, and avoids control deviation caused by one-sidedness of a single parameter. Based on the multi-source data, the target current is accurately determined, the viscosity of the magneto-rheological fluid is adjusted to the target range, the dynamic matching of the damping force and the impact strength is realized, the light berthing of small ships can be buffered, the strong impact of large ships can be resisted, and the berthing safety is improved. From the closed loop process of data acquisition to current control, the system ensures quick response to real-time working conditions (response time < 100 ms), avoids the limitation of fixed buffering performance of traditional fenders, enhances the adaptability to complex berthing scenes, and guarantees the regulation accuracy and stability.

[0184] Although the embodiments of the present application are described in conjunction with the drawings, various modifications and changes can be made by those skilled in the art without departing from the spirit and scope of the present application, and such modifications and changes fall within the scope defined by the appended claims.

Claims

1. A rubber fender berthing system, characterized in that, The rubber fender berthing system includes a dock fixing frame, arrayed fender modules, and electronic equipment. Each fender module includes an outer protective plate, a magnetorheological fluid control device, and a deformation sensing component. Both the magnetorheological fluid control device and the deformation sensing component are communicatively connected to the electronic equipment. The outer protective plate is connected to the dock fixing frame via a flexible hinge; The magnetorheological fluid control device is located between the outer protective plate and the dock fixing frame. It includes a magnetorheological fluid buffer chamber filled with magnetorheological fluid and equipped with a spiral flow guiding structure. An electromagnetic coil group is wound around the outside of the magnetorheological fluid buffer chamber. The electromagnetic coil group is used to generate a magnetic field when energized to change the morphology of the magnetorheological fluid. The spiral flow guiding structure is used to stir the magnetorheological fluid to achieve orderly flow of the magnetorheological fluid. The deformation sensing component includes a pressure sensing layer built into the inner side of the outer liner, fiber Bragg grating sensors distributed along the edge of the outer liner, and a torque sensor built into the elastic hinge. The pressure sensing layer is used to collect the contact pressure distribution between the ship and the outer liner in real time. The fiber Bragg grating sensors are used to monitor the deformation angle and displacement of the outer liner in real time. The torque sensor is used to collect the initial torque value at the elastic hinge. The electronic device is used to determine the target current input to the electromagnetic coil group based on the contact pressure distribution, the deformation angle, the displacement, and the initial torque value, so that the magnetorheological fluid reaches the target viscosity range.

2. The rubber fender berthing system according to claim 1, characterized in that, The spiral flow guiding structure consists of several sets of coaxial nested spiral blades. The surface of the blades is coated with a nano-scale hydrophobic coating, and a spiral flow guiding channel is formed between adjacent spiral blades.

3. The rubber fender berthing system according to claim 2, characterized in that, The magnetorheological fluid control device further includes a drain valve and a level sensor, wherein both the drain valve and the level sensor are communicatively connected to the electronic device; the level sensor is installed inside the magnetorheological fluid buffer chamber; the inlet of the drain valve is connected to the end of the spiral guide channel, and the inlet height is higher than the bottom of the magnetorheological fluid buffer chamber; a filter screen is provided at the inlet of the drain valve, and the filter screen is used to filter the magnetorheological fluid; wherein: The liquid level sensor is used to detect the water level in the magnetorheological fluid buffer chamber; The electronic device is used to control the drain valve to open when the water level is greater than a preset water level threshold, so as to discharge the seawater inside the magnetorheological fluid buffer chamber.

4. The rubber fender berthing system according to claim 1, characterized in that, The magnetorheological fluid control device further includes a flow control valve, which is communicatively connected to the electronic device, wherein: The flow control valve is installed on the bypass pipe of the magnetorheological fluid buffer chamber. Under the control of the electronic device, it uses an electromagnetic drive to control the flow rate of the magnetorheological fluid in the magnetorheological fluid buffer chamber.

5. The rubber fender berthing system according to claim 1, characterized in that, The electronic device is used to determine the target current input to the electromagnetic coil group based on the contact pressure distribution, the deformation angle, the displacement, and the initial torque value, so that the viscosity value of the magnetorheological fluid reaches the target viscosity value range.

6. The rubber fender berthing system according to claim 5, characterized in that, The electronic device is used to extract features from the contact pressure distribution, the deformation angle, the displacement, and the initial torque value to generate a target feature vector. The target feature vector is input into a preset target current determination model to determine the target current input to the electromagnetic coil group.

7. The rubber fender berthing system according to claim 1, characterized in that, The outer protective plate has a replaceable wear-resistant layer on its outer side, and the surface of the wear-resistant layer is distributed with hemispherical protrusions.

8. The rubber fender berthing system according to claim 1, characterized in that, The deformation sensing component further includes a temperature sensor, which is mounted on one side of the torque sensor; the temperature sensor is communicatively connected to the electronic device, wherein: The temperature sensor is used to monitor the operating temperature of the torque sensor in real time. The electronic device is used to correct the initial torque value monitored by the torque sensor according to the operating temperature to obtain the target initial torque value; The electronic device is used to control the target current input to the electromagnetic coil group according to the contact pressure distribution, the deformation angle, the displacement, and the target initial torque value, so that the magnetorheological fluid reaches the target viscosity range.

9. The rubber fender berthing system according to claim 1, characterized in that, The outer side of the outer cladding includes a laser rangefinder sensor, which is used to detect the distance between the ship and the outer cladding; the laser rangefinder sensor is communicatively connected to the electronic device, wherein: The electronic device is used to wake up the deformation sensing component when the distance is less than or equal to a preset distance threshold.

10. A control method for a rubber fender berthing system, applied to the electronic equipment in the rubber fender berthing system according to any one of claims 1-9, characterized in that, Includes the following steps: Obtain the contact pressure distribution transmitted by the pressure sensing layer; Obtain the deformation angle and displacement transmitted by the fiber Bragg grating sensor; Obtain the initial torque value transmitted by the torque sensor; Based on the contact pressure distribution, the deformation angle, the displacement, and the initial torque value, the target current input to the electromagnetic coil group is determined so that the magnetorheological fluid reaches the target viscosity range.

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