DP power intelligent self-propelled barge control system

Abstract

The invention discloses a DP power intelligent self-propelled barge control system which comprises a barge main body and a control system, the barge main body comprises a self-propelled barge with autonomous power, a cargo deck is arranged above the self-propelled barge, containers are stacked on the cargo deck, a bearing plate for bearing the containers is arranged above the cargo deck, and the control system is arranged on the barge main body. A hydraulic controller is fixedly installed at the front end of the upper portion of the cargo deck, and the hydraulic controller is connected with the bearing plate through a telescopic hydraulic rod. According to the DP power intelligent self-propelled barge control system, after cargo loading is completed, the hydraulic controller is started according to the cargo gravity center condition, the hydraulic controller pushes or pulls the bearing plate through the hydraulic rod, the bearing plate slides relative to the cargo deck, and therefore the position of the whole cargo relative to the cargo deck is adjusted; finally, the purpose of adjusting the cargo gravity center is achieved, and the stability of the hull during sailing is improved.

Description

Technical Field

[0001] This invention relates to the field of self-propelled barge technology, specifically a DP-powered intelligent self-propelled barge control system. Background Technology

[0002] A self-propelled barge is a barge that has its own power unit and can navigate independently. Barges themselves do not have a power unit and are designed with a flat bottom and box shape. They are mainly used to carry cargo and need to be towed or pushed by tugboats to move. A self-propelled barge refers to a vessel that has its own propulsion system (such as a diesel engine or propeller) and can navigate by its own power.

[0003] As in the prior art, Chinese patent application number CN200310121731.3 discloses a self-propelled barge with a simple structure that can navigate by itself while its stern can easily approach the shore and can properly balance the hull. The engine room with the engine and propeller is located below the stern of the hull. In order to maintain the balance of the hull and make the stern approach the shore, the bow part of the hull corresponding to the engine room is provided with a floating bridge and a cabin. The deck above the hull has a cargo loading part.

[0004] For example, in the prior art, Chinese patent application number CN202110117664.6 discloses a deck barge, including a main hull, with a main deck provided on the upper surface of the main hull. The bow of the main deck is rotatably connected to a bow ramp, and the stern of the main deck is rotatably connected to a stern ramp. The middle part of the main deck is a cargo storage area. Main deck compartments are respectively provided on the left and right sides of the bow of the main deck. A cargo loading passage is provided between the left and right main deck compartments. One end of the cargo loading passage is connected to the cargo storage area in the middle of the main deck, and the other end of the cargo loading passage is connected to the bow ramp. The ramps provided at the bow and stern of the main deck allow cargo vehicles to pass smoothly, and the passage is located above the cargo holding platform.

[0005] Based on the above information, it can be seen that barges are mostly used for cargo transportation in the existing technology. However, in actual use, when loading some irregular cargo (such as precast beams), the cargo cannot be stacked evenly and neatly, which will cause the ship's center of gravity to shift, resulting in severe swaying of the hull when encountering wind and waves. Summary of the Invention

[0006] The purpose of this invention is to provide a DP-powered intelligent self-propelled barge control system to solve the problem of severe swaying caused by the shift of the ship's center of gravity when loading irregular cargo, as mentioned in the background art.

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

[0008] A DP-powered intelligent self-propelled barge control system includes a barge body and a control system. The barge body includes a self-propelled barge with autonomous power. Above the self-propelled barge is a cargo deck on which containers are stacked. Above the cargo deck is a support plate for supporting the containers. A hydraulic controller is fixedly installed at the front end of the cargo deck, and the hydraulic controller is connected to the support plate by a telescopic hydraulic rod. A sliding mechanism for adjusting the center of gravity is provided between the support plate and the cargo deck. Moving rollers are provided inside the receiving grooves opened on the upper surface of the cargo deck, and a friction plate with a roughened surface is fixedly installed on the upper surface of the cargo deck. Stabilizing plates for reducing the barge's sway are provided on the left and right sides of the self-propelled barge, and reinforcing strips with equal spacing are fixedly installed on the lower surface of the stabilizing plates. A buoyancy mechanism is provided on the outside of the stabilizing plates.

[0009] Preferably, the sliding mechanism includes guide sliders fixedly installed on the left and right sides of the bearing plate, and the guide sliders are slidably connected to guide rails fixedly installed on the upper surface of the cargo deck.

[0010] Preferably, the upper surface of the bearing plate is fixedly installed with limiting blocks for positioning the container at equal intervals, and the front and rear ends of the upper surface of the bearing plate are fixedly installed with fixing blocks for fixing ropes.

[0011] Preferably, a large air pump is fixedly installed in the middle of the accommodating groove, and the movable roller is rotatably installed outside the connecting block inside the accommodating groove.

[0012] Preferably, the connecting block and the movable roller are provided with interconnected cavity structures, and a lifting airbag is fixedly installed on the outer surface of the movable roller.

[0013] Preferably, the internal cavity of the movable roller is connected to the lifting airbag, and the lifting airbag is pressed against the lower surface of the support plate, and the connecting block is connected to a large air pump through a delivery hose.

[0014] Preferably, the outer surface of the stabilizing plate is fixedly equipped with equally spaced anti-collision airbags, and the stabilizing plate is connected to the winch inside the self-propelled barge via connecting ropes.

[0015] Preferably, the buoyancy mechanism includes buoyancy airbags fixedly installed on the outer surface of the stabilizing plate, and the buoyancy airbags and anti-collision airbags are distributed at intervals.

[0016] Preferably, the stabilizing plate is rotatably connected to the connecting slider via a mounting shaft, and the connecting slider is slidably connected to the guide slide rod, and the guide slide rod is fixedly installed on the outside of the side hull of the self-propelled barge.

[0017] Preferably, the control system includes a perception layer, a decision-making layer, and an execution layer:

[0018] The perception layer includes a BeiDou satellite positioning module, a multibeam echo sounder module, an attitude and motion sensor module, an environmental sensor module, and a loading monitoring sensor module.

[0019] The decision-making layer includes a main control computer, a 3D environment modeling and fusion module, an intelligent path planning module, a dynamic positioning controller, and a dynamic load calculation module;

[0020] The execution layer includes an azimuth thruster, a bow thruster, a ballast water system, and a steering gear system;

[0021] The control system includes the following steps:

[0022] S1, High-precision positioning and 3D environment modeling

[0023] Once the self-propelled barge enters the work area, the system powers on and performs a self-test. All sensor data begins to be collected, and the Beidou terminal continuously outputs centimeter-level position data. The multi-beam sonar performs a "plow-like" scan of the underwater terrain with a fan-shaped beam, generating dense point cloud data. The 3D environment modeling module fuses the planar coordinates of Beidou positioning with the depth data of the multi-beam sonar. Through real-time gridding or digital elevation model technology, it generates and continuously updates a 3D visualized environment model that includes water depth, contour lines, and obstacle boundaries.

[0024] S2, Fully Automatic Intelligent Navigation

[0025] The operator inputs or selects the destination coordinates on the integrated display terminal. The intelligent path planning module, based on a three-dimensional environment model, takes into account water depth, obstacles, and navigation rules, and automatically generates an optimal global reference path. The ship sails along the planned path. The dynamic positioning controller continuously calculates the deviation between the current position and the desired path, and dynamically distributes commands to each thruster by solving the control law, generating precise thrust and torque. The system compares the perceived obstacles (judged by fusion of AIS, radar, or vision systems) with the current environment model in real time. Once a collision risk is detected, the local path planning module immediately intervenes and generates a smooth and safe local detour path based on the global path. The dynamic positioning controller then responds to the new path command, controls the ship to automatically detour around the obstacle, and automatically returns to the original planned route after detour.

[0026] S3, Adaptive Dynamic Load Planning

[0027] When the precast beam is hoisted onto the ship, the loading monitoring sensors detect the weight and center of gravity changes in real time. The dynamic loading calculation module completes a new round of stability calculations within seconds to determine whether the current state meets safety requirements such as heel ≤1°. If not, the module immediately generates a ballast water allocation plan and automatically controls the corresponding water pumps and valves to execute. The entire process requires no manual intervention, ensuring that the ship's stability is always in the best state during loading and the initial stage of navigation.

[0028] S4. Multi-level emergency response

[0029] When the system receives a severe weather forecast or sensors detect environmental conditions exceeding the automatic navigation capability threshold, it will issue an alarm to the operator and suggest switching to remote control mode. After confirmation, control is transferred to the shore-based control center, where experienced pilots remotely operate the vessel via a low-latency communication link. When the system determines that the distance to an obstacle is less than a preset emergency threshold and the conventional obstacle avoidance algorithm may fail, it triggers the highest level of collision warning. The system no longer follows a smooth path planning but immediately triggers a preset emergency command combination of "full-speed reverse + maximum thrust of the side thrusters" to attempt to bring the vessel to a stop or perform emergency lateral displacement in the shortest possible time to avoid a collision. Simultaneously, audible and visual alarms will warn surrounding vessels.

[0030] Compared with the prior art, the beneficial effects of the present invention are as follows: The DP-powered intelligent self-propelled barge control system adopts a novel structural design, the specific details of which are as follows:

[0031] 1. After loading the cargo, activate the hydraulic controller according to the center of gravity of the cargo. The hydraulic controller will push or pull the bearing plate through the hydraulic rod, so that the bearing plate slides relative to the cargo deck (at this time, the guide slider on the side of the bearing plate slides outside the guide rail). This will adjust the position of the cargo relative to the cargo deck, and ultimately achieve the purpose of adjusting the center of gravity of the cargo, thereby improving the stability of the ship during navigation.

[0032] Furthermore, before moving the support plate, the large air pump inside the receiving slot is turned on. At this time, the large air pump delivers air to the cavity inside the connecting block through the delivery hose. Then, the air enters the lifting airbag through the cavity of the connecting block and the moving roller. At this time, the lifting airbag expands and lifts the support plate upward a short distance to facilitate subsequent moving operations.

[0033] 2. The self-propelled barge is equipped with a stabilizing plate on its side. In the event of large waves, the winch inside the hull is turned on to release the pull on the connecting rope. At the same time, air is injected into the buoyancy airbag. The buoyancy airbag, in conjunction with the anti-collision airbag, rotates the stabilizing plate upward, eventually making the stabilizing plate rotate to a horizontal position. This utilizes the resistance between the buoyancy plate and the water surface to improve stability.

[0034] Furthermore, the stabilizing plate is installed between the mounting shaft and the connecting slider, and the connecting slider and the guide rod are connected by a through sliding connection. Thus, when facing different waterlines of the hull, the sliding of the connecting slider outside the guide rod can ensure that the stabilizing plate is above the water surface. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0036] Figure 2 This is a schematic diagram of the cargo deck structure of the present invention;

[0037] Figure 3 For the present invention Figure 2 Enlarged structural diagram at point A in the middle;

[0038] Figure 4 This is a schematic diagram showing the positional relationship between the limiting slider and the limiting slide rail of the present invention;

[0039] Figure 5 This is a schematic diagram of the bearing plate structure of the present invention;

[0040] Figure 6 This is a schematic diagram of the receiving groove structure of the present invention;

[0041] Figure 7 This is a schematic diagram of the movable roller structure of the present invention;

[0042] Figure 8 This is a schematic diagram of the stabilizing plate structure of the present invention;

[0043] Figure 9 For the present invention Figure 8 Enlarged structural diagram at point B;

[0044] Figure 10 This is a schematic diagram of the lower surface structure of the stabilizing plate of the present invention.

[0045] In the diagram: 1. Self-propelled barge; 2. Cargo deck; 3. Container; 4. Load-bearing plate; 5. Limiting block; 6. Fixing block; 7. Hydraulic controller; 8. Hydraulic rod; 9. Guide slider; 10. Guide rail; 11. Friction plate; 12. Receiving groove; 13. Large air pump; 14. Delivery hose; 15. Connecting block; 16. Moving roller; 17. Lifting airbag; 18. Stabilizing plate; 1801. Reinforcing strip; 19. Connecting rope; 20. Connecting slider; 21. Mounting shaft; 22. Guide slide bar; 23. Anti-collision airbag; 24. Buoyancy airbag. Detailed Implementation

[0046] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0047] Example 1: Please refer to Figures 1-7 To improve navigation stability, this embodiment provides the following technical solution, specifically disclosing: a barge body and a control system. The barge body includes a self-propelled barge 1 with autonomous power. Above the self-propelled barge 1 is a cargo deck 2, on which containers 3 are stacked. Above the cargo deck 2 is a support plate 4 for carrying the containers 3. A hydraulic controller 7 is fixedly installed at the front end of the cargo deck 2, and the hydraulic controller 7 is connected to the support plate 4 by a telescopic hydraulic rod 8. A sliding mechanism for adjusting the center of gravity is provided between the support plate 4 and the cargo deck 2. Moving rollers 16 are provided inside the receiving groove 12 opened on the upper surface of the cargo deck 2, and a surface-roughened friction plate 11 is fixedly installed on the upper surface of the cargo deck 2. The sliding mechanism includes components fixedly installed on the left and right sides of the support plate 4. The guide sliders 9 on both sides are slidably connected to the guide rails 10 fixedly installed on the upper surface of the cargo deck 2. The upper surface of the bearing plate 4 is fixedly installed with limit blocks 5 for positioning the container 3 at equal intervals. The front and rear ends of the upper surface of the bearing plate 4 are fixedly installed with fixing blocks 6 for fixing ropes. The middle position of the receiving groove 12 is fixedly installed with a large air pump 13. The moving roller 16 is rotatably installed on the outside of the connecting block 15 inside the receiving groove 12. The connecting block 15 and the moving roller 16 are provided with interconnected cavity structures. The outer surface of the moving roller 16 is fixedly installed with a lifting airbag 17. The cavity inside the moving roller 16 is connected to the lifting airbag 17. The lifting airbag 17 is pressed against the lower surface of the bearing plate 4. The connecting block 15 is connected to the large air pump 13 through the delivery hose 14.

[0048] During cargo transport, the port hoisting equipment lifts the cargo onto the support plate 4 on the cargo deck 2 and stacks it. After loading, the hydraulic controller 7 at the front of the cargo deck 2 is activated according to the center of gravity of the cargo. The hydraulic controller 7 controls the extension and retraction of the hydraulic rod 8, thereby pushing or pulling the support plate 4 to move back and forth (during the movement of the support plate 4, the guide slider 9 on its side slides outside the guide rail 10 on the cargo deck 2). At the same time, the large air pump 13 inside the receiving slot 12 is activated. The large air pump 13 delivers air through the delivery hose 14 to the connecting block 15, and then through... The cavity inside the connecting block 15 is conveyed to the cavity inside the moving roller 16, and finally injected into the lifting airbag 17 through the cavity of the moving roller 16, causing the lifting airbag 17 to expand. The expansion of the lifting airbag 17 lifts the bearing plate 4 upward to create a certain gap (the lifting airbag 17 is made of high-strength rubber, and there is a certain longitudinal movement margin at the connection position between the bearing plate 4 and the hydraulic rod 8), thereby converting sliding friction into rolling friction, facilitating the movement of the bearing plate 4. Finally, by adjusting the position of the bearing plate 4, the overall center of gravity of the cargo is adjusted, improving the overall stability of the ship during navigation.

[0049] Example 2: Please refer to Figures 8-10 To improve the wind and wave resistance, this embodiment provides the following technical solution, specifically: Stabilizing plates 18 are provided on the left and right sides of the self-propelled barge 1 to reduce its own sway. Reinforcing strips 1801 are fixedly installed at equal intervals on the lower surface of the stabilizing plates 18. A buoyancy mechanism is provided outside the stabilizing plates 18. Anti-collision airbags 23 are fixedly installed at equal intervals on the outer surface of the stabilizing plates 18. The stabilizing plates 18 are connected to a winch inside the self-propelled barge 1 via connecting ropes 19. The buoyancy mechanism includes buoyancy airbags 24 fixedly installed on the outer surface of the stabilizing plates 18. The buoyancy airbags 24 and anti-collision airbags 23 are spaced apart. The stabilizing plates 18 are rotatably connected to a connecting slider 20 via a mounting shaft 21. The connecting slider 20 and a guide rod 22 are slidably connected through each other. The guide rod 22 is fixedly installed on the outside of the side hull of the self-propelled barge 1.

[0050] When encountering large waves during navigation, the winch inside the self-propelled barge 1 releases the pull on the connecting rope 19, and at the same time, the air pump inflates the buoyancy airbag 24 outside the stabilizing plate 18. The combined buoyancy of the buoyancy airbag 24 and the anti-collision airbag 23 drives the stabilizing plate 18 to rotate upward above the water surface. The resistance of the stabilizing plate 18 hitting the water surface is used to counteract the force of the wind and waves, thereby stabilizing the hull. In addition, the connecting slider 20 can slide up and down outside the guide slide bar 22, so that facing different drafts, the stabilizing plate 18 can be kept above the water surface.

[0051] Example 3: The control system includes a perception layer, a decision-making layer, and an execution layer:

[0052] The perception layer includes a BeiDou satellite positioning module, a multibeam sonar module, an attitude and motion sensor module, an environmental sensor module, and a load monitoring sensor module; the decision-making layer includes a main control computer, a 3D environment modeling and fusion module, an intelligent path planning module, a dynamic positioning controller, and a dynamic load calculation module; the execution layer includes an azimuth thruster, a bow thruster, a ballast water system, and a steering gear system.

[0053] The control system includes the following steps:

[0054] S1, High-precision positioning and 3D environment modeling

[0055] Once the self-propelled barge enters the work area, the system powers on and performs a self-test. All sensor data begins to be collected, and the Beidou terminal continuously outputs centimeter-level position data. The multi-beam sonar performs a "plow-like" scan of the underwater terrain with a fan-shaped beam, generating dense point cloud data. The 3D environment modeling module fuses the planar coordinates of Beidou positioning with the depth data of the multi-beam sonar. Through real-time gridding or digital elevation model technology, it generates and continuously updates a 3D visualized environment model that includes water depth, contour lines, and obstacle boundaries.

[0056] S2, Fully Automatic Intelligent Navigation

[0057] The operator inputs or selects the destination coordinates on the integrated display terminal. The intelligent path planning module, based on a three-dimensional environment model, takes into account water depth, obstacles, and navigation rules, and automatically generates an optimal global reference path. The ship sails along the planned path. The dynamic positioning controller continuously calculates the deviation between the current position and the desired path, and dynamically distributes commands to each thruster by solving the control law, generating precise thrust and torque. The system compares the perceived obstacles with the current environment model in real time through the fusion judgment of AIS, radar, or vision systems. Once a collision risk is detected, the local path planning module immediately intervenes and generates a smooth and safe local detour path based on the global path. The dynamic positioning controller then responds to the new path command, controls the ship to automatically detour around the obstacle, and automatically returns to the original planned route after detour.

[0058] S3, Adaptive Dynamic Load Planning

[0059] When the precast beam is hoisted onto the ship, the loading monitoring sensors detect the weight and center of gravity changes in real time. The dynamic loading calculation module completes a new round of stability calculations within seconds to determine whether the current state meets safety requirements such as heel ≤1°. If not, the module immediately generates a ballast water allocation plan and automatically controls the corresponding water pumps and valves to execute. The entire process requires no manual intervention, ensuring that the ship's stability is always in the best state during loading and the initial stage of navigation.

[0060] S4. Multi-level emergency response

[0061] When the system receives a severe weather forecast or sensors detect environmental conditions exceeding the automatic navigation capability threshold, it will issue an alarm to the operator and suggest switching to remote control mode. After confirmation, control is transferred to the shore-based control center, where experienced pilots remotely operate the vessel via a low-latency communication link. When the system determines that the distance to an obstacle is less than a preset emergency threshold and the conventional obstacle avoidance algorithm may fail, it triggers the highest level of collision warning. The system no longer follows a smooth path planning but immediately triggers a preset emergency command combination of "full-speed reverse + maximum thrust of the side thrusters" to attempt to bring the vessel to a stop or perform emergency lateral displacement in the shortest possible time to avoid a collision. Simultaneously, audible and visual alarms will warn surrounding vessels.

[0062] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A DP-powered intelligent self-propelled barge control system, comprising a barge body and a control system, characterized in that: The barge body includes a self-propelled barge (1) with its own power. Above the self-propelled barge (1) is a cargo deck (2). Containers (3) are stacked on the cargo deck (2). A support plate (4) for carrying the containers (3) is provided above the cargo deck (2). A hydraulic controller (7) is fixedly installed at the front end of the cargo deck (2). The hydraulic controller (7) is connected to the support plate (4) by a telescopic hydraulic rod (8). A sliding mechanism for adjusting the center of gravity is provided between the support plate (4) and the cargo deck (2). A moving roller (16) is provided inside the receiving groove (12) opened on the upper surface of the cargo deck (2). A friction plate (11) with a rough surface treatment is fixedly installed on the upper surface of the cargo deck (2). The self-propelled barge (1) is provided with stabilizing plates (18) on the left and right sides to reduce its own swaying, and the lower surface of the stabilizing plate (18) is fixedly installed with reinforcing strips (1801) arranged at equal intervals, and the outside of the stabilizing plate (18) is provided with a buoyancy mechanism.

2. The DP-powered intelligent self-propelled barge control system according to claim 1, characterized in that: The sliding mechanism includes guide sliders (9) fixedly installed on the left and right sides of the bearing plate (4), and the guide sliders (9) are slidably connected to the guide rails (10) fixedly installed on the upper surface of the cargo deck (2).

3. The DP-powered intelligent self-propelled barge control system according to claim 2, characterized in that: The upper surface of the bearing plate (4) is fixedly installed with equal intervals of limiting blocks (5) for positioning the container (3), and the front and rear ends of the upper surface of the bearing plate (4) are fixedly installed with fixing blocks (6) for fixing ropes.

4. The DP-powered intelligent self-propelled barge control system according to claim 3, characterized in that: A large air pump (13) is fixedly installed in the middle of the accommodating groove (12), and the moving roller (16) is rotatably installed outside the connecting block (15) inside the accommodating groove (12).

5. A DP-powered intelligent self-propelled barge control system according to claim 4, characterized in that: The connecting block (15) and the movable roller (16) are provided with interconnected cavity structures, and the outer surface of the movable roller (16) is fixedly installed with a lifting airbag (17).

6. A DP-powered intelligent self-propelled barge control system according to claim 5, characterized in that: The internal cavity of the movable roller (16) is connected to the lifting airbag (17), and the lifting airbag (17) is pressed against the lower surface of the bearing plate (4), and the connecting block (15) is connected to the large air pump (13) through the delivery hose (14).

7. The DP-powered intelligent self-propelled barge control system according to claim 1, characterized in that: The outer surface of the stabilizing plate (18) is fixedly equipped with equally spaced anti-collision airbags (23), and the stabilizing plate (18) is connected to the winch inside the self-propelled barge (1) by a connecting rope (19).

8. A DP-powered intelligent self-propelled barge control system according to claim 7, characterized in that: The buoyancy mechanism includes a buoyancy airbag (24) fixedly installed on the outer surface of the stabilizing plate (18), and the buoyancy airbag (24) and the anti-collision airbag (23) are distributed at intervals.

9. A DP-powered intelligent self-propelled barge control system according to claim 8, characterized in that: The stabilizing plate (18) is rotatably connected to the connecting slider (20) via the mounting shaft (21), and the connecting slider (20) is slidably connected to the guide slide rod (22), and the guide slide rod (22) is fixedly installed on the outside of the side of the self-propelled barge (1).

10. A DP-powered intelligent self-propelled barge control system according to claim 1, characterized in that: The control system includes a perception layer, a decision-making layer, and an execution layer: The perception layer includes a BeiDou satellite positioning module, a multibeam echo sounder module, an attitude and motion sensor module, an environmental sensor module, and a loading monitoring sensor module. The decision-making layer includes a main control computer, a 3D environment modeling and fusion module, an intelligent path planning module, a dynamic positioning controller, and a dynamic load calculation module; The execution layer includes an azimuth thruster, a bow thruster, a ballast water system, and a steering gear system; The control system includes the following steps: S1. High-precision positioning and 3D environment modeling: After the barge enters the work area, the system powers on and performs a self-test. All sensor data begins to be collected, and the Beidou terminal continuously outputs centimeter-level position data. The multi-beam sonar performs a "plow-like" scan of the underwater terrain with a fan-shaped beam, generating dense point cloud data. The 3D environment modeling module fuses the planar coordinates of Beidou positioning with the depth data of the multi-beam sonar. Through real-time gridding or digital elevation model technology, it generates and continuously updates a 3D visualized environment model that includes water depth, contour lines, and obstacle boundaries. S2. Fully Automatic Intelligent Navigation: The operator inputs or selects the destination coordinates on the integrated display terminal. The intelligent path planning module, based on a three-dimensional environment model, takes into account water depth, obstacles, and navigation rules, and automatically generates an optimal global reference path. The ship sails along the planned path. The dynamic positioning controller continuously calculates the deviation between the current position and the desired path, and dynamically distributes commands to each thruster by solving the control law, generating precise thrust and torque. The system compares the perceived obstacles with the current environment model in real time. Once a collision risk is detected, the local path planning module immediately intervenes and generates a smooth and safe local detour path based on the global path. The dynamic positioning controller then responds to the new path command, controls the ship to automatically detour around the obstacle, and automatically returns to the original planned route after detour. S3. Adaptive Dynamic Loading: When the precast beam is hoisted onto the ship, the loading monitoring sensor senses the weight and center of gravity changes in real time. The dynamic loading calculation module completes a new round of stability calculation within seconds to determine whether the current state meets the safety requirement of heel ≤1°. If not, the module immediately generates a ballast water allocation plan and automatically controls the corresponding water pumps and valves to execute. The entire process does not require manual intervention, ensuring that the ship's stability is always in the best state during loading and the initial stage of navigation. S4. Multi-level emergency response: When the system receives a severe weather forecast or the sensors detect environmental conditions that exceed the automatic navigation capability threshold, it will issue an alarm to the operator and suggest switching to remote control mode. After confirmation, control is transferred to the shore-based control center, where experienced drivers will remotely control the system via a low-latency communication link. When the system determines that the distance to an obstacle is less than the preset emergency threshold and the conventional obstacle avoidance algorithm may fail, it will trigger the highest level of collision warning. The system will no longer follow the smooth path planning, but will immediately trigger a preset emergency command combination of "full speed reverse + maximum thrust of the side thrusters" to try to stop the ship or make an emergency lateral displacement in the shortest possible time to avoid a collision. At the same time, the audible and visual alarms will warn surrounding ships.

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