Roll-on / roll-off ship movable ramp installation and debugging method

Abstract

The application discloses a method for installing and debugging a mobile ramp of a roll-on / roll-off ship, and comprises the following steps: S1, the mobile ramp is in an initial state of position A, installation of all-position A, B and C fitting-out parts and electrical accessories is completed at one time, and all-system electrical wiring and signal checking procedures are synchronously completed; S2, before formal manual debugging, the mobile deck is lifted to position C at one time and kept fixed, the mobile ramp is controlled to complete full stroke operation from position A to position C, and fitting adaptability of all-position A, B and C fitting-out parts and electrical signal effectiveness verification are sequentially completed; and S3, after manual debugging is completed, automatic program entity verification of position A is first completed, then position signal simulation is adopted to replace entity position adjustment of the mobile deck and the mobile ramp, and automatic program full-process verification of position B and position C is completed. Through single lifting locking of the mobile deck, full stroke manual debugging is realized, and repeated labor and coordination cost of multiple lifting cooperation are eliminated.

Description

Technical Field

[0001] This application relates to the technical field of shipbuilding, and in particular to a method for installing and commissioning a mobile ramp for a roll-on / roll-off ship. Background Technology

[0002] The movable ramp of a ro-ro ship is a core piece of equipment connecting multiple vehicle decks and enabling the transfer of ro-ro cargo. Its installation and commissioning efficiency directly determines the construction and delivery cycle of the ro-ro ship. Currently, for movable ramps adapted to multi-position lifting decks, the industry standard adopts a commissioning mode of sequential construction at each position and physical lifting coordination at each position: strictly following the order of position A, position B, and position C, the installation of accessories, manual commissioning, and automated commissioning in coordination with the lifting of the movable deck are completed at each position before proceeding to the next position.

[0003] This model has several drawbacks: the installation and commissioning processes are completely sequential, outfitting and electrical installation cannot be carried out in parallel, the overall construction cycle is lengthy, and phased installation is prone to cumulative errors; each work station requires repeated lifting of the movable deck for coordination, resulting in a large amount of repetitive labor, high cross-process coordination costs, and increased mechanical wear and tear on equipment; automated commissioning must rely on physical equipment to reciprocate lifting and lowering for alignment, resulting in extremely low commissioning efficiency. Summary of the Invention

[0004] The purpose of this invention is to provide a method for installing and commissioning a mobile ramp for roll-on / roll-off ships, which can solve the above-mentioned problems existing in related technologies.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] A method for installing and commissioning a movable ramp on a roll-on / roll-off ship, wherein the movable ramp is adapted to a liftable movable deck, and the movable ramp and the movable deck are each provided with three working positions (A, B, and C) from bottom to top, comprising the following steps: S1 Pre-installation Integrated Installation: Before the active ramp is in its initial state at position A and before formal commissioning begins, the installation of outfitting components and electrical accessories for all workstations at positions A, B, and C is completed in one go, and the electrical wiring and signal verification procedures for the entire system are completed simultaneously. S2 Single Lift Full Stroke Manual Commissioning: Before the formal manual commissioning, lift the movable deck to position C in one go and keep the position fixed. Control the movable ramp to complete the full stroke operation from position A to position C. Sequentially complete the verification of the outfitting component compatibility and electrical signal validity at positions A, B, and C. S3 signal analog automated debugging: After manual debugging, keep the positions of the movable ramp and movable deck fixed, first complete the physical verification of the automated program at position A, and then use position signal simulation to replace the physical position adjustment of the movable deck and movable ramp to complete the full process verification of the automated program at positions B and C.

[0007] Optionally, the position signal simulation in step S3 adopts the PLC program simulation method. Specifically, the C position of the movable ramp and the movable deck is kept fixed, and the position trigger signals of the movable ramp at positions A, B and C are simulated by the PLC program control, and the automation program logic verification and electrical signal closed-loop verification of the corresponding workstation are completed in sequence.

[0008] Optionally, the position signal simulation in step S3 adopts an external signal short-circuit simulation method. Specifically, the C position of the movable ramp and the movable deck remains fixed. By short-circuiting the sensors of non-target workstations in hardware and keeping only the sensors of the target workstations connected, the position trigger signal of the corresponding workstation is input to the control system, so that the control system determines that the movable ramp is in the target workstation, and the automated program logic verification and electrical signal closed-loop verification of the corresponding workstations of positions A, B, and C are completed in sequence.

[0009] Optionally, before step S1, a unified reference construction step is also included: using the ship construction baseline as the absolute reference, a global reference coordinate system covering all work positions A, B, and C is constructed using a total station, the global coordinates of the theoretical installation surface, the position, and the sensor trigger point of the three work positions are calibrated, and then the global reference coordinate system is sequentially transferred to the movable deck and the movable ramp to form a unique installation and commissioning reference for the entire work position.

[0010] Optionally, the physical installation work in step S1 also includes a virtual pre-commissioning step: based on the global reference coordinate system, a full-element digital twin including the hull structure, movable deck, movable ramp, hydraulic system, and electrical control system is constructed in advance. In the virtual environment, the full-station structural interference investigation, full-stroke operation pre-verification, automated control logic pre-verification, and extreme working condition fault interlock pre-verification are completed in advance. Problems found in the pre-commissioning are rectified and closed in the physical installation stage.

[0011] Optionally, in step S1, after the electrical accessories are installed, all sensors are calibrated based on the global reference coordinate system to ensure that the deviation between the sensor trigger position and the theoretical value of the global reference coordinate system is controlled within ±1mm; during the manual debugging process in step S2, the running trajectory and positioning accuracy data of the active ramp are collected in real time by the laser tracker, compared with the theoretical value in real time, and the speed regulation parameters of the hydraulic system and the sensor trigger threshold are adaptively adjusted to complete the full stroke accuracy compensation.

[0012] Optionally, the position signal simulation in step S3 adopts a five-dimensional coupled full-condition simulation system of "position-load-pressure-tilt-time sequence". While simulating the position signal, it simultaneously simulates the hydraulic system pressure change and the slope pitch angle change of the active ramp under different work positions and different loads, strictly matching the signal triggering time sequence of the physical operation, and restoring the full process physical characteristics of the actual operation of the ramp.

[0013] Optionally, the full-condition simulation system adopts a dual-mode cross-loop verification, specifically: first, the PLC program writes a five-dimensional coupled simulation signal to complete the full-station verification and record the first verification parameter; then, the same five-dimensional coupled simulation signal is input through external hardware to complete the full-station secondary verification and record the second verification parameter; when the deviation of the two sets of verification parameters exceeds the set threshold, an early warning is automatically triggered to complete the logic vulnerability investigation and correction.

[0014] Optionally, after the entire debugging process is completed, a data archiving and reuse step is also included: the baseline parameters, sensor calibration data, hydraulic control parameters, automated control logic, verification results and rectification data of this debugging are archived into a standardized debugging data package. When building a roll-on / roll-off ship of the same model in the future, the data package can be directly called to generate installation positioning parameters and pre-optimized control parameters. At the same time, the debugging parameters are iteratively optimized through a self-learning algorithm based on the debugging data of multiple ships.

[0015] Optionally, a three-level safety interlock protection system is set up throughout the entire commissioning process, including: virtual pre-interlocking to complete the pre-verification of safety interlocking logic during the virtual pre-commissioning stage; physical hard interlocking to set mechanical limit switches and emergency stop mechanisms at the extreme positions of the equipment; and software soft interlocking to trigger shutdown when abnormal operation data is collected in real time by the PLC system, ensuring that the entire commissioning process is safe and controllable.

[0016] The beneficial effects of this application are as follows: The installation and commissioning method for the movable ramp of the ro-ro ship provided by this application realizes parallel construction of multiple disciplines through pre-installation of the entire work station, which greatly reduces the overall cycle of installation and commissioning; the manual commissioning of the entire stroke by locking the movable deck in a single lifting operation completely eliminates the repetitive labor and coordination costs of multiple lifting operations, while realizing the early detection and rectification of high-level structural problems; the automated commissioning by simulating position signals to replace physical actions can complete the full-work station automated program verification without the need for equipment to reciprocate, which further improves commissioning efficiency and reduces safety risks. Overall, it realizes the high efficiency and low cost of the installation and commissioning of the movable ramp of the ro-ro ship, and can fully adapt to the industry needs of mass production and fast-paced construction of ro-ro ships. Attached Figure Description

[0017] The present application will now be described in further detail with reference to the accompanying drawings and embodiments.

[0018] Figure 1 This is a flowchart illustrating the installation and commissioning method of the roll-on / roll-off ship ramp described in the embodiments of this application. Detailed Implementation

[0019] To make the technical problems solved by this application, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the embodiments of this application are further described in detail below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] In the description of this application, unless otherwise expressly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0021] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0022] The movable ramp of a ro-ro ship is a core piece of equipment connecting multiple vehicle decks and enabling the transfer of ro-ro cargo. Its installation and commissioning efficiency directly determines the construction and delivery cycle of the ro-ro ship. Currently, for movable ramps adapted to multi-position lifting decks, the industry standard adopts a commissioning mode of sequential construction at each position and physical lifting coordination at each position: strictly following the order of position A, position B, and position C, the installation of accessories, manual commissioning, and automated commissioning in coordination with the lifting of the movable deck are completed at each position before proceeding to the next position.

[0023] This model has several drawbacks: the installation and commissioning processes are completely sequential, outfitting and electrical installation cannot be carried out in parallel, the overall construction cycle is lengthy, and phased installation is prone to cumulative errors; each work station requires repeated lifting of the movable deck for coordination, resulting in a large amount of repetitive labor, high cross-process coordination costs, and increased mechanical wear and tear on equipment; automated commissioning must rely on physical equipment to reciprocate lifting and lowering for alignment, resulting in extremely low commissioning efficiency.

[0024] To overcome the above technical problems, this application provides a method for installing and debugging a movable ramp on a roll-on / roll-off ship. The movable ramp is adapted to a liftable movable deck, and both the movable ramp and the movable deck are equipped with three working positions from bottom to top: A, B, and C. The method includes the following steps: S1 Pre-installation Integrated Installation: Before the active ramp is in its initial state at position A and before formal commissioning begins, the installation of outfitting components and electrical accessories for all workstations at positions A, B, and C is completed in one go, and the electrical wiring and signal verification procedures for the entire system are completed simultaneously. S2 Single Lift Full Stroke Manual Commissioning: Before the formal manual commissioning, lift the movable deck to position C in one go and keep the position fixed. Control the movable ramp to complete the full stroke operation from position A to position C. Sequentially complete the verification of the outfitting component compatibility and electrical signal validity at positions A, B, and C. S3 signal analog automated debugging: After manual debugging, keep the positions of the movable ramp and movable deck fixed, first complete the physical verification of the automated program at position A, and then use position signal simulation to replace the physical position adjustment of the movable deck and movable ramp to complete the full process verification of the automated program at positions B and C.

[0025] This method for installing and commissioning movable ramps on ro-ro ships is applicable to the installation and commissioning of movable ramps used in conjunction with liftable decks on ro-ro ships. Each movable ramp and its associated movable deck is equipped with three working positions (A, B, and C) from bottom to top. Position A is the initial working position at the bottom layer, position B is the intermediate layer transfer working position, and position C is the top layer high-position working position. The core of this method is to break away from the traditional serial commissioning framework by integrating installation at all working positions beforehand, manually commissioning the entire stroke with single-lift locking, and automating commissioning by using signal simulation to replace physical actions. This solves the core pain points of existing technologies, such as long commissioning cycles, repetitive labor, and high rework costs.

[0026] In step S1, after the hull is hoisted and positioned on the ramp and is initially stationary at position A, and before the formal commissioning process begins, the pre-installation and electrical verification work for all workstations is completed. Specifically, the outfitting team completes the installation and fixing of all outfitting components corresponding to workstations A, B, and C in one go. These outfitting components include, but are not limited to, mechanical limit blocks, positioning blocks, hinged supports, and ramp wing plate connectors. Simultaneously, the electrical installation team completes the installation and wiring of all electrical accessories corresponding to the three workstations. These electrical accessories include, but are not limited to, positioning sensors, deceleration sensors, locking sensors, and limit switches. During the wiring process, a full-system electrical wiring check, cable continuity test, and input / output signal verification are conducted to confirm that all electrical circuits are functioning correctly, signal transmission paths are accurate, and sensor trigger feedback is normal. In this step, outfitting and electrical installation are carried out in parallel without interference or waiting. There is no need to follow the traditional sequential logic of "the next station will be installed only after the single station is debugged". This eliminates the invalid time of waiting for the process from the source. At the same time, the one-time installation of all stations can effectively avoid the cumulative error caused by phased installation and reduce the amount of correction work in subsequent debugging.

[0027] In step S2, after all the installation work and electrical signal verification in step S1 are completed and pass the inspection, manual commissioning is carried out. Before officially starting manual commissioning, the matching movable deck is first controlled to be lifted from the initial position A to the high position C in one go. The movable deck is rigidly locked by the mechanical locking mechanism. At the same time, the position and attitude of the movable deck are monitored in real time by the matching displacement sensor and tilt sensor to ensure that it remains in the fixed state of position C throughout the process, without position settlement or attitude deviation. Subsequently, the manual control mode of the movable ramp was activated, controlling the ramp to move upwards step by step from the initial position A according to the preset debugging, completing the full-journey continuous operation from position A to position C. During the ramp operation, two core verifications were completed sequentially at the three workstations A, B, and C: First, the outfitting component compatibility verification confirmed that when the ramp moved to the corresponding workstation, there was no spatial interference between the wing plate, main structure, hull structure, and movable deck, and the mechanical limit and stop blocks were properly matched without jamming or impact issues; Second, the electrical signal validity verification confirmed that when the ramp moved to the corresponding workstation, the corresponding sensor could be accurately triggered, and the signal could be stably fed back to the control system without signal loss or false triggering issues. In this step, the entire manual commissioning process requires only one lifting action for the movable deck. No position adjustment is needed throughout the process, and there is no need for repeated lifting coordination for each workstation. This completely eliminates the repetitive labor and cross-process coordination costs caused by multiple lifting rounds. At the same time, the structural adaptation verification of the high position of the C position is completed in the early stage of commissioning, which can detect problems such as hull structure installation deviations and spatial interference in advance, and the rectification work is carried out in advance to avoid large-scale rework in the later stage of commissioning.

[0028] In step S3, after the manual commissioning of the entire stroke in step S2 is completed and all mechanical adaptations and electrical signal verifications at all workstations are qualified, the automated commissioning operation is carried out. After the manual commissioning is completed, the C position of the movable deck remains rigidly locked, while the movable ramp is reset to position A and kept stationary. No physical lifting or lowering position adjustments are required for the movable deck or movable ramp throughout the entire process. First, the automated program physical verification of position A is completed: the automated operation program of position A is started through the control system to verify that the entire process of automatic deceleration, stopping at position A, mechanical locking, and interlock protection of the movable ramp at position A is running normally, and the program logic is completely matched with the physical working conditions. After the verification is qualified, the movable ramp is kept stationary at position A. Subsequently, position signal simulation replaces the physical adjustment of the movable deck and ramp, completing the full-process verification of the automation program for positions B and C: By writing the PLC program or shorting external hardware signals, the position trigger signal corresponding to position B is input to the control system, causing the control system to determine that the movable deck and ramp are aligned to position B, triggering the corresponding automation control program for position B, and verifying the program's runtime sequence, interlocking logic, and signal feedback for normal operation, thus completing the B-position automation program verification. The same method is used to input the position trigger signal corresponding to position C into the control system, completing the full-process verification of the C-position automation program. In this step, the entire automation commissioning process does not require the reciprocating lifting and lowering alignment of the movable deck and ramp; the full-position automation program verification can be completed through position signal simulation, significantly shortening the automation commissioning cycle while avoiding equipment damage and safety collision risks caused by repeated lifting and lowering of physical equipment.

[0029] In summary, the method provided in this embodiment enables parallel construction by multiple disciplines through pre-installed integrated installation at all workstations, significantly reducing the overall installation and commissioning cycle. The manual commissioning with a single lifting and locking of the movable deck throughout its entire stroke completely eliminates the repetitive labor and coordination costs associated with multiple rounds of lifting coordination, while also enabling early detection and rectification of high-level structural issues. Furthermore, the automated commissioning using position signal simulation to replace physical actions allows for the completion of automated program verification at all workstations without the need for reciprocating lifting and lowering of equipment, further improving commissioning efficiency and reducing safety risks. Overall, this method achieves high efficiency and low cost in the installation and commissioning of movable ramps for ro-ro ships, fully adapting to the industry's demand for mass production and fast-paced construction of ro-ro ships.

[0030] In one embodiment, the position signal simulation in step S3 adopts the PLC program simulation method, specifically: keeping the C position of the movable ramp and the movable deck fixed, the PLC program controls the simulation of the position trigger signals of the movable ramp at positions A, B, and C respectively, and sequentially completes the automation program logic verification and electrical signal closed-loop verification of the corresponding workstations.

[0031] This embodiment is a preferred implementation of the position signal simulation in step S3, and the specific implementation process is as follows: Prerequisite locking: After the entire process is manually debugged and verified to be qualified, the state of rigid locking of the movable deck C position and static state of the movable ramp C position remains unchanged throughout the entire process. No mechanical lifting, resetting or adjustment of the two devices is required, and there is no physical mechanical movement throughout the entire process.

[0032] Program simulation implementation: In dedicated debugging mode, the debugging subroutine of the PLC control system sequentially writes the position trigger signals of the deceleration, arrival, and locking sensors corresponding to positions A, B, and C to the main control program, accurately reproducing the signal trigger sequence of the moving ramp entity running to the corresponding work position, so that the control system can autonomously determine that the equipment is in the corresponding target work position.

[0033] Full-process closed-loop verification: After writing the analog signal for each workstation, the corresponding workstation's automation control program is started, and the integrity and accuracy of the program execution logic, interlock protection rules, actuator command output, and electrical signal feedback are verified in sequence. After the single workstation verification is qualified, it proceeds to the next workstation, completing the closed-loop verification of the full-workstation automation program.

[0034] This embodiment requires no modification to the hardware circuitry and can complete the entire automated debugging process through software programs. It is convenient to operate, has higher debugging efficiency, and avoids the risks of short circuits and accidental touches caused by hardware wiring. It can accurately reproduce the signal timing of the actual operation, and the verification results have a high degree of matching with the actual ship operating conditions. Moreover, the equipment has no mechanical movement throughout the process, which completely eliminates the risks of equipment collision and personnel safety during the debugging process, further shortens the debugging cycle and reduces the coordination costs between different shifts.

[0035] In one embodiment, the position signal simulation in step S3 adopts an external signal short-circuit simulation method. Specifically, the C position of the movable ramp and the movable deck is kept fixed. By short-circuiting the sensors of non-target workstations in hardware and keeping only the sensors of the target workstations connected, the position trigger signal of the corresponding workstation is input to the control system, so that the control system determines that the movable ramp is in the target workstation, and the automated program logic verification and electrical signal closed-loop verification of the corresponding workstations of A, B and C are completed in sequence.

[0036] This embodiment is another preferred implementation of the position signal simulation in step S3, which is adapted to the conventional construction conditions at shipbuilding sites. The specific implementation process is as follows: Prerequisite locking: After the entire process is manually debugged and verified to be qualified, the movable deck C position is kept rigidly locked and the movable ramp C position is kept stationary throughout the entire process. No mechanical lifting, resetting or adjustment of the two devices is required, and there is no physical mechanical movement throughout the entire process.

[0037] Hardware short-circuit operation: For the switch-type position, deceleration, and lock sensors commonly used on ships, a dedicated short-circuit wire is used in the electrical control box to operate in a "short-circuit all non-target positions, and connect the target position individually" manner: When verifying position A, short-circuit the signal output terminals and common terminals of all sensors at positions B and C, leaving only the sensor at position A connected normally; when verifying position B, short-circuit all sensors at positions A and C, leaving only the sensor at position B connected normally; when verifying position C, short-circuit all sensors at positions A and B, leaving only the sensor at position C connected normally.

[0038] Closed-loop verification process: After each set of short-circuit operations is completed, a unique and valid position trigger signal for the corresponding workstation is input to the control system, enabling the control system to autonomously determine that the equipment is in the target workstation. Then, the automatic control program of the corresponding workstation is started, and the entire closed-loop verification of program execution logic, interlock protection rules, hardware circuit on / off, and electrical signal feedback is completed in sequence. After the single workstation verification is qualified, the short-circuit state is switched to complete the full workstation verification.

[0039] This embodiment requires no modification to the PLC control program and does not alter the original automation logic of the ship's design, thus avoiding the risks associated with classification society approvals due to program modifications and fully complying with shipbuilding standards. It has a low operational threshold, requiring no professional programming skills, and can be quickly completed by on-site electrical construction personnel, making it highly practical. It can simultaneously verify the integrity of sensor hardware circuits and wiring, achieving dual verification of the control program and hardware circuits. The entire process involves no mechanical movement of the equipment, allowing a single person to complete the entire debugging process without the need for multiple shifts, further reducing labor costs, eliminating equipment collision safety risks, and significantly improving on-site debugging efficiency.

[0040] In one embodiment, a unified reference construction step is included before step S1: taking the ship construction baseline as the absolute reference, a global reference coordinate system covering all work positions A, B, and C is constructed using a total station, the global coordinates of the theoretical installation surface, the position, and the sensor trigger point of the three work positions are calibrated, and then the global reference coordinate system is sequentially transferred to the movable deck and the movable ramp to form a unique installation and commissioning reference for all work positions.

[0041] This embodiment adds a unified baseline construction step before the pre-integration installation to improve installation and debugging accuracy. The specific implementation is as follows: Using the hull construction baseline as the sole absolute reference for the entire ship, a total station was used to conduct unified measurements at work stations A, B, and C, establishing a global reference coordinate system covering all work stations.

[0042] The three-dimensional coordinates of the theoretical installation surface, ramp stop position, and sensor trigger point of each workstation are accurately calibrated in this coordinate system.

[0043] A unified benchmark is transferred to the movable deck and movable ramp, so that the same benchmark is used throughout the installation, commissioning and signal verification process, avoiding deviations caused by each work station finding its own benchmark.

[0044] This embodiment eliminates the problem of inconsistent benchmarks between multiple workstations and processes by unifying the global benchmark, significantly improving the installation and positioning accuracy of outfitting components and sensors, reducing repeated corrections and rework during the debugging phase, and making the results of manual debugging and automated simulation debugging more stable and reliable, thereby improving the first-pass yield rate.

[0045] In one embodiment, the physical installation operation synchronization in step S1 also includes a virtual pre-commissioning step: a full-element digital twin containing the hull structure, movable deck, movable ramp, hydraulic system, and electrical control system is constructed based on the global reference coordinate system. In the virtual environment, the full-station structural interference investigation, full-stroke operation pre-verification, automated control logic pre-verification, and extreme working condition fault interlock pre-verification are completed in advance. Problems found in the pre-commissioning are rectified and closed in the physical installation stage.

[0046] This embodiment is an optimized implementation method for the pre-integration installation stage, which is carried out completely synchronously and in parallel with the physical installation operation in step S1, and is implemented based on the global reference coordinate system formed by the previous unified reference construction step. The specific implementation process is as follows: Simultaneous construction of a full-element digital twin: While carrying out physical installation work on site, a full-element digital twin is constructed at a 1:1 scale based on the precise three-dimensional coordinates of the global reference coordinate system. This twin includes the ship's roll-on / roll-off compartment structure, movable deck, movable ramp mechanical structure, hydraulic system dynamic response model, electrical PLC control system, and sensor triggering logic. The design parameters, hardware characteristics, and control logic of the twin are completely consistent with the actual ship equipment.

[0047] The entire process of virtual pre-debugging is executed synchronously: In a twin virtual environment, four core pre-verification tasks are completed simultaneously: First, full-station structural interference investigation, simulating the full-stroke operation of the movable ramp and the full working conditions of the movable deck lifting, to identify the risk of spatial collision between the hull structure, ramp, deck, and outfitting components in advance; Second, full-stroke operation pre-verification, simulating the lifting process of the hydraulic system driving the ramp, optimizing operating parameters such as speed and pressure, and avoiding problems such as operation jamming and impact upon reaching the destination in advance; Third, automation control logic pre-verification, simulating the triggering sequence of sensors at each station, verifying the start, stop, locking, and interlocking logic of the automation program, and identifying program vulnerabilities in advance; Fourth, extreme working condition fault interlocking pre-verification, simulating extreme scenarios that cannot be safely simulated by physical debugging, such as sensor failure, signal delay, hydraulic pressure loss, and sudden load changes, to verify the interlocking protection logic of emergency shutdown and fault self-handling.

[0048] Problem rectification and closed-loop: Problems such as structural interference, parameter mismatch, logic loopholes, and interlocking defects discovered in virtual pre-commissioning are synchronized to the on-site installation team in real time. Rectification and optimization are completed simultaneously during the installation of physical outfitting components, electrical wiring, and program writing, achieving "rectification upon installation and qualification upon pre-commissioning", without the need for rework and correction during the physical commissioning stage.

[0049] This embodiment completely breaks away from the traditional sequential construction logic of "install first, then debug, then rectify," bringing the problem identification and rectification stages forward entirely. This avoids large-scale rework during the physical debugging phase from the source, further compressing the overall construction and debugging cycle. It can safely complete extreme working condition verifications that cannot be carried out during physical debugging, and improve safety interlock logic in advance. This not only enhances the safety of equipment operation but also avoids the risks of equipment collisions and personnel injuries in extreme working condition simulations during physical debugging. At the same time, based on a unified global benchmark, a twin is built, and the pre-debugging results are highly matched with the actual ship conditions. This allows for the optimization of operating parameters and the correction of control logic in advance, significantly improving the first-time acceptance rate of physical debugging and reducing the reliance on human experience during the debugging process.

[0050] In one embodiment, in step S1, after the electrical accessories are installed, the calibration of all sensors is completed based on the global reference coordinate system to ensure that the deviation between the sensor trigger position and the theoretical value of the global reference coordinate system is controlled within ±1mm; during the manual debugging process in step S2, the running trajectory and positioning accuracy data of the active ramp are collected in real time by the laser tracker, compared with the theoretical value in real time, and the speed regulation parameters of the hydraulic system and the sensor trigger threshold are adaptively adjusted to complete the full stroke accuracy compensation.

[0051] This embodiment presents a full-process accuracy closed-loop control optimization scheme based on a global reference coordinate system. It consists of two interconnected stages: high-precision calibration during the installation phase and adaptive dynamic compensation during the commissioning phase. The entire process is anchored to a unified global reference coordinate system. The specific implementation process is as follows: High-precision calibration of sensors during installation (corresponding to step S1): After the electrical accessories of all workstations are installed, the global reference coordinate system established in the previous step is used as the only accuracy reference. A total station is used to accurately calibrate the three-dimensional coordinates of the theoretical trigger positions of the position sensors, deceleration sensors, and locking sensors at positions A, B, and C. Then, the installation position and sensing gap of each sensor are finely adjusted one by one. Through simulated triggering tests, it is confirmed that when the sensor is actually triggered, the deviation between the real-time position of the movable ramp and the theoretical position in the global reference coordinate system is controlled within ±1mm. At the same time, the standard trigger threshold of each sensor is pre-written into the PLC control system, thus completing the source control of accuracy in the installation process.

[0052] Manual debugging phase with full-stroke adaptive accuracy compensation (corresponding to step S2): During the manual debugging of the active ramp, laser tracker targets are pre-deployed at the ramp's benchmark monitoring points to collect real-time three-dimensional data on the ramp's trajectory, real-time position, and pitch attitude during the entire lifting and lowering process. The system compares the collected real-time data with the theoretical trajectory and theoretical position value in the global benchmark coordinate system in real time to calculate the dynamic deviation. The PLC control system adaptively adjusts the flow rate and pressure speed regulation parameters of the hydraulic system according to the deviation, dynamically optimizing the ramp's deceleration node and running speed to avoid overshoot or insufficient stroke. At the same time, the system adaptively fine-tunes the sensor's trigger threshold based on real-time trigger data to compensate for accuracy errors caused by installation deviations and micro-deformations of the hull structure, completing dynamic accuracy closed-loop compensation for the entire stroke from position A to position C.

[0053] This embodiment eliminates the cumulative errors caused by separate installation and separate benchmark debugging from the installation source by high-precision calibration anchored to a unified benchmark, ensuring stable and controllable sensor triggering accuracy. Through real-time data acquisition and adaptive accuracy compensation throughout the entire stroke, it solves the problem of positioning accuracy deviation caused by hydraulic system pressure fluctuations and structural micro-deformation in traditional debugging, realizing closed-loop accuracy control of the ramp's entire stroke operation, ensuring the consistency and stability of positioning accuracy at all workstations. At the same time, it eliminates the need for repeated manual parameter correction, significantly reducing the workload of repeated adjustments during manual debugging, shortening the debugging cycle, improving the smoothness of ramp operation, reducing equipment wear and failure rate in later operation, and significantly improving the first-time acceptance rate of debugging.

[0054] In one embodiment, the position signal simulation in step S3 adopts a five-dimensional coupled full-condition simulation system of "position-load-pressure-tilt-time sequence". While simulating the position signal, it simultaneously simulates the hydraulic system pressure change and the slope pitch angle change of the active ramp under different work positions and different loads, strictly matching the signal triggering time sequence of the physical operation, and restoring the full-process physical characteristics of the actual operation of the ramp.

[0055] This embodiment presents a deeply optimized scheme for the position signal simulation in step S3. It can be implemented in conjunction with the preceding PLC program simulation or external signal short-circuit simulation. The core is to overcome the limitations of single position signal simulation and construct a five-dimensional coupled full-condition simulation system of "position-load-pressure-tilt-time". The specific implementation is as follows: Implementation prerequisite locking: The state of rigid locking of the movable deck C position and stationary state of the movable ramp C position remains unchanged throughout the entire process, with no physical mechanical movement.

[0056] Five-dimensional signal synchronous simulation: Based on position signals, multi-physical quantity coupling simulation is carried out synchronously: the load simulation unit presets the vehicle roll-on load (such as empty, half-load, full-load) at different work positions; the hydraulic system simulation unit synchronously simulates the hydraulic working pressure and back pressure changes under the corresponding load; the tilt angle simulation module synchronously simulates the pitch angle and wing plate contact tilt angle of the active ramp at the corresponding work position; at the same time, it strictly matches the signal triggering sequence of the physical operation to restore the complete process of "deceleration signal trigger → ramp deceleration → arrival signal trigger → ramp stop → lock signal trigger → ramp lock".

[0057] Full-process closed-loop verification: Each input of a set of five-dimensional coupling signals to the PLC control system starts the corresponding workstation's automation program, verifying the program's execution logic, interlock protection, and response speed under multi-physical quantity coupling, thus completing the full-condition closed-loop verification.

[0058] This embodiment solves the pain point of "simulation is qualified but actual operation fails" in single position signal simulation. It can restore the physical characteristics of the entire process of actual ramp operation in a 1:1 ratio and verify the robustness of the control logic. It can detect program loopholes or hardware adaptation problems under load fluctuations, pressure changes, and attitude deviations in advance, which not only improves the reliability of debugging, but also avoids the risk of failure in later operation. There is still no physical mechanical movement throughout the process, which combines safety and efficiency.

[0059] In one embodiment, the full-condition simulation system adopts a dual-mode cross-loop verification, specifically: first, the PLC program writes a five-dimensional coupled simulation signal to complete the full-station verification and record the first verification parameter; then, the same five-dimensional coupled simulation signal is input through external hardware to complete the full-station secondary verification and record the second verification parameter; when the deviation of the two sets of verification parameters exceeds the set threshold, an early warning is automatically triggered to complete the logic vulnerability investigation and correction.

[0060] This embodiment presents a reliability enhancement scheme for a five-dimensional coupled full-condition simulation system. Through dual-mode cross-validation using both software and hardware simulation, it completely avoids the limitations of a single simulation mode. The specific implementation process is as follows: Implementation prerequisite locking: The movable deck C position remains rigidly locked and the movable ramp C position remains stationary throughout the entire process, without any physical mechanical movement.

[0061] First mode: PLC program simulation verification: In dedicated debugging mode, the debugging subroutine of the PLC control system sequentially writes the five-dimensional coupled simulation signals of "position-load-pressure-tilt-timing" corresponding to positions A, B, and C to the main control program, accurately replicating the physical characteristics of the entire process of the actual operation; after each set of signals is written, the automation program of the corresponding station is started, and the first verification parameters are recorded, including but not limited to the total program execution time, the trigger timing difference of deceleration / positioning / locking signals, the interlock protection response speed, the simulated pressure fluctuation value of the hydraulic system, and the simulated tilt angle deviation value of the ramp.

[0062] Second mode: External hardware simulation verification: After completing the first mode verification, switch to the external hardware simulation mode. Through the external hardware signal short-circuit unit, load simulator, hydraulic pressure simulator, and tilt simulator, input five-dimensional coupled simulation signals that are completely consistent with the first mode to the PLC control system. For each set of input signals, start the automation program of the corresponding workstation and record the same second verification parameters as the first mode.

[0063] Cross-comparison and closed-loop correction: The system automatically compares the first verification parameter with the second verification parameter, presets a reasonable deviation threshold (such as program execution time deviation ≤ 5%, interlock response speed deviation ≤ 100ms). If the deviation of the two sets of parameters exceeds the set threshold, an early warning is automatically triggered and the source of the deviation is located (such as internal program logic vulnerabilities or poor hardware circuit contact). After completing the investigation and correction, dual-mode verification is carried out again until the deviation of the two sets of parameters is within the threshold range.

[0064] This embodiment, through a dual-mode cross-loop verification of "software + hardware," completely avoids the limitations of single PLC program simulation which easily overlooks hardware loop problems, and single external hardware simulation which easily overlooks internal logic defects in the program. It achieves dual reliability verification of the control program and hardware loop; it automatically compares verification parameters and accurately locates problems, eliminating the need for repeated manual troubleshooting and significantly improving verification efficiency; the simulation results after dual verification have a 100% match with the actual ship operating conditions, fundamentally avoiding the risk of "simulation debugging passing but actual operation failing," further improving the first-time acceptance rate of debugging and reducing the risk of equipment failure in later operation.

[0065] In one embodiment, after the entire process of debugging is completed, a data archiving and reuse step is also included: the baseline parameters, sensor calibration data, hydraulic control parameters, automated control logic, verification results and rectification data of this debugging are archived into a standardized debugging data package. When building a roll-on / roll-off ship of the same model in the future, the data package is directly called to generate installation positioning parameters and pre-optimized control parameters. At the same time, the debugging parameters are iteratively optimized through a self-learning algorithm based on the debugging data of multiple ships.

[0066] This embodiment represents the final and standardized reuse stage of the entire process commissioning, aiming to form replicable and iterative technical accumulation to adapt to the needs of mass construction of roll-on / roll-off ships. The specific implementation process is as follows: Standardized Debugging Data Package Construction: After the entire debugging process (including physical debugging and simulation verification) is completed and passes inspection, the core data of this debugging will be archived into a standardized debugging data package, which specifically includes: the three-dimensional coordinates of the global reference coordinate system, the reference parameters of the theoretical installation surface and trigger point of each station; the calibration data of all sensors such as trigger position, sensing gap, and trigger threshold; the control parameters of the hydraulic system such as flow rate, pressure, deceleration node, and running speed; the automated start-stop, locking, and interlocking protection control logic verified on actual ships; the accuracy data of full-stroke manual debugging and the verification parameters of full-condition simulation; and the structural interference, program vulnerabilities, hardware compatibility issues found in this debugging and the corresponding rectification plans and data.

[0067] For ships of the same model, direct reuse is possible: When building subsequent roll-on / roll-off ships of the same model, there is no need to start from scratch with benchmark calibration, parameter debugging, and logic verification. The archived standardized debugging data package can be directly called: Based on the global benchmark parameters in the data package, the installation and positioning diagrams of all workstation outfitting components and sensors are automatically generated; the pre-optimized hydraulic control parameters and sensor trigger thresholds are directly pre-written into the PLC control system; the rectification data list in the data package is called to avoid similar problems in advance before physical installation, so as to achieve "data reuse is pre-tuning qualified".

[0068] Multi-ship data self-learning iterative optimization: Based on the commissioning data of multiple roll-on / roll-off ships of the same model, the system automatically analyzes the patterns of accuracy deviation at all workstations, hydraulic system pressure fluctuations, and automated program response speed through a built-in self-learning algorithm. It iteratively optimizes deceleration nodes, sensor trigger thresholds, and hydraulic flow and pressure parameters, continuously improving the commissioning efficiency and accuracy of subsequent ships, forming a virtuous technical closed loop of "commissioning-archiving-reuse-iteration".

[0069] This embodiment completely eliminates the heavy reliance on manual experience in traditional roll-on / roll-off ship commissioning. Newcomers can quickly complete high-quality commissioning by calling standardized data packages, significantly lowering the commissioning threshold. Pre-optimized parameters and logic can be directly reused, eliminating the need for repeated commissioning from scratch, which can reduce the commissioning cycle of subsequent ships of the same model by more than 50%. Through self-learning iteration of multi-ship data, the accuracy and reliability of commissioning are continuously improved, forming the company's own technical accumulation and core competitiveness, which is fully adapted to the industry development needs of mass production and fast-paced construction of roll-on / roll-off ships.

[0070] In one embodiment, a three-level safety interlock protection system is set up for the entire commissioning process, including: virtual pre-interlocking to complete the pre-verification of safety interlocking logic during the virtual pre-commissioning stage; physical hard interlocking to set mechanical limit and emergency stop mechanisms at the extreme positions of the equipment; and software soft interlocking to trigger shutdown when abnormal operation data is collected in real time by the PLC system, so as to ensure that the entire commissioning process is safe and controllable.

[0071] In the description herein, it should be understood that the terms "upper," "lower," "left," "right," and other orientations or positional relationships are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used merely for descriptive distinction and have no special meaning.

[0072] In the description of this specification, references to terms such as "an embodiment," "example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0073] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style of the specification is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0074] The technical principles of this application have been described above with reference to specific embodiments. These descriptions are merely for explaining the principles of this application and should not be construed as limiting the scope of protection of this application in any way. Based on this explanation, those skilled in the art can readily conceive of other specific embodiments of this application without inventive effort, and these embodiments will all fall within the scope of protection of this application.

Claims

1. A method for installing and debugging a movable ramp on a roll-on / roll-off ship, wherein the movable ramp is adapted to a liftable movable deck, and the movable ramp and the movable deck are each provided with three working positions, A, B, and C, from bottom to top, characterized in that... Includes the following steps: S1 Pre-installation Integrated Installation: Before the active ramp is in its initial state at position A and before formal commissioning begins, the installation of outfitting components and electrical accessories for all workstations at positions A, B, and C is completed in one go, and the electrical wiring and signal verification procedures for the entire system are completed simultaneously. S2 Single Lift Full Stroke Manual Commissioning: Before the formal manual commissioning, lift the movable deck to position C in one go and keep the position fixed. Control the movable ramp to complete the full stroke operation from position A to position C. Sequentially complete the verification of the outfitting component compatibility and electrical signal validity at positions A, B, and C. S3 signal analog automated debugging: After manual debugging, keep the positions of the movable ramp and movable deck fixed, first complete the physical verification of the automated program at position A, and then use position signal simulation to replace the physical position adjustment of the movable deck and movable ramp to complete the full process verification of the automated program at positions B and C.

2. The method for installing and debugging a movable ramp for a roll-on / roll-off ship according to claim 1, characterized in that, The position signal simulation in step S3 adopts the PLC program simulation method. Specifically, the C position of the movable ramp and the movable deck is kept fixed. The position trigger signals of the movable ramp at positions A, B and C are simulated by the PLC program control, and the automation program logic verification and electrical signal closed-loop verification of the corresponding workstation are completed in sequence.

3. The method for installing and debugging a movable ramp for a roll-on / roll-off ship according to claim 1, characterized in that, The position signal simulation in step S3 adopts the external signal short-circuit simulation method. Specifically, the C position of the movable ramp and the movable deck is kept fixed. By short-circuiting the sensors of non-target positions in hardware and keeping only the sensors of the target positions connected, the position trigger signal of the corresponding position is input to the control system, so that the control system determines that the movable ramp is in the target position. The automation program logic verification and electrical signal closed-loop verification of the corresponding positions A, B and C are completed in sequence.

4. The method for installing and debugging a movable ramp for a roll-on / roll-off ship according to claim 1, characterized in that, Before step S1, there is also a unified reference construction step: using the ship construction baseline as the absolute reference, a global reference coordinate system covering all work positions A, B, and C is constructed using a total station. The global coordinates of the theoretical installation surface, the position, and the sensor trigger point of the three work positions are calibrated. Then, the global reference coordinate system is sequentially transferred to the movable deck and the movable ramp to form a unique installation and commissioning reference for all work positions.

5. The method for installing and debugging a movable ramp for a roll-on / roll-off ship according to claim 4, characterized in that, The physical installation work in step S1 also includes a virtual pre-commissioning step: a full-element digital twin containing the hull structure, movable deck, movable ramp, hydraulic system, and electrical control system is constructed based on the global reference coordinate system. In the virtual environment, the structural interference investigation of the entire work position, the pre-verification of the entire operation, the pre-verification of the automated control logic, and the pre-verification of the interlocking of extreme working conditions are completed in advance. The problems found in the pre-commissioning are rectified and closed in the physical installation stage.

6. The method for installing and debugging a movable ramp for a roll-on / roll-off ship according to claim 4, characterized in that, In step S1, after the electrical accessories are installed, all sensors are calibrated based on the global reference coordinate system to ensure that the deviation between the sensor trigger position and the theoretical value of the global reference coordinate system is controlled within ±1mm. In the manual debugging process of step S2, the running trajectory and positioning accuracy data of the active ramp are collected in real time by the laser tracker and compared with the theoretical value in real time. The speed regulation parameters of the hydraulic system and the sensor trigger threshold are adaptively adjusted to complete the full stroke accuracy compensation.

7. The method for installing and commissioning a roll-on / roll-off ship ramp according to claim 1, characterized in that, The position signal simulation in step S3 adopts a five-dimensional coupled full-condition simulation system of "position-load-pressure-tilt-time sequence". While simulating the position signal, it simultaneously simulates the hydraulic system pressure change and the slope pitch angle change of the active ramp under different work positions and different loads, strictly matching the signal triggering time sequence of the actual operation, and restoring the full process physical characteristics of the actual operation of the ramp.

8. The method for installing and commissioning a roll-on / roll-off ship ramp according to claim 7, characterized in that, The full-condition simulation system adopts a dual-mode cross-closed-loop verification. Specifically, the system first completes the full-station verification by writing a five-dimensional coupled simulation signal through the PLC program and records the first verification parameter. Then, the system completes the full-station secondary verification by inputting the same five-dimensional coupled simulation signal through external hardware and records the second verification parameter. The two sets of verification parameters are compared. When the deviation exceeds the set threshold, an early warning is automatically triggered to complete the logic vulnerability investigation and correction.

9. The method for installing and debugging a movable ramp for a roll-on / roll-off ship according to claim 1, characterized in that, After the entire debugging process is completed, the data archiving and reuse steps are also included: the benchmark parameters, sensor calibration data, hydraulic control parameters, automated control logic, verification results and rectification data of this debugging are archived into a standardized debugging data package. When building the same type of roll-on / roll-off ship in the future, the data package can be directly called to generate installation positioning parameters and pre-optimized control parameters. At the same time, the debugging parameters are iteratively optimized through a self-learning algorithm based on the debugging data of multiple ships.

10. The method for installing and commissioning a roll-on / roll-off ship ramp according to claim 1, characterized in that, The entire commissioning process is equipped with a three-level safety interlock protection system, including: virtual pre-interlocking to complete the pre-verification of safety interlocking logic during the virtual pre-commissioning stage; physical hard interlocking to set mechanical limit switches and emergency stop mechanisms at the extreme positions of the equipment; and software soft interlocking to trigger shutdown when abnormal operation data is collected in real time by the PLC system, ensuring that the entire commissioning process is safe and controllable.

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