Springboard auxiliary system and regulation and control method thereof

Abstract

The invention discloses a springboard auxiliary system and a regulation and control method thereof, and relates to the technical field of ship roll-on and roll-off equipment. The system comprises at least one force sensor which is installed at a key node of a springboard and is used for collecting structure stress data of the springboard in real time; the at least one distance detector is distributed on the multi-section springboard and is used for identifying the real-time position of the lighted goods on the springboard; the tension applying device is connected to a preset fixing point of the springboard and used for applying controllable oblique tension to the springboard; and the controller is electrically connected with the force sensor, the distance detector and the tension applying device and is used for receiving and processing sensor data, dynamically calculating to-be-compensated tension in combination with a preset model library and outputting an instruction to the tension applying device. By means of a closed-loop control framework, dynamic compensation and safe regulation and control over the bearing capacity of the springboard are achieved, a ship can bear lightering work which reaches up to 150% of the rated load under the safe condition, and the lightering capacity, the work efficiency and the safety are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of ship roll-on / roll-off equipment technology, and more specifically, to a ramp auxiliary system and control method for improving the cargo transshipment capacity of ships. Background Technology

[0002] Ro-Ro car carriers are an important specialized type of vessel in modern logistics systems. Their stern ramps, serving as a crucial passage connecting the dock and the ship's hold, bear the core function of loading and unloading vehicles and cargo. Stern ramps are typically composed of multiple hinged ramp sections, and their structural strength is generally designed according to a preset maximum transshipment load, with limited safety redundancy.

[0003] In actual operations, due to the variety of cargo types and complex loading conditions, the actual weight of the cargo being transferred often exceeds the original design load of the gangway. Under such overload conditions, on the one hand, the pressure of the gangway on the dock is too great, which can easily cause damage to the dock surface; on the other hand, the local stress of the gangway body, especially at the joints of each section, will significantly exceed the limit, and long-term accumulation will lead to structural fatigue damage, and in severe cases, even cause the gangway to deform or break, affecting the normal operation of the ship and navigation safety.

[0004] In existing technologies, improving the transport capacity of scaffolding platforms typically involves passive reinforcement methods, such as increasing the structural strength of the platform or replacing it with higher-specification materials. However, these methods are costly to implement, time-consuming, and cannot dynamically address sudden overload conditions without interrupting operations. Furthermore, traditional scaffolding platforms lack real-time stress monitoring and active control mechanisms, making it difficult for operators to promptly grasp the platform's real-time load-bearing status. They can only rely on experience to make judgments, posing significant safety hazards.

[0005] Therefore, how to sense the load-bearing status of the gangplank in real time and actively intervene to reduce the pressure on the dock and structural stress without interrupting the transshipment operation, thereby improving the gangplank transshipment capacity while ensuring safety, has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0006] The present invention aims to provide a gangway auxiliary system and its control method for improving the cargo transshipment capacity of ships, so as to solve the technical problems of structural stress concentration, high safety risks and difficulty in dynamic compensation caused by load changes during cargo transshipment of existing gangways.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] In a first aspect, the present invention provides a gangway auxiliary system for improving the cargo transshipment capacity of ships. The system includes at least one force sensor, at least one distance detector, a tension application device, and a controller. The force sensor is installed at key nodes of the gangway to collect real-time structural stress data of the gangway; the distance detector is distributed across multiple gangway sections to identify the real-time position of the transshipment cargo on the gangway; the tension application device is connected to a preset fixed point on the gangway to apply a controllable oblique tension to the gangway; the controller is connected to the force sensor, distance detector, and tension application device respectively, to receive and process sensor data, dynamically calculate the required compensation tension based on a preset model library, and output commands to the tension application device to adjust the tension applied to the gangway.

[0009] In addition to the above-mentioned technical features, the present invention has also made optimizations and improvements in the following aspects:

[0010] As a preferred embodiment of the present invention, in terms of sensor layout, the force sensor is installed at the connection point of two adjacent ramp sections to monitor the load change at the connection point of the two adjacent ramp sections; the distance detector is preferably an ultrasonic detector, which is respectively set on each ramp section to locate the segment position of the vehicle or cargo on the ramp section in real time.

[0011] As a preferred technical solution of the present invention, in terms of the actuator, the tension application device includes a wire rope and a winch. One end of the wire rope is connected to a fixed point above the rear end of the first section of the plank, and the other end is driven by the winch. The tension is dynamically adjusted by winding and unwinding the wire rope.

[0012] As a preferred embodiment of the present invention, in terms of control strategy, the controller is a PLC controller with a built-in multi-condition model library. It is used to determine the scaffold's load-bearing state based on real-time collected force sensor data, distance detector data, and wire rope tension data, and to generate corresponding tension control commands. The system employs a closed-loop feedback control mechanism, dynamically adjusting the tension output based on updated sensor data in each control cycle to ensure that the scaffold's force remains within a safe range.

[0013] As a preferred embodiment of the present invention, in terms of safety mechanisms, the system further includes a safety mechanism module. When the scaffold's load-bearing state enters a preset maximum risk range, the system triggers an alarm and sets the wire rope tension to the maximum safe value. Simultaneously, when the force sensor value falls below a preset threshold, the system automatically reduces the tension to prevent the scaffold from detaching from the dock and ensures that the scaffold remains in contact with the dock surface.

[0014] As a preferred technical solution of the present invention, in terms of data processing, the controller compares the real-time collected force sensor, distance detector and tension data with the multi-condition model library to determine the current load-bearing range of the ramp, and generates a compensation tension command accordingly.

[0015] Secondly, this invention provides a method for assisted control of a scaffolding based on the aforementioned system. This method includes the following steps: First, real-time acquisition of data from force sensors and distance detectors; simultaneously, acquisition of the current tension value of the wire rope; next, comparison of the acquired data with a model library to determine the scaffolding's load-bearing state; then, dynamic calculation of the required compensation tension based on the determination result, and outputting instructions to the winch system to adjust the wire rope tension; finally, the above steps are executed cyclically to form a closed-loop control, ensuring that the scaffolding's stress remains optimized and safe throughout the entire transshipment process.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] This invention integrates sensing and monitoring, intelligent judgment, and active control functions to achieve dynamic compensation and safe control of the ramp's load-bearing capacity without excessively raising the ramp or affecting normal passage. Compared with existing technologies, it has the following advantages:

[0018] 1. Significantly improves transshipment capacity and operational efficiency.

[0019] This invention overcomes the bottleneck of limited strength redundancy in traditional gangway structures. By actively applying controllable oblique tension, it effectively reduces stress at key nodes of the gangway and contact pressure at the dock, enabling ships to carry up to 50% of their rated load for transshipment operations under safe conditions. Real-time control is achieved without interrupting vehicle traffic, with response delays controlled within a few seconds, significantly improving the operational adaptability and loading / unloading efficiency of roll-on / roll-off vessels.

[0020] 2. Intelligent real-time sensing and precise control

[0021] The system employs multi-source sensor fusion technology. Force sensors collect real-time load changes at the ramp connection points, while distance detectors precisely locate the section of cargo on the ramp. This data, along with the current tension value of the wire rope, is synchronously input into the PLC controller. The controller compares the real-time data with a built-in multi-condition model library to accurately determine the ramp's current load-bearing range, automatically generating the optimal compensation tension command and driving the winch system to execute it. The closed-loop feedback control mechanism ensures that the tension output is dynamically adjusted based on the latest operating conditions in each control cycle, achieving precise, rapid, and automatic intelligent intervention.

[0022] 3. Multiple safety safeguards and structural protection

[0023] The system incorporates a comprehensive safety mechanism: when the scaffold's load-bearing capacity enters the preset highest-risk range, an alarm is immediately triggered and the wire rope tension is set to the maximum safe value to prevent structural damage or accidents; when the force sensor reading falls below a preset threshold, indicating a risk of the scaffold detaching from the dock, the system automatically reduces the tension to ensure the scaffold remains in contact with the dock surface. Real-time tension control effectively prevents scaffold overload damage, significantly reduces the risk to the ship and dock structures, and ensures the safety of personnel and equipment.

[0024] 4. Strong versatility and scalability

[0025] The system hardware adopts a modular design, and the force sensors, distance detectors, and tension application devices can be flexibly adapted to different tonnages and structures of roll-on / roll-off vessels, making installation convenient. The controller's model library supports online updates and expansions, and can optimize control strategies according to different cargo types, weight distribution characteristics, and operating conditions, adapting to diverse transshipment needs and exhibiting good versatility and scalability.

[0026] In summary, this invention, through a closed-loop control architecture of "perception-judgment-response-feedback," organically combines structural mechanics monitoring, cargo location identification, and active tension intervention to form a complete system for dynamically enhancing the load-bearing capacity and ensuring safety of the gangway. This system not only actively compensates for structural load-bearing capacity under overload conditions but also optimizes stress distribution and extends gangway lifespan under normal conditions, achieving a technological leap from passively bearing loads to actively regulating stress. Compared to traditional passive gangway structures, this invention endows ship transshipment operations with intelligent adaptive capabilities, maximizing loading and unloading efficiency while ensuring absolute safety, and providing a comprehensive technical solution for roll-on / roll-off transportation that combines safety, efficiency, and intelligence. Attached Figure Description

[0027] Figure 1 This is a three-dimensional structural diagram of the springboard auxiliary system in Embodiment 1 of the present invention;

[0028] Figure 2 This is a front view of the springboard auxiliary system in Embodiment 1 of the present invention;

[0029] Figure 3 This is an electrical connection block diagram of the scaffolding auxiliary system in Embodiment 1 of the present invention;

[0030] Figure 4 This is a flowchart of the control logic of the springboard auxiliary system in Embodiment 1 of the present invention.

[0031] Explanation of markings in the diagram:

[0032] 1-Force sensor; 2-Distance detector; 3-Force application device. Detailed Implementation

[0033] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0034] I. Explanation of descriptive terms used in this invention

[0035] The embodiments provided in conjunction with the technical solutions of this invention are intended to make the invention more thorough and complete, and to fully express the scope of the invention to those skilled in the art. It should be noted that unless otherwise specifically stated in this invention, the relative arrangements of components described in these embodiments should be interpreted as merely exemplary and not as a limitation on the technical solutions of this invention.

[0036] In this invention, when directional terms such as "up," "down," "left," "right," "bottom," and "top" are used, they are defined relative to the directions shown in the accompanying drawings and are used only to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly. These or other directional terms should not be construed as restrictive terms.

[0037] In this invention, the terms "a," "an," "an," "the," and similar words used do not indicate quantity limitations and can represent singular or plural. The terms "comprising," "including," "having," and any variations thereof used in this invention are intended to cover non-exclusive inclusion; the terms "first," "second," "third," etc., used in this invention are merely to distinguish similar objects and do not represent a specific ordering of objects.

[0038] In this invention, when a specific device is described as being located between a first device and a second device, an intermediary device may or may not be present between the specific device and the first or second device. When a specific device is described as being connected to other devices, the specific device may be directly connected to the other devices without an intermediary device, or it may be not directly connected to the other devices but have an intermediary device.

[0039] Furthermore, this invention does not discuss in detail the technologies and equipment known to those skilled in the art, but where appropriate, such technologies and equipment should be considered part of the specification.

[0040] II. The core technical problem to be solved by the technical solution of this application

[0041] The stern ramp of a roll-on / roll-off car carrier, serving as a crucial passage connecting the dock and the ship's hold, is typically composed of multiple articulated ramp sections. Its structural strength is generally designed based on a preset maximum transshipment load, with limited safety redundancy. In actual operations, due to the diverse types of cargo and complex loading conditions, the actual weight of the transshipped cargo often exceeds the ramp's original design load. Under such overload conditions, on the one hand, the ramp exerts excessive pressure on the dock, easily causing damage to the dock surface; on the other hand, the local stress on the ramp itself, especially at the joints between sections, significantly exceeds limits. Long-term accumulation will lead to structural fatigue damage, and in severe cases, even deformation or breakage of the ramp, affecting normal ship operations and navigation safety.

[0042] In existing technologies, improving the transport capacity of scaffolding platforms typically involves passive reinforcement methods, such as increasing the structural strength of the platform or replacing it with higher-specification materials. However, these methods are costly to implement, time-consuming, and cannot dynamically address sudden overload conditions without interrupting operations. Furthermore, traditional scaffolding platforms lack real-time stress monitoring and active control mechanisms, making it difficult for operators to promptly grasp the platform's real-time load-bearing status. They can only rely on experience to make judgments, posing significant safety hazards.

[0043] Therefore, how to sense the load-bearing status of the gangplank in real time and actively intervene to reduce the pressure on the dock and structural stress without interrupting the transshipment operation, thereby improving the gangplank transshipment capacity while ensuring safety, has become a technical problem that urgently needs to be solved by those skilled in the art.

[0044] III. Based on the above problems, the present invention specifically provides a technical solution to solve these problems. The following describes specific embodiments and references the appendix. Figures 1-4 As shown, the technical solution, working principle, and technical effects of the present invention will be explained in detail.

[0045] Example 1

[0046] like Figure 1 , Figure 2 As shown, this embodiment provides a gangway auxiliary system for improving the cargo transshipment capacity of ships. The ship's stern gangway consists of three sections: a first section, a second section, and a third section. The system includes at least one force sensor 1, at least one distance detector 2, a tension application device 3, and a controller.

[0047] Force sensor 1 is installed at key nodes of the scaffolding plank. In this embodiment, it is specifically installed at the connection points between adjacent scaffolding planks, namely the connection points between the first and second scaffolding planks and the connection points between the second and third scaffolding planks. It is used to collect structural force data of the scaffolding planks in real time, focusing on monitoring the load changes at the connection points between adjacent scaffolding planks. Force sensor 1 is a high-precision strain gauge sensor, which can sensitively capture minute force changes.

[0048] Distance detector 2 is an ultrasonic detector, installed on each of the three gangplank sections, one on each section, to locate the vehicle or cargo's position on the gangplank section in real time. Distance detector 2 accurately determines the cargo's current location on the gangplank section by emitting ultrasonic waves and receiving reflected signals, providing positional information for subsequent tension control.

[0049] The tension application device 3 is connected to a preset fixed point on the plank, and specifically includes a wire rope and a winch. One end of the wire rope is connected to a fixed point above the rear end of the first plank, and the other end is driven by the winch, which is driven by a variable frequency motor. The diagonal tension on the plank is dynamically adjusted by winding and unwinding the wire rope.

[0050] The controller is a PLC controller, electrically connected to the winch of force sensor 1, distance detector 2, and tension application device 3, respectively. The PLC controller has a built-in multi-condition model library, used to determine the plank bearing status based on real-time collected force sensor data, distance detector data, and wire rope tension data, and to generate corresponding tension control commands to be output to the winch. In this embodiment, the PLC controller is also connected to a human-machine interface touchscreen for parameter display and manual intervention.

[0051] The control logic and workflow of this system are as follows: Figure 3 , Figure 4 As shown, a closed-loop feedback control mechanism is adopted, which specifically includes the following steps:

[0052] The first step is to collect data from force sensor 1 and distance detector 2 in real time to obtain the current load value at the connection point of the ramp and the section position of the goods on the ramp;

[0053] The second step is to obtain the current tension value of the wire rope and collect it synchronously as an input parameter.

[0054] The third step is for the PLC controller to compare the three sets of data collected above with the built-in multi-condition model library to determine the current load range of the jump board.

[0055] The fourth step is to dynamically calculate the required compensation tension based on the judgment results. If the scaffold load is close to or exceeds the safety threshold of each section, the system will automatically calculate the required compensation tension and output a command to the winch to adjust the wire rope tension.

[0056] Fifth step: The winch motor power is adjusted to change the tension of the wire rope, and then the reading of force sensor 1 is updated;

[0057] The sixth step is to repeat the above steps in a loop to form a closed-loop control. In each control cycle, the tension output is dynamically adjusted based on the updated sensor data to ensure that the force on the ramp is always within a safe range.

[0058] This system also has a built-in security mechanism module, which includes two protection modes:

[0059] (1) Overload protection mode: When the scaffold load-bearing state enters the preset highest risk range, the system immediately triggers an alarm (the alarm information can be displayed on the touch screen or an external sound and light alarm can be connected), and sets the wire rope tension to the maximum safe value to avoid structural damage or safety accidents.

[0060] (2) Anti-detachment protection mode: When the value of force sensor 1 is lower than the preset threshold (indicating that the scaffolding is at risk of detaching from the dock), the system automatically reduces the pulling force to prevent the scaffolding from detaching from the dock and ensure that the scaffolding always fits the dock surface.

[0061] All control operations are completed without interrupting vehicle traffic, and the response delay is controlled within a few seconds.

[0062] Based on the above structure and working principle, this embodiment can achieve the following technical effects:

[0063] (1) Significantly improve transshipment capacity: enable ships to carry up to 50% of their rated load for transshipment operations under safe conditions;

[0064] (2) Intelligent real-time perception and precise control: Based on multi-source sensor fusion and model comparison, precise, rapid and automatic intervention is achieved;

[0065] (3) Multiple safety guarantees: Through the dual mechanisms of overload protection and anti-detachment protection, the overload damage or detachment of the gangway is effectively prevented, significantly reducing the risk to the ship and the dock structure;

[0066] (4) Operation is uninterrupted: All adjustments are completed during vehicle passage, without affecting normal loading and unloading efficiency.

[0067] Example 2

[0068] The difference between this embodiment and Embodiment 1 lies in the way the distance detector is set.

[0069] In this embodiment, the distance detector 2 still uses an ultrasonic detector, but the number is increased to two per section of the scaffolding, which are respectively arranged at the front and rear ends of the scaffolding. This is used to more accurately locate the specific position of the goods on the scaffolding, and can not only identify the section where the goods are located, but also determine the movement trend of the goods in that section (entering or leaving).

[0070] Thanks to the dual-detector layout, this embodiment further improves the accuracy of cargo position identification, enabling earlier prediction of load change trends and more timely response of the PLC controller's tension control. Testing shows that the control response time of this embodiment is reduced by approximately 20% compared to Embodiment 1. When cargo rapidly passes over the ramp, the stability of tension compensation is superior, further enhancing the safety and comfort of the transshipment operation.

[0071] Example 3

[0072] The difference between this embodiment and Embodiment 1 lies in the structure of the tension application device.

[0073] In this embodiment, the tension application device 3 still includes a wire rope and a winch, but a tension sensor (not shown in the figure) is added at the connection point between the wire rope and the first section of the jumper. The tension sensor is electrically connected to the PLC controller and is used to provide real-time feedback on the actual tension value of the wire rope, forming a more accurate closed-loop control.

[0074] Furthermore, the winch in this embodiment is driven by a servo motor. Compared with the variable frequency motor in Embodiment 1, the servo motor has higher control precision and response speed, and can achieve micron-level adjustment of the pulling force output.

[0075] Thanks to the adoption of direct feedback from a tension sensor and servo motor drive, this embodiment significantly improves the accuracy of tension control. Testing shows that the tension output error is controlled within ±1%, enabling more precise control of the ramp stress within a safe threshold during the transfer of overweight cargo, further enhancing the system's safety redundancy. Simultaneously, more precise tension control reduces the need for frequent and large adjustments to the wire rope, extending the service life of both the wire rope and the winch.

[0076] Example 4

[0077] The difference between this embodiment and Embodiment 1 lies in the controller's model library update mechanism.

[0078] In this embodiment, the PLC controller's built-in multi-condition model library supports online updates and expansion. The controller connects to the ship's network or cloud server via a communication interface (such as an Ethernet interface) and can periodically receive the latest condition model data, including optimized control strategies for different cargo types (such as wheeled vehicles, tracked vehicles, containers, etc.), different weight distribution characteristics, and different sea conditions.

[0079] This embodiment also includes a data recording module, which can locally store sensor data, tension control data, and final results for each transshipment operation, and supports exporting and analysis. Operators can select the "model self-learning" mode via the touchscreen, and the system automatically optimizes control parameters based on historical data.

[0080] Thanks to its online model library updates and self-learning capabilities, this embodiment exhibits significantly enhanced adaptability. For new types of goods or special operating conditions, optimal control can be achieved by updating the model library without modifying the hardware, enabling the system to continuously evolve and optimize its control strategies over long-term use, further improving transshipment capabilities and safety.

[0081] Example 5

[0082] The difference between this embodiment and Embodiment 1 is that the installation location of the force sensor is further expanded.

[0083] In this embodiment, in addition to installing force sensor 1 at the connection between two adjacent gangplanks, force sensors are also added at key nodes such as the contact point between the gangplank and the dock, and the hinge point between the gangplank and the hull, forming a multi-point distributed sensing network.

[0084] At the same time, the model library of the PLC controller has been upgraded accordingly, enabling it to process multi-sensor fusion data and perform three-dimensional modeling of the overall stress distribution of the scaffold. This not only determines the current load-bearing state but also predicts the development trend of stress concentration areas.

[0085] Thanks to the use of a multi-point distributed sensor network, this embodiment offers enhanced capabilities in structural health monitoring. The system not only enables tension compensation and control but also provides long-term monitoring and early warning of fatigue damage to the gangway, offering data support for gangway maintenance and further improving the overall safety and reliability of the ship's roll-on / roll-off system.

[0086] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

[0087] Furthermore, the technical solutions of the various embodiments can be combined with each other, but only if they are feasible for those skilled in the art. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

Claims

1. A springboard assistance system, characterized in that, include: At least one force sensor is installed at a key node of the scaffolding to collect real-time structural force data of the scaffolding. At least one distance detector, distributed on multiple sections of the gangplank, is used to identify the real-time position of the transshipped cargo on the gangplank; A tension application device, connected to a preset fixing point on the plank, is used to apply a controllable oblique tension to the plank; as well as The controller is electrically connected to the force sensor, distance detector and tension application device respectively. It is used to receive and process sensor data, dynamically calculate the required compensation tension in combination with a preset model library, and output instructions to the tension application device to adjust the tension applied to the springboard.

2. The springboard assistance system according to claim 1, characterized in that, The force sensor is installed at the connection point of two adjacent scaffold sections to monitor load changes at the connection point.

3. The springboard assistance system according to claim 1, characterized in that, The distance detectors are ultrasonic detectors, which are installed on each section of the ramp to locate the vehicle or cargo in real time within a section of the ramp.

4. The springboard assistance system according to claim 1, characterized in that, The tension application device includes a wire rope and a winch. One end of the wire rope is connected to a fixed point above the rear end of the first section of the plank, and the other end is driven by the winch. The tension is dynamically adjusted by winding and unwinding the wire rope.

5. The springboard assistance system according to claim 1, characterized in that, The controller is a PLC controller with a built-in multi-condition model library. It is used to determine the load-bearing status of the scaffolding based on real-time collected force sensor data, distance detector data, and wire rope tension data, and to generate corresponding tension control commands.

6. The springboard assistance system according to claim 1, characterized in that, The system adopts a closed-loop feedback control mechanism, which dynamically adjusts the tension output based on the updated sensor data in each control cycle to ensure that the force on the ramp is always within a safe range.

7. The springboard assist system according to claim 1, characterized in that, It also includes a safety mechanism module. When the scaffold's load-bearing state enters the preset highest risk range, the system triggers an alarm and sets the wire rope tension to the maximum safe value.

8. The springboard assistance system according to claim 1, characterized in that, When the force sensor reading is below a preset threshold, the system automatically reduces the tension to prevent the gangway from detaching from the dock and ensures that the gangway always remains in contact with the dock surface.

9. A control method for the springboard assist system according to any one of claims 1 to 8, characterized in that, Includes the following steps: Real-time acquisition of data from force sensors and distance detectors; Get the current tension value of the wire rope; The collected data is compared with the model library to determine the load-bearing status of the springboard; The required compensation tension is dynamically calculated based on the judgment result; and a command is output to the winch system to adjust the wire rope tension. The above steps are repeated cyclically to form a closed-loop control.

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