An analysis method for estimating ship motion by fusing fender and mooring monitoring
By integrating fender pressure and mooring cable tension data, and combining them with environmental factors, a mathematical model of ship motion was established. This solved the problems of isolated monitoring and insufficient accuracy in existing technologies, and enabled efficient and accurate estimation of ship motion status and safety early warning.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- TIANJIN RES INST FOR WATER TRANSPORT ENG M O T
- Filing Date
- 2026-03-17
- Publication Date
- 2026-06-12
AI Technical Summary
In existing technologies, fender monitoring and mooring monitoring data are isolated, lack real-time status assessment, are greatly affected by environmental factors, resulting in insufficient monitoring accuracy, and require the deployment of additional expensive sensors, increasing costs and complexity.
By integrating data on the internal pressure of the inflatable fender and the tension of the mooring cable, and combining this with environmental data, a mathematical model of the ship's multi-degree-of-freedom motion is established to achieve data synergy and environmental compensation, and to generate graded safety early warning signals.
It enables accurate estimation of ship motion status, reduces system cost and complexity, improves monitoring accuracy and safety assurance capabilities, and adapts to different scenarios.
Smart Images
Figure CN122196913A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of ship berthing and mooring safety monitoring technology, and particularly relates to an analytical method for estimating ship motion by integrating fender and mooring monitoring. Background Technology
[0002] During berthing and mooring, a ship's motion and stress conditions directly affect the safety of the ship itself, cargo loading and unloading operations, and dock facilities. Currently, monitoring technologies for mooring safety have been applied to some extent. For example, mooring cable tension monitoring systems deployed on dangerous goods vessels such as oil tankers and liquefied natural gas (LNG) carriers can measure cable loads in real time to prevent overload breakage. Meanwhile, fenders, as buffer devices, have their impact on ship motion comprehensively considered during the design phase, taking into account environmental loads such as berthing energy, wind, waves, and currents. However, existing safety monitoring methods are often independent: mooring monitoring systems only focus on cable tension, while fenders lack effective real-time status monitoring and assessment methods. The compressive deformation and reaction force of fenders are significantly affected by environmental factors such as temperature and compression rate, and directly and accurately measuring their deformation and load on-site is technically difficult, making it difficult to grasp in real time whether their working state is approaching its safety limits.
[0003] Although aerodynamic fenders possess the potential to serve as monitoring sensors due to the unique correlation between their internal pressure, deformation, and reaction force, current technologies have not fully utilized this characteristic. The main technical problems are as follows: First, fender monitoring and mooring monitoring data are isolated and fail to be integrated to comprehensively reflect the ship's stress and kinematic state; second, the lack of real-time compensation mechanisms for key influencing factors such as ambient temperature and compression velocity leads to insufficient accuracy in calculating deformation and reaction force based on fender internal pressure; third, directly acquiring the ship's multi-degree-of-freedom motion state typically requires the additional installation of expensive dedicated motion sensors (such as attitude sensors), increasing system cost and installation / maintenance complexity. Therefore, there is an urgent need to develop a comprehensive analytical method that can integrate multi-source monitoring data, accurately correct for environmental interference, and cost-effectively estimate the ship's real-time motion state. Summary of the Invention
[0004] The purpose of this invention is to provide an analytical method for estimating ship motion by integrating fender and mooring monitoring. This method addresses the problems in existing technologies, such as isolated ship berthing and mooring monitoring data, the need for additional sensor deployment for ship motion estimation, and insufficient monitoring accuracy due to environmental temperature and compression velocity. By coordinating fender and mooring monitoring and combining a precise correction mechanism for environmental factors, the invention accurately obtains the ship's motion status, providing a reliable guarantee for ship berthing and mooring safety.
[0005] To achieve the above objectives, this invention provides an analytical method for estimating ship motion by integrating fender and mooring monitoring, comprising: The system collects real-time internal pressure data of the inflatable fender, real-time tension data of the mooring cable, and real-time environmental data through a fusion monitoring system. Based on the real-time internal pressure data and the real-time environmental data, the real-time compression amount of the inflatable fender after environmental compensation is determined. Based on the real-time tension data, determine the real-time elongation of the mooring cable; Based on pre-stored ship mooring parameters, a mathematical model describing the multi-degree-of-freedom motion of a ship is established. Substitute the real-time compression and the real-time elongation into the mathematical model and solve them simultaneously to obtain the real-time motion state parameters of the ship. The real-time motion state parameters are compared with preset safety thresholds, and graded safety warning signals are generated based on the comparison results.
[0006] Preferably, the process of collecting data through the fusion monitoring system includes: The real-time internal pressure data is collected through the inflatable fender monitoring subsystem; The real-time tension data is collected through the mooring cable tension monitoring subsystem; The real-time environmental data is collected through the environmental perception subsystem; The real-time environmental data includes ambient temperature data and compression rate data of the inflatable fender.
[0007] Preferably, the process of collecting the real-time internal pressure data through the inflatable fender monitoring subsystem includes: Based on the fixed monitoring module, internal pressure data is transmitted via a wired connection to a pressure sensor through an air duct to monitor the fixed inflatable fender; The floating body monitoring module monitors the floating body type inflatable fender by wirelessly transmitting internal pressure data through a built-in pressure sensing module located inside the fender.
[0008] Preferably, the built-in pressure sensing module in the floating body monitoring module is encapsulated with epoxy resin and is located inside the top metal cap of the floating body-type inflatable fender. The wireless transmission module used in the wireless transmission method operates at a frequency adapted to the electromagnetic wave penetration characteristics of the inflatable fender hull material.
[0009] Preferably, the process of determining the real-time compression amount of the inflatable fender after environmental compensation based on the real-time internal pressure data and the real-time environmental data includes: Based on the correspondence between internal pressure and compression amount in the pre-stored inflatable fender performance database, the initial compression amount is obtained according to the real-time internal pressure data; The environmental compensation factor is calculated based on the real-time environmental data, and the initial compression amount is corrected using the environmental compensation factor to obtain the environmentally compensated real-time compression amount.
[0010] Preferably, the process of calculating the environmental compensation factor based on the real-time environmental data includes: Based on ambient temperature data, the temperature compensation coefficient is calculated using a polynomial fitting model. Based on the compression speed data, the compression speed compensation coefficient is calculated using a piecewise linear interpolation model. The environmental compensation factor is composed of the temperature compensation coefficient and the compression speed compensation coefficient.
[0011] Preferably, the process of determining the real-time elongation of the mooring cable based on the real-time tension data includes: Based on the pre-stored characteristic relationship between mooring cable tension and elongation, the real-time elongation is calculated from the real-time tension data.
[0012] Preferably, the process of establishing a mathematical model describing the multi-degree-of-freedom motion of a ship includes: Based on the ship's basic mooring parameters and the real-time elongation, an equation for the change in mooring cable length is constructed. The fender compression equation is constructed based on the ship's basic mooring parameters and the real-time compression amount. By simultaneously solving the equations for the change in mooring cable length and the equations for the compression of the fender, the multi-degree-of-freedom motion parameters of the ship, including sway, pitch, heave, roll, pitch, and yaw, are obtained.
[0013] Preferably, the process of comparing the real-time motion state parameters with a preset safety threshold includes: Multiple levels of safety thresholds are pre-stored for different types of ships and operating scenarios; The real-time motion state parameters are compared sequentially with safety thresholds of different levels to trigger different levels of safety warning signals.
[0014] Preferably, the method further includes: The real-time motion state parameters, real-time internal pressure data, real-time compression amount after environmental compensation, real-time tensile force data, real-time elongation, real-time environmental data, and safety warning signals are displayed and stored in real time to support historical data review and analysis.
[0015] Compared with the prior art, the present invention has the following advantages and technical effects: This invention achieves the collaborative fusion of monitoring data and indirect estimation of ship motion. By combining the monitoring of the internal pressure of the inflatable fender with the monitoring of the mooring cable tension, and establishing a unified mathematical model of ship motion, the invention comprehensively utilizes the two types of data to solve the multi-degree-of-freedom motion state of the ship. This breaks through the isolation limitations of traditional monitoring methods, eliminates the need for additional dedicated ship motion sensors, and reduces system cost and complexity.
[0016] This invention significantly improves the accuracy and reliability of state estimation. By introducing an environmental compensation factor calculated from real-time ambient temperature and compression velocity data, the compression and reaction force data based on the fender internal pressure are accurately corrected, effectively overcoming measurement errors caused by environmental factors. This provides more accurate data input for solving the subsequent motion model and improves the reliability of the overall estimation results.
[0017] This invention enhances the system's practicality and safety assurance capabilities. The method is adaptable to both fixed and floating inflatable fenders, exhibiting good scenario adaptability. By comparing the calculated ship motion parameters with preset safety thresholds in real time, it can generate tiered early warning signals, providing dock workers with intuitive and timely safety decision support, and helping to proactively prevent safety accidents such as mooring cable breakage and fender damage. Attached Figure Description
[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the method flow according to an embodiment of the present invention; Figure 2 This is a structural block diagram of the fusion monitoring system according to an embodiment of the present invention; Figure 3 This is a schematic diagram of ship mooring parameters and monitoring arrangements according to an embodiment of the present invention. Detailed Implementation
[0019] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.
[0020] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.
[0021] like Figure 1 and Figure 3 As shown, this embodiment provides an analytical method for estimating ship motion by integrating fender and mooring monitoring, including: The system collects real-time internal pressure data of the inflatable fender, real-time tension data of the mooring cable, and real-time environmental data through a fusion monitoring system. Based on real-time internal pressure data and real-time environmental data, determine the real-time compression amount of the inflatable fender after environmental compensation. Based on real-time tension data, determine the real-time elongation of the mooring cable; Based on pre-stored ship mooring parameters, a mathematical model describing the multi-degree-of-freedom motion of a ship is established. By substituting the real-time compression and elongation into the mathematical model and solving them simultaneously, the real-time motion state parameters of the ship can be obtained. The real-time motion state parameters are compared with preset safety thresholds, and graded safety warning signals are generated based on the comparison results.
[0022] This embodiment establishes a fusion monitoring system to collect real-time internal pressure data of the inflatable fender, real-time tension data of the mooring cable, and real-time ambient temperature and compression rate data. Based on the unique correspondence between the internal pressure of the inflatable fender and its compression and reaction forces, and combined with the inflatable fender performance database, an environmental compensation factor consisting of a temperature compensation coefficient and a compression rate compensation coefficient is introduced to calculate the real-time compression and reaction force data of the fender. Based on the characteristic relationship between the tension and elongation of the mooring cable, the real-time elongation data of the mooring cable is calculated. A multi-degree-of-freedom motion mathematical model of the ship is established, and the fender compression data and the mooring cable elongation data are substituted into the model for simultaneous solution to obtain the real-time motion state parameters of the ship. By comparing with a preset safety threshold, a safety warning signal is generated. This embodiment innovatively solves the problem of insufficient monitoring accuracy caused by ambient temperature and compression rate, realizes the synergistic fusion of fender and mooring monitoring data, eliminates the need for additional ship motion sensors, simplifies the monitoring scheme, improves the accuracy of ship motion estimation, and is applicable to various docks and ship-to-ship transfer scenarios.
[0023] Furthermore, the process of collecting data through the integrated monitoring system includes: Real-time internal pressure data is collected through the inflatable fender monitoring subsystem; Real-time tension data is collected through the mooring cable tension monitoring subsystem; Real-time environmental data is collected through the environmental sensing subsystem; The real-time environmental data includes ambient temperature data and compression rate data of the inflatable fender.
[0024] Furthermore, the process of collecting real-time internal pressure data through the inflatable fender monitoring subsystem includes: Based on the fixed monitoring module, internal pressure data is transmitted via a wired connection to a pressure sensor through an air duct to monitor the fixed inflatable fender; The floating body monitoring module monitors the floating body type inflatable fender by wirelessly transmitting internal pressure data through a built-in pressure sensing module located inside the fender.
[0025] Furthermore, the built-in pressure sensing module in the floating body monitoring module is encapsulated with epoxy resin and located inside the top metal cap of the floating body-type inflatable fender. The wireless transmission module used in the wireless transmission method operates at a frequency that is compatible with the electromagnetic wave penetration characteristics of the inflatable fender hull material.
[0026] Furthermore, such as Figure 2 As shown, this embodiment establishes a fusion monitoring system, which includes an inflatable fender monitoring subsystem, a mooring cable tension monitoring subsystem, an environmental perception subsystem, and a data processing unit. Among them, the inflatable fender monitoring subsystem is used to collect real-time internal pressure data of the inflatable fender, the mooring cable tension monitoring subsystem is used to collect real-time tension data of the mooring cable, the environmental sensing subsystem is used to collect real-time ambient temperature data and real-time compression speed data of the inflatable fender, and the data processing unit has a pre-stored inflatable fender performance database and basic ship mooring parameters. More specifically, the inflatable fender monitoring subsystem includes a fixed monitoring module and a floating monitoring module; The fixed monitoring module includes a fixed inflatable fender, an air duct, a pressure sensor, and a signal transmission line. The pressure sensor is connected to the fixed inflatable fender through the air duct and is used to collect the internal pressure data of the fixed inflatable fender. The data is transmitted to the data processing unit through the signal transmission line. The floating body monitoring module includes a floating body inflatable fender, a built-in pressure sensing module, and a wireless transmission module. The built-in pressure sensing module is installed inside the floating body inflatable fender to collect the internal pressure data of the floating body inflatable fender, and transmits the data to the data processing unit in the form of electromagnetic waves through the wireless transmission module.
[0027] Furthermore, the inflatable fender monitoring subsystem in this embodiment includes a fixed monitoring module and a floating monitoring module, each adapted to different types of inflatable fenders, ensuring the reliability and adaptability of internal pressure data acquisition. The fixed monitoring module achieves wired data transmission through an air duct and signal transmission line, while the floating monitoring module achieves wireless data transmission through a built-in pressure sensing module and a wireless transmission module. This solves the technical problem of not being able to wire floating inflatable fenders, and the wireless transmission delay is controlled within 100ms, ensuring time synchronization with compression speed data.
[0028] Furthermore, the environmental sensing subsystem involved in this embodiment includes a temperature sensor and a laser displacement sensor. The temperature sensor is deployed within 1m outside the inflatable fender, with a measurement accuracy of ≤±0.1℃. The laser displacement sensor is deployed on a fixed bracket on the dock corresponding to the compression direction of the fender, with a measurement accuracy of ≤±0.01mm / s, and is used to capture the displacement change rate, i.e., the compression speed, during the fender compression process in real time.
[0029] The environmental sensing subsystem in this embodiment is specifically designed for the two key influencing factors of temperature and compression rate. The temperature sensor is deployed within 1m of the fender to ensure that the measurement environment is consistent with the actual working environment of the fender. The laser displacement sensor accurately obtains compression rate data by capturing the real-time change rate of the fender's compression displacement, providing a high-quality data source for subsequent compensation calculations.
[0030] Furthermore, the process of determining the real-time compression of the inflatable fender after environmental compensation, based on real-time internal pressure data and real-time environmental data, includes: Based on the correspondence between internal pressure and compression amount in the pre-stored inflatable fender performance database, the initial compression amount is obtained according to the real-time internal pressure data; The environmental compensation factor is calculated based on real-time environmental data, and the initial compression amount is corrected using the environmental compensation factor to obtain the real-time compression amount after environmental compensation.
[0031] Furthermore, the inflatable fender performance database involved in this embodiment includes the initial internal pressure of the inflatable fender, the corresponding curves of internal pressure and compression amount and reaction force under different compression types (normal compression, angular compression, repeated compression), and basic ship mooring parameters including the mooring position coordinates of the mooring cable in the initial state and the current state, the initial length of the mooring cable, the front end position coordinates of the fender in the non-compressed state, and the ship's width. The inflatable fender performance database in this embodiment not only includes basic characteristic curves under different compression types, but also supplements compensation benchmark data corresponding to different temperatures and compression speeds. This data is obtained through calibration tests covering the entire working range to ensure the accuracy of the compensation model. The ship mooring basic parameters provide the necessary initial conditions for establishing the ship motion mathematical model. The "initial state" corresponds to the ship's benchmark equilibrium position during mooring, providing stable data input for model solving.
[0032] Furthermore, the process of calculating the environmental compensation factor based on real-time environmental data includes: Based on ambient temperature data, the temperature compensation coefficient is calculated using a polynomial fitting model. Based on the compression speed data, the compression speed compensation coefficient is calculated using a piecewise linear interpolation model. The environmental compensation factor is composed of the temperature compensation coefficient and the compression rate compensation coefficient.
[0033] Furthermore, in this embodiment, the real-time internal pressure data of the inflatable fender is received by the data processing unit. Based on the unique correspondence between the internal pressure of the inflatable fender and the compression amount and reaction force, and combined with the inflatable fender performance database, an environmental compensation factor calculated from real-time ambient temperature data and real-time compression speed data is introduced to obtain more accurate real-time compression amount data of the inflatable fender. Real-time reaction force data is obtained according to the "internal pressure-compression amount-reaction force" curve. Specifically, when converting based on the unique correspondence between the internal pressure, deflection, and reaction force of the pneumatic fender, an environmental compensation factor is introduced. The environmental compensation factor includes a temperature compensation coefficient and a compression speed compensation coefficient, which are used to correct the influence of environmental temperature and compression speed on the conversion result.
[0034] The environmental compensation factor includes a temperature compensation coefficient \(K_T\) and a compression speed compensation coefficient \(K_V\). The temperature compensation coefficient \(K_T\) is calculated based on a polynomial fitting compensation model, and the compression speed compensation coefficient \(K_V\) is calculated based on a piecewise linear interpolation model. The final conversion formula is: \(W_c = W_m\times K_T\times K_V\); where \(W_c\) is the compensated compression amount or reaction force data, and \(W_m\) is the original conversion value obtained based on the correspondence between internal pressure and compression amount, reaction force; The calculation model of the temperature compensation coefficient \(K_T\) is: \(K_T = a0 + a1T + a2T² + a3T³\); where \(T\) is the real-time environmental temperature collected by the environmental perception subsystem, and \(a0\), \(a1\), \(a2\), \(a3\) are fitting coefficients obtained through a calibration test covering the working temperature range (-20°C to 60°C) of the inflatable fender. In the calibration test, a temperature gradient is set every 5°C, and at least 3 groups of repeated compression tests are carried out under each temperature gradient. The coefficient values are obtained by fitting based on the test data; The calculation model of the compression speed compensation coefficient \(K_V\) is: When \(V\leq V1\), \(K_V = b0 + b1V\); When \(V1 < V\leq V2\), \(K_V = b2 + b3V\); When \(V > V2\), \(K_V = b4 + b5V\) where \(V\) is the real-time compression speed collected by the environmental perception subsystem, \(V1\), \(V2\) are the compression speed critical values (\(V1\) is taken as 0.05 m / s, \(V2\) is taken as 0.2 m / s), and \(b0\) to \(b5\) are piecewise interpolation coefficients obtained through a compression speed calibration test. In the calibration test, the compression speed covers the range of 0.01 m / s to 0.5 m / s, a test point is set every 0.01 m / s, and each test point corresponds to 3 groups of valid test data.
[0035] The temperature calibration test and the compression speed calibration test need to be carried out in combination with the actual compression type of the inflatable fender, and are completed under the working conditions of normal compression, 15° angular compression, and repeated compression (10%, 30%, 50% of the rated compression amount) respectively, to ensure the adaptability of the compensation coefficients under different compression scenarios.
[0036] In this embodiment, when converting the compression amount and reaction force of the inflatable fender, an environmental compensation factor consisting of a temperature compensation coefficient and a compression speed compensation coefficient is innovatively introduced: the temperature compensation adopts a cubic polynomial fitting model, which can accurately cover the nonlinear effects of a wide temperature range, and the compression speed adopts a piecewise linear interpolation model, which accurately corrects the characteristic differences of different speed ranges. The synergistic effect of the two effectively offsets the conversion deviation caused by environmental factors and significantly improves the data accuracy.
[0037] Furthermore, the process of determining the real-time elongation of the mooring cable based on real-time tension data includes: Based on the pre-stored characteristic relationship between mooring cable tension and elongation, the real-time elongation is calculated from the real-time tension data.
[0038] Furthermore, in this embodiment, the real-time tension data of the mooring cable is received by the data processing unit, and the real-time elongation data of the mooring cable is calculated based on the characteristic relationship between the tension and elongation of the mooring cable.
[0039] Furthermore, the process of establishing a mathematical model to describe the multi-degree-of-freedom motion of a ship includes: An equation for the change in mooring cable length is constructed based on basic ship mooring parameters and real-time elongation. The fender compression equation is constructed based on the ship's basic mooring parameters and real-time compression. By simultaneously solving the equations for the change in mooring cable length and the equations for fender compression, we can obtain the multi-degree-of-freedom motion parameters of the ship, including sway, pitch, heave, roll, pitch, and yaw.
[0040] Furthermore, this embodiment establishes a mathematical model of the ship's multi-degree-of-freedom motion based on the ship's basic mooring parameters. The ship's multi-degree-of-freedom motion includes sway (X), pitch (Y), heave (Z), and roll. Horizontal rocking and first shake ; In this embodiment, the real-time compression data of the inflatable fender and the real-time elongation data of the mooring cable are substituted into the mathematical model of the ship's multi-degree-of-freedom motion, and the real-time motion state parameters of the ship are obtained by solving the simultaneous solution. Specifically, the mathematical model of ship multi-degree-of-freedom motion includes the equation for the change of mooring cable length and the equation for fender compression. The equation for the change in mooring cable length is: in, and Let be the coordinates of the ship's mooring position in the initial and current states of the i-th mooring cable, respectively. Let be the coordinates of the mooring position of the i-th mooring cable on the mooring bollard. and Let be the initial length and the current length of the i-th mooring cable, respectively. and These are the initial elongation and current elongation of the i-th mooring cable, respectively. The equation for fender compression is: in, Let i be the compression amount of the i-th fender. Let represent the forward position coordinates of the i-th fender in its uncompressed state, and B represent the ship's width.
[0041] The mathematical model of ship multi-degree-of-freedom motion is established based on the equations of mooring cable length variation and fender compression. The fender compression uses accurate data after environmental compensation. By solving the simultaneous equations, it can comprehensively reflect the six-degree-of-freedom motion state of the ship without the need for additional ship motion sensors, thus reducing monitoring costs.
[0042] Furthermore, the process of comparing real-time motion state parameters with preset safety thresholds includes: Multiple levels of safety thresholds are pre-stored for different types of ships and operating scenarios; Real-time motion state parameters are compared sequentially with safety thresholds of different levels to trigger different levels of safety warning signals.
[0043] Furthermore, this embodiment presets a ship motion safety threshold, compares the solved real-time ship motion state parameters with the safety threshold, and generates a corresponding safety warning signal.
[0044] Among them, safety warning signals include normal signals, warning signals and emergency alarm signals; When the ship's real-time motion status parameters are less than the first threshold, a normal signal is generated; When the ship's real-time motion status parameters are greater than or equal to the first threshold and less than the second threshold, an early warning signal is generated. When the real-time motion status parameters of the ship are greater than or equal to the second threshold, an emergency alarm signal is generated. The first threshold is less than the second threshold, and the thresholds are pre-calibrated and stored in the data processing unit based on different ship types (oil tankers, LPG carriers, LNG carriers, and general cargo ships) and operation scenarios (berthing at the dock, ship-to-ship transfer).
[0045] This embodiment generates different levels of early warning signals by setting multi-level safety thresholds based on ship type and operation scenario, enabling staff to promptly grasp the ship's safety status and take corresponding countermeasures to avoid safety accidents. At the same time, it adds historical data storage and backtracking functions to support the review and analysis of abnormal operating conditions, providing data support for dock safety management.
[0046] Furthermore, the method also includes: Real-time motion parameters, real-time internal pressure data, real-time compression amount after environmental compensation, real-time tensile force data, real-time elongation, real-time environmental data, and safety warning signals are displayed and stored in real time to support historical data review and analysis.
[0047] This embodiment displays and stores real-time parameters of the ship's motion status, monitoring data of the inflatable fender (real-time internal pressure, compressed amount after compensation, and reaction force after compensation), monitoring data of the mooring cable (real-time tension and elongation), environmental perception data (real-time temperature and real-time compression speed), and safety warning signals, supporting historical data review and abnormal working condition analysis.
[0048] The collaborative integration of monitoring data has been achieved: This embodiment combines pneumatic fender monitoring with mooring cable monitoring for the first time, breaking the limitation of independent monitoring of the two in the prior art. By integrating the two types of monitoring data, the force state of the ship during the berthing and mooring process can be reflected more comprehensively and accurately, providing rich data support for ship motion estimation.
[0049] The ship motion monitoring scheme is simplified: This embodiment utilizes the unique correspondence between the internal pressure of the pneumatic fender and the compression deformation and reaction force, as well as the characteristic relationship between the tension and elongation of the mooring cable, combined with the established mathematical model, to achieve indirect estimation of the ship's multi-degree-of-freedom motion state. There is no need to deploy additional dedicated ship motion sensors, which reduces equipment investment costs and installation complexity.
[0050] Improved monitoring and estimation accuracy: This embodiment effectively corrects the impact of environmental factors and compression type on fender monitoring data by establishing a comprehensive aerodynamic fender performance database and introducing environmental compensation factors; based on the simultaneous solution of accurate mathematical models, the accuracy of ship motion state estimation is ensured.
[0051] With good adaptability and practicality: The pneumatic fender monitoring subsystem in this embodiment supports both fixed and floating pneumatic fenders, adapting to different dock scenarios; by generating multi-level early warning signals through preset safety thresholds, it can directly provide a basis for safety decision-making for dock operations, effectively reducing the risk of safety accidents such as mooring cable breakage and fender damage, and is especially suitable for berthing and mooring safety monitoring of dangerous goods vessels.
[0052] The above are merely preferred embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.
Claims
1. An analytical method for estimating ship motion by integrating fender and mooring monitoring, characterized in that, include: The system collects real-time internal pressure data of the inflatable fender, real-time tension data of the mooring cable, and real-time environmental data through a fusion monitoring system. Based on the real-time internal pressure data and the real-time environmental data, the real-time compression amount of the inflatable fender after environmental compensation is determined. Based on the real-time tension data, determine the real-time elongation of the mooring cable; Based on pre-stored ship mooring parameters, a mathematical model describing the multi-degree-of-freedom motion of a ship is established. Substitute the real-time compression and the real-time elongation into the mathematical model and solve them simultaneously to obtain the real-time motion state parameters of the ship. The real-time motion state parameters are compared with preset safety thresholds, and graded safety warning signals are generated based on the comparison results.
2. The method according to claim 1, characterized in that, The process of collecting data through a fusion monitoring system includes: The real-time internal pressure data is collected through the inflatable fender monitoring subsystem; The real-time tension data is collected through the mooring cable tension monitoring subsystem; The real-time environmental data is collected through the environmental perception subsystem; The real-time environmental data includes ambient temperature data and compression rate data of the inflatable fender.
3. The method according to claim 2, characterized in that, The process of collecting the real-time internal pressure data through the inflatable fender monitoring subsystem includes: Based on the fixed monitoring module, internal pressure data is transmitted via a wired connection to a pressure sensor through an air duct to monitor the fixed inflatable fender; The floating body monitoring module monitors the floating body type inflatable fender by wirelessly transmitting internal pressure data through a built-in pressure sensing module located inside the fender.
4. The method according to claim 3, characterized in that, The built-in pressure sensing module in the floating body monitoring module is encapsulated with epoxy resin and is located inside the top metal cap of the floating body-type inflatable fender. The wireless transmission module used in the wireless transmission method operates at a frequency adapted to the electromagnetic wave penetration characteristics of the inflatable fender hull material.
5. The method according to claim 1, characterized in that, The process of determining the real-time compression of the inflatable fender after environmental compensation based on the real-time internal pressure data and the real-time environmental data includes: Based on the correspondence between internal pressure and compression amount in the pre-stored inflatable fender performance database, the initial compression amount is obtained according to the real-time internal pressure data; The environmental compensation factor is calculated based on the real-time environmental data, and the initial compression amount is corrected using the environmental compensation factor to obtain the environmentally compensated real-time compression amount.
6. The method according to claim 5, characterized in that, The process of calculating the environmental compensation factor based on the real-time environmental data includes: Based on ambient temperature data, the temperature compensation coefficient is calculated using a polynomial fitting model. Based on the compression speed data, the compression speed compensation coefficient is calculated using a piecewise linear interpolation model. The environmental compensation factor is composed of the temperature compensation coefficient and the compression speed compensation coefficient.
7. The method according to claim 1, characterized in that, The process of determining the real-time elongation of the mooring cable based on the real-time tension data includes: Based on the pre-stored characteristic relationship between mooring cable tension and elongation, the real-time elongation is calculated from the real-time tension data.
8. The method according to claim 1, characterized in that, The process of establishing a mathematical model to describe the multi-degree-of-freedom motion of a ship includes: Based on the ship's basic mooring parameters and the real-time elongation, an equation for the change in mooring cable length is constructed. The fender compression equation is constructed based on the ship's basic mooring parameters and the real-time compression amount. By simultaneously solving the equations for the change in mooring cable length and the equations for the compression of the fender, the multi-degree-of-freedom motion parameters of the ship, including sway, pitch, heave, roll, pitch, and yaw, are obtained.
9. The method according to claim 1, characterized in that, The process of comparing the real-time motion state parameters with a preset safety threshold includes: Multiple levels of safety thresholds are pre-stored for different types of ships and operating scenarios; The real-time motion state parameters are compared sequentially with safety thresholds of different levels to trigger different levels of safety warning signals.
10. The method according to claim 1, characterized in that, The method further includes: The real-time motion state parameters, real-time internal pressure data, real-time compression amount after environmental compensation, real-time tensile force data, real-time elongation, real-time environmental data, and safety warning signals are displayed and stored in real time to support historical data review and analysis.