Ship adaptive equalization hoisting method and hoisting bracket

Abstract

The application discloses a kind of ship adaptive equalization hoisting methods, belong to ship engineering and hoisting and transport technical field.The technical scheme points in at: with multiple independent controllable lifting of lifting pier's hoisting bracket intervention floating ship bottom underwater;Operation lifting pier rises and contacts bottom and obtains real-time load data by pressure sensor;Based on the data trigger closed-loop control process, including calculating average load and load deviation, when maximum deviation exceeds first threshold, according to deviation direction and size generates lifting adjustment instruction for specific lifting pier to carry out iterative adjustment, until maximum deviation is less than smaller second threshold, complete ship weight equalization transfer to bracket;Finally, hoist the balanced bracket together with the ship whole from water surface.The method is mainly used in the shipyard lacking fixed dock facilities, realize small ship safe, efficient whole launching or docking operation.

Description

Technical Field

[0001] This invention relates to the fields of marine engineering and lifting and transportation technology. More specifically, this invention relates to an adaptive balanced lifting method and lifting bracket for ships. Background Technology

[0002] In the field of shipbuilding and repair, launching a ship or transferring it from the water to a shore slipway is a routine but challenging operation for small shipyards that lack fixed docks, ship rafts, or specialized handling equipment.

[0003] Currently, a common practice is to use a temporary lifting gantry assembled from crossbeams and longitudinal beams, in conjunction with a crane, to lift the entire vessel. In such operations, especially when the gantry is inserted into the hull and lifted while the vessel is floating underwater, a long-standing technical challenge is ensuring that the vessel's weight is evenly distributed across the gantry's support points (i.e., the supports). Because the hull of a vessel is typically a complex curved surface, and the attitude and position of the hull are uncertain in the underwater environment, when multiple supports of the gantry are simultaneously or sequentially lifted to contact the hull, severe uneven stress can easily occur. Some supports may already bear a large load, while others may not have even made contact or are bearing only a minimal load.

[0004] This uneven load can lead to a series of problems and risks: it can cause local stress concentration on the hull, posing a risk of damage to the hull structure or coating; it can make the overall stress state of the gantry poor, which may generate additional off-center load moments on the gantry structure itself and the crane hook system, affecting operational safety; and the uneven initial load state can also bring instability to the subsequent lifting and translation process.

[0005] A traditional approach to this problem relies on the operator's experience, manually observing and repeatedly adjusting the height of each support to improve load distribution. However, this method is inefficient, has a long operation cycle, and the adjustment accuracy depends entirely on the operator's experience. In the complex environment of underwater visibility and dynamic changes in hull attitude, it is difficult to achieve rapid and precise balancing. Another approach is to design a more complex mechanical synchronization mechanism to force all supports to be lifted synchronously. However, this not only increases the complexity and cost of the system, but also still cannot adapt to the surface differences of different ship types, and cannot fundamentally solve the problem of uneven initial load caused by mismatched contact surface shapes.

[0006] Therefore, how to quickly and automatically enable multiple support points of the lifting bracket to adaptively and evenly bear the weight of the ship in an underwater environment has become a technical problem that urgently needs to be solved but is difficult to implement. Summary of the Invention

[0007] One object of the present invention is to provide a ship adaptive balanced lifting method, comprising the following steps: Underwater, a hoisting bracket with multiple independently controllable lifting supports is inserted into the bottom of the floating vessel; The lifting supports are raised to contact the bottom of the ship, and real-time load data is obtained through pressure sensors on each lifting support. F i ,in i Number the lifting support piers; Based on the aforementioned real-time load data, the closed-loop control process is triggered: The control unit calculates the average load of all current lifting supports. F avg =∑ F i / n ,in, n Given the total number of lifting supports, calculate the load deviation Δ for each lifting support. F i = F i - F avg If the maximum absolute deviation max (∣Δ F i | is greater than the first preset threshold. T 1 Then for the load deviation Δ F i For lifting supports with a deviation greater than 0, a descent adjustment command is generated; for load deviation Δ F i For lifting supports with a height less than 0, a lifting adjustment command is generated, and the adjustment amount Δ is applied. H i = k Δ F i Generate lifting and adjustment instructions for a specific lifting support, wherein... k This is a pre-set proportional adjustment coefficient based on the response characteristics of the hydraulic system; After executing the instruction, wait for the control unit to respond, acquire real-time load data again, and repeat the above calculation, judgment, and adjustment process iteratively until the maximum absolute deviation is reached. max (∣Δ F i |) Less than the second preset threshold T 2 ,in T 2 < T 1 This completes the balanced transfer of the ship's weight to the support frame; The load-balanced lifting bracket, along with the entire vessel, is lifted off the water.

[0008] Preferably, in each iteration of the closed-loop control process, the control unit also calculates the current total load. F total =∑ F i And compare it with the safe load threshold preset according to the ship's weight. F safe If a comparison is made, F total > F safe If the altitude adjustment is not adjusted, an overload warning signal will be generated.

[0009] Preferably, the proportional adjustment coefficient k According to the maximum absolute deviation max (∣Δ F i Switch the size of |) when max (∣Δ F i |)≥ T 1 When, the first coefficient value is used. k 1; when T 2 < max (∣Δ F i |)< T 1 When using the second coefficient value k 2, of which k 2< k 1.

[0010] Preferably, the step of raising the lifting pier to contact the bottom of the ship also includes a pre-adjustment step: The control unit calculates and sets the initial lifting height for each lifting support based on the connection position of the adjustable crossbeam of the lifting bracket on the longitudinal lifting beam and the bottom hull line data of the ship. H i0 The calculation formula is as follows: H i0 = H base + f ( x i , y i , L , B , C ),in, H baseThe reference height is determined based on the water depth and the lowest point of the ship's bottom. x i and y i The first i The longitudinal and lateral position coordinates of each lifting support in the bracket coordinate system. L and B These are the ship's overall length and beam, respectively. C The function is a set of parameters characterizing the shape of the ship's bottom surface. f The hull height is calculated based on the lifting piers mapped from their position coordinates and ship type parameters. The control unit controls each lifting support to rise synchronously to its corresponding position. H i0 Then, it switches to executing the closed-loop control process.

[0011] Preferably, the function f The mapping relationship is obtained through a simplified prediction model of the ship's bottom surface. The prediction model divides the ship's bottom into three regions along the ship's length: the forebody, the middlebody, and the aftbody, and assigns a standard radius of curvature to each region. R j , j =1, 2, 3; For those located in the region j The theoretical bottom height of the internal lifting support piers f ( x i , y i , L , B , C The formula for calculating ) is: ,in, δ j For the region j The baseline correction value, the standard radius of curvature R j and baseline correction value δ j The parameter set constitutes C And based on the beam of the vessel B The approximate location of the region is retrieved from a pre-stored table of empirical parameters.

[0012] Preferably, during the iteration of the closed-loop control process, the control unit also performs a load balancing assessment: Calculate the load distribution uniformity index U Its calculation formula is ,when U Greater than the preset uniformity threshold U thAnd the maximum absolute deviation max (∣Δ F i |) is less than the second preset threshold T 2 If the load balancing is complete, then load balancing is considered complete; otherwise, iterative adjustments continue.

[0013] Preferably, the step of lifting the load-balanced hoisting bracket along with the vessel as a whole off the water surface also includes attitude maintenance control: The control unit calculates the current lateral offset of the center of gravity of the hoisting bracket in real time. D cg The calculation formula is as follows: ,in, y i For the first i The coordinates of the lateral position of each lifting support on the hoisting bracket. F i For its current load, F total This represents the current total load. like D cg Greater than the preset allowable offset threshold D max Then the control unit generates a lateral balancing command, which finely adjusts the height of at least one lifting support located on one side of the bracket to achieve the desired lateral balancing. D cg Regress to less than D max The range.

[0014] Preferably, an adaptive grouping leveling step is included before the closed-loop control process begins: The control unit automatically divides each lifting support into at least three leveling groups (front, middle, and rear) based on the longitudinal position of each lifting support on the hoisting bracket. During the leveling process, load balancing iteration is prioritized within each group, and the maximum load deviation within all groups is considered when... max (∣Δ F i If all values ​​are less than the intermediate threshold, then perform a cross-group global load balancing iteration.

[0015] A hoisting bracket is provided for implementing the aforementioned ship adaptive balanced hoisting method, characterized in that it comprises: At least two longitudinal suspension beams; There are at least three adjustable crossbeams, all of which are detachably connected to the longitudinal lifting beam via a fastening connection structure, and the connection position is adjustable along the length direction of the longitudinal lifting beam; Multiple independent hydraulic lifting supports are provided, and the multiple lifting supports are detachably fixed to the adjustable crossbeam via a base, and their installation position can be adjusted along the length of the adjustable crossbeam. The top of the lifting support is provided with a swing pad assembly, which includes a steel pad that swings around the hinge point and an elastic contact pad fixed to the upper surface of the steel pad.

[0016] Preferably, the fastening connection structure includes a plurality of limiting blocks and connecting bolt holes disposed on the longitudinal lifting beam, and a docking part disposed at the end of the adjustable crossbeam and cooperating with the limiting blocks and connecting bolt holes. The adjustable crossbeam is fixed to the longitudinal lifting beam by bolts passing through the connecting bolt holes and is longitudinally positioned by the limiting blocks. The docking part is also provided with an anti-detachment safety block. The base is a plate-shaped structure with elongated holes. The lifting support is slidably fixed to the adjustable beam by bolts passing through the elongated holes and the pre-set mounting holes on the adjustable beam. In the swing pad assembly, the steel pad is connected to the top rod of the lifting support via a ball joint or cross joint, and the elastic contact pad is a vulcanized rubber block, which is fixed to the upper surface of the steel pad by adhesive or bolts.

[0017] The present invention has at least the following beneficial effects: First, this invention, through closed-loop iterative control based on real-time pressure data, can automatically and quickly distribute the ship's weight evenly to each support point of the lifting bracket. This effectively avoids excessive local stress on the hull caused by uneven force on the lifting supports, reducing potential damage to the hull structure or coating. At the same time, the balanced load ensures good stress state of the lifting bracket and crane hook system, reducing the risk of off-center loading and improving the stability and safety of the overall lifting operation.

[0018] Secondly, by introducing a variety of optimization strategies such as pre-adjustment steps, adaptive grouping and leveling, variable parameter adjustment, and dual termination criteria, this invention significantly accelerates the convergence speed of load balancing, reduces ineffective actions and oscillations in the hydraulic system, and makes the leveling process more efficient and stable. This method reduces the reliance on operator experience, realizes intelligent control of hoisting operations, and improves the repeatability and efficiency of operations.

[0019] Third, during the critical stages of lifting the entire system off the water and lateral movement in the air, the present invention can effectively suppress and correct the lateral tilt of the hoisting system by calculating the center of gravity shift in real time and actively fine-tuning the lifting supports. This reduces the safety risks caused by unstable posture and provides additional active safety protection for the entire hoisting process.

[0020] Fourth, the special lifting bracket of this invention adopts a modular design that is detachable and adjustable, and achieves adaptive contact through the swing pad assembly. This allows a set of tooling to be adapted to ships of various sizes and hull types through mechanical reconfiguration. This replaces the high-cost model of customizing special tooling for different ship types, and combines the convenience of use with good economy.

[0021] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0022] Figure 1 This is a top view schematic diagram of the overall structure of the hoisting bracket according to one of the technical solutions of the present invention; Figure 2 This is a side view of the support frame according to one of the technical solutions of the present invention, mainly showing the connection between the lifting support and the crossbeam; Figure 3 for Figure 2 Enlarged view of point A in the middle.

[0023] The markings in each of the attached figures are as follows: 1. Longitudinal lifting beam; 2. Adjustable crossbeam; 3. Fastening connection structure; 4. Lifting support; 5. Swinging pad assembly; 6. Limiting block; 7. Connecting bolt hole; 8. Connecting part; 9. Base; 10. Steel pad; 11. Elastic contact pad; 12. Lifting lug. Detailed Implementation

[0024] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0025] It should be noted that, unless otherwise specified, the experimental methods described in the following embodiments are all conventional methods, and the reagents and materials described are all commercially available unless otherwise specified. In the description of this invention, the orientation or positional relationship indicated by the terms is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. It does 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 invention.

[0026] This invention provides a ship adaptive balanced lifting method, comprising the following steps: Underwater, a lifting bracket with multiple independently controllable lifting supports is inserted into the bottom of the floating vessel. Specifically, the lifting bracket can be a frame consisting of two longitudinal lifting beams and three adjustable crossbeams connected by bolts. The number of lifting supports can be selected as nine, divided into three groups and installed on the three crossbeams respectively. Before the operation, the operator adjusts the connection position of the three crossbeams on the longitudinal lifting beams according to the total length and beam of the target vessel to adapt to the length of the vessel. At the same time, according to the rib distribution of the vessel, the installation position of each lifting support on its respective crossbeam is adjusted to adapt to the width of the vessel. After the adjustment is completed, a land crane is used to lift the assembled lifting bracket to the target water area, and by operating the crane, the bracket is slowly moved horizontally from one side of the vessel until it is completely in the water area directly below the vessel. The lifting piers are raised to contact the bottom of the ship, and real-time load data is obtained through pressure sensors on each lifting pier. F i ,in i The lifting supports are numbered; specifically, the control unit can send synchronous low-speed lifting commands to the hydraulic control valves of all lifting supports. The hydraulic cylinders of the lifting supports can be single-acting piston cylinders, and their pressure sensors can be resistance strain gauge pressure sensors, installed in the oil inlet of the hydraulic cylinder or on the pressure-bearing surface at the top of the lifting support, to measure the lifting force of the lifting support on the hull bottom. When the top of the lifting support contacts the hull bottom, its pressure sensor reading will rise from zero. The control unit, through a fieldbus, such as a CAN bus or industrial Ethernet, cyclically reads the real-time measurement values ​​of all nine pressure sensors at a sampling frequency of 10 times per second, and records them separately. F 1 to F 9 ; Based on real-time load data, the closed-loop control process is triggered: The control unit calculates the average load of all current lifting supports. F avg =∑ F i / n ,in, n Given the total number of lifting supports, calculate the load deviation Δ for each lifting support. F i = F i - F avg If the maximum absolute deviation max (∣Δ F i | is greater than the first preset threshold. T 1 Then for the load deviation Δ F iFor lifting supports with a deviation greater than 0, a descent adjustment command is generated; for load deviation Δ F i For lifting supports with a height less than 0, a lifting adjustment command is generated, and the adjustment amount Δ is applied. H i = k Δ F i Generate lifting and adjustment instructions for a specific lifting support, wherein... k This is a pre-set proportional adjustment coefficient based on the response characteristics of the hydraulic system; After executing the instruction, wait for the control unit to respond, acquire real-time load data again, and repeat the above calculation, judgment, and adjustment process iteratively until the maximum absolute deviation is reached. max (∣Δ F i |) Less than the second preset threshold T 2 ,in T 2 < T 1 This completes the balanced transfer of the ship's weight to the support structure; specifically, it calculates the average load on the nine lifting supports. F avg =( F 1 + F 2 +...+ F 9 ) / 9, calculate the load deviation Δ for each lifting support. F i = F i - F avg And find the deviation with the largest absolute value, denoted as . max (∣Δ F i |), first preset threshold T 1 It can be set to average load. F avg 15%, for example, if the estimated gross weight of a ship is 100 tons and the average load is approximately 11.1 tons, then T 1 The acceptable value is 1.67 tons, the second preset threshold. T 2 It can be set to average load. F avg 5%, or approximately 0.56 tons, and meets the requirements. T 2 < T 1 ;like max (∣ΔF i |) greater than T 1 Then the control unit according to Δ F i Positive and negative generation adjustment instructions: for Δ F i For lifting supports with a value greater than 0, a descent command is generated; for Δ... F i For lifting supports with a height of <0, an upward command is generated; the height adjustment amount Δ H i From the formula Δ H i = k Δ F i The calculated proportional adjustment coefficient is... k It can be set according to the response speed of the hydraulic system, for example, k The value can be set to 0.05 mm / kN, which means that for every 1000 N (approximately 0.1 tons) load deviation, the corresponding lifting support needs to be adjusted in height by 0.05 mm. The control unit sends a switching command to the corresponding lifting support hydraulic valve through the hydraulic valve controller to execute the height adjustment. After execution, the system waits for a complete response cycle, such as 3 to 5 seconds. This cycle includes the valve action time, the hydraulic cylinder extension and retraction time, and the time for the pressure sensor reading to stabilize again. After the wait is over, the control unit reads a new round of pressure data. F i Repeat the process described above, which involves calculating the average load, calculating the deviation, making a judgment, generating and executing instructions. This iterative loop continues until... max (∣Δ F i The value of | is less than T 2 At this point, it can be assumed that the ship's weight has been evenly transferred to the various lifting supports of the hoisting bracket; After load balancing, the hoisting bracket, along with the vessel as a whole, is lifted off the water. Specifically, when the closed-loop control process meets the termination condition, i.e., after load balancing is completed, the main hook of the crane is slowly lifted, and the hoisting bracket is connected to the crane hook through four lifting points on its longitudinal lifting beam, lifting the vessel as a whole, which is in a state of balanced force, off the water. During the lifting and subsequent translation process, the control unit can continue to monitor the pressure values ​​of each lifting support, but will no longer actively perform large-scale leveling iterations, and will only perform safety monitoring.

[0027] The above method enables the automatic and rapid distribution of the ship's weight evenly to the various support points of the lifting bracket in an underwater environment. This effectively avoids excessive local stress on the hull caused by uneven force distribution on the lifting supports, reducing potential damage to the hull structure. At the same time, the balanced load ensures good stress distribution on the lifting bracket and crane hook system, improving the stability and safety of the overall lifting operation. This method reduces reliance on operator experience and improves operational efficiency and repeatability.

[0028] In another technical solution, during each iteration of the closed-loop control process, the control unit also calculates the current total load. F total =∑ F i And compare it with the safe load threshold preset according to the ship's weight. F safe If a comparison is made, F total > F safe If the system detects an overload, it will pause height adjustment and generate an overload warning signal; specifically, the control unit will read the real-time load data from the nine pressure sensors. F 1 to F 9 Perform a summation operation, that is F total = F 1 + F 2 +...+ F 9 This calculation is performed once in each iteration, and the result is... F total This represents the total weight of the ship being lifted by the lifting bracket at the current moment. The software module for calculating the total load can be integrated into the main control program of the control unit and called during each data sampling and processing cycle. The control unit will then calculate the current total load. F total With a preset safe load threshold F safe Comparison, safe load threshold F safe The setting is based on the known or estimated weight of the target vessel. For example, for a vessel with an estimated lightship weight of 95 tons, considering a certain safety margin, it can be... F safe The threshold is set at 110 tons. F safe The data can be pre-stored in the non-volatile memory of the control unit, or manually entered by the operator before operation based on the ship's information via a human-machine interface. The comparison logic is for judgment.F total Is it greater than F safe If the comparison result is F total > F safe If the overload warning signal is triggered, the control unit immediately interrupts the ongoing closed-loop leveling iteration process, suspends sending new height adjustment commands to the hydraulic control valves of all lifting supports, and generates an overload warning signal. This overload warning signal can be output in various ways, such as triggering the sound and flashing of the audible and visual alarm installed on the control cabinet, or displaying a conspicuous red warning message on the human-machine interface screen, which can read "Total load exceeds limit, leveling has been suspended." After the overload warning signal is issued, the system enters a safe pause state, waiting for the operator to intervene and check. The operator needs to check for sensor failures, the actual weight of the ship far exceeding the estimate, or hydraulic system malfunctions causing "false lifting," etc. Only after troubleshooting and confirming safety can the alarm be manually reset and the leveling operation resume. This invention provides an important layer of safety protection for the closed-loop leveling process by adding total load monitoring and overload warning steps. This can effectively prevent the system from misjudging and continuing to lift due to abnormal readings of individual pressure sensors, control algorithm errors, or operational mistakes, causing the load borne by the support to far exceed the actual weight of the ship and the structural design limits.

[0029] In another technical solution, the proportional adjustment coefficient k Based on the maximum absolute deviation max (∣Δ F i Switch the size of |) when max (∣Δ F i |)≥ T 1 When, the first coefficient value is used. k 1; when T 2 < max (∣Δ F i |)< T 1 When using the second coefficient value k 2, of which k 2< k 1; Specifically, based on the degree of current load imbalance, i.e., the maximum absolute deviation. max (∣Δ F i The value of | determines which scaling factor to use for calculation. The control unit has at least two preset scaling adjustment factors, and in each iteration's judgment step, it uses the real-time calculated value as the scaling factor. max (∣ΔF i | The system automatically selects the corresponding coefficient based on the numerical range of the value. This selection logic is implemented through conditional statements in the program, such as using an "if-else" or "switch-case" structure. When the control unit determines the value calculated in the current iteration cycle... max (∣Δ F i |) Greater than or equal to the first preset threshold T 1 When the first coefficient value is selected, then the first coefficient value is chosen. k 1 is used to calculate the height adjustment Δ in this iteration. H i First preset threshold T 1 The value can be set as before; for example, it can be set to average load. F avg 15%, the first coefficient value k 1 can be set to a relatively large value, such as 0.08 mm / kN. Choose a larger value. k The purpose of the value 1 is to ensure that, during periods of significant load deviation, the adjustment range of the lifting support is correspondingly larger each time, thereby quickly reducing the main load differences and improving the convergence speed in the initial stage of leveling. When the control unit determines the value calculated in the current iteration cycle... max (∣Δ F i |) Less than the first preset threshold T 1 However, it is greater than the second preset threshold. T 2 At that time, that is T 2 < max (∣Δ F i |)< T 1 Then switch to using the second coefficient value. k 2. Second preset threshold T 2 The values ​​are as before, the second coefficient value k 2 is set to less than k A value of 1, such as 0.02 mm / kN, is chosen to be smaller. kThe purpose of using a binary value is to employ a smaller adjustment step size when the load deviation has significantly decreased and the process has entered the fine-tuning stage. This avoids oscillations near the equilibrium point caused by excessive adjustment amplitude, allowing the balancing process to converge smoothly and accurately to the final equilibrium state, thus ensuring the stability of the balancing process. This invention uses different proportional adjustment coefficients according to the magnitude of the load deviation. This method can balance the speed and stability of the balancing process. When the deviation is large, a larger coefficient is used to quickly approach equilibrium, while a smaller coefficient is used for fine-tuning when the deviation is small. This avoids the problems of slow convergence speed or oscillations near the equilibrium point that may be caused by a single fixed coefficient.

[0030] In another technical solution, the step of raising the lifting pier to contact the bottom of the ship also includes a pre-adjustment step: The control unit calculates and sets the initial lifting height for each lifting support based on the connection position of the adjustable crossbeam of the lifting bracket on the longitudinal lifting beam and the ship's bottom hull line data. H i0 The calculation formula is as follows: H i0 = H base + f ( x i , y i , L , B , C ),in, H base The reference height is determined based on the water depth and the lowest point of the ship's bottom. x i and y i The first i The longitudinal and lateral position coordinates of each lifting support in the bracket coordinate system. L and B These are the ship's overall length and beam, respectively. C The function is a set of parameters characterizing the shape of the ship's bottom surface. f The hull height is calculated based on the lifting piers mapped from their position coordinates and ship type parameters. The control unit controls each lifting support to rise synchronously to its corresponding position. H i0 Then it switches to executing a closed-loop control process; In the above technical solution, the pre-adjustment step is performed before the lifting piers begin to contact the hull bottom. Its purpose is to provide a better initial load distribution starting point for subsequent closed-loop control. The pre-adjustment step is automatically executed by the control unit and is a preliminary stage in the overall control process. During implementation, after the lifting bracket is lowered underwater by the crane and positioned directly below the ship, the control unit first enters the pre-adjustment mode, rather than immediately instructing all lifting piers to rise synchronously at a low speed. In the pre-adjustment step, the control unit needs to calculate a target height for each lifting pier, i.e., the initial lifting height. H i0 The required input parameters for the calculation include the gantry structure parameters and the ship's hull lines parameters. The gantry structure parameters mainly refer to the installation position coordinates of each lifting support in the bracket coordinate system. x i , y i These coordinates can be determined based on the actual connection position of the crossbeam on the longitudinal lifting beam (reflecting the ship's length direction) and the actual installation position of the lifting pier on the crossbeam (reflecting the ship's beam direction). This positional information can be manually input through the human-machine interface or fed back to the control unit by position sensors after the lifting frame assembly and adjustment are completed; the ship's lines parameters include the ship's overall length. L , width B and the parameter set characterizing the bottom surface profile of the ship. C Total length L and width B The parameter set can be obtained from ship design data or through simple measurements and input into the control system before operation. C The approximate shape of the hull is described by a set of simplified geometric parameters, or a function. f It is a mapping relationship, its function is based on the position coordinates of the lifting support ( x i , y i ) and ship type parameters ( L , B , C ), calculate the theoretical bottom height of the ship at the location of the lifting support relative to a certain reference; reference height H base It is a common starting point, which can be used to estimate the height of the lowest point of the ship's bottom from the initial position of the support, based on the water depth and the ship's draft in the operating area. For example, it can be set as the initial height of the support plus a safety margin. The control unit traverses all lifting supports according to the above formula. i =1 to 9), calculate their respective H i0 Calculate the initial lifting height of all lifting supports. H i0Then, the control unit controls the hydraulic cylinders of each lifting support to raise it synchronously from its initial position. The target height for each lifting support is its corresponding... H i0 Value, due to H i0 The values ​​are estimated based on the ship type, therefore the rising range of each lifting pier is not exactly the same. Thus, before contacting the hull bottom, the outline of the top of the lifting pier is pre-formed into a shape approximating the curved surface of the target hull bottom. When all lifting piers rise to their respective... H i0 After the height is reached, the pre-adjustment step ends; the control unit then switches to closed-loop control mode and begins to execute the "operation of the lifting piers to rise to contact the bottom of the ship" and the subsequent iterative leveling process based on real-time pressure feedback. At this time, since the lifting piers have been pre-adjusted, their actual gap with the bottom of the ship is small, thereby shortening the contact process and making the load distribution at the initial contact more uniform. By adding a pre-adjustment step and setting differentiated initial heights for each lifting pier based on known ship type data, the lifting pier array can pre-fit the approximate curvature of the bottom of the ship before physical contact. This reduces the huge initial load deviation that may occur when the lifting piers make "blind" contact, providing a better starting condition for the subsequent closed-loop leveling. As a result, the number of closed-loop iterations required can be significantly reduced, the convergence speed of the overall equilibrium process can be accelerated, and it also helps to reduce the local impact stress on the hull at the moment of contact.

[0031] In another technical solution, the function f The mapping relationship is obtained through a simplified prediction model of the ship's bottom surface. The prediction model divides the ship's bottom into three regions along the ship's length: the forebody, the middlebody, and the aftbody, and assigns a standard radius of curvature to each region. R j , j =1, 2, 3; For those located in the region j The theoretical bottom height of the internal lifting support piers f ( x i , y i , L , B , C The formula for calculating ) is: ,in, δ j For the region j Baseline correction value, standard radius of curvature R j and baseline correction value δ j Construct parameter set C And based on the ship's beamB The approximate location of the region is retrieved from a pre-stored table of empirical parameters; Specifically, the hull bottom surface prediction model is an engineering approximation of the real complex hull surface. It aims to obtain sufficient shape information for pre-adjusting the height of the lifting piers with low computational complexity. The control unit stores or has the algorithm of the hull bottom surface prediction model built into it. During pre-adjustment calculations, the control unit calls this model and, combined with the input lifting pier positions and hull parameters, calculates the estimated hull bottom height at each lifting pier. The simplified hull bottom surface prediction model divides the entire hull along the ship's length direction (i.e., the X-axis direction, usually pointing towards the bow) into three continuous segments: the forebody region, the midbody region, and the aftbody region. This division conforms to the basic characteristics of most ship hull forms. The hull bottom surface prediction model assumes a simplified geometry for each region; specifically, it assigns a representative standard radius of curvature to each region. R j For example, the radius of curvature of region 1 (the precursor) can be defined as... R 1 The radius of curvature of region 2 (middle body) is R 2 The radius of curvature of region 3 (rear body) is R 3 The middle body region is usually relatively flat. R 2 The value may be much greater than R 1 and R 3 The boundaries of the area can be determined based on the total length of the ships. L Dividing the hull proportionally, for example, defining the first 30% of the ship's length as the forebody, the middle 40% as the midbody, and the last 30% as the aftbody, the formula is based on the approximation of the hull's transverse section by a circular arc segment, and its form can be: ,in, y i 2 The formula represents the distance of the lateral coordinate of the lifting pier relative to the centerline of the ship. δ j This is called the baseline correction value for the region, used to compensate for errors caused by the use of a circular approximation and the fact that the ship's baseline (keel line) is not a horizontal straight line; parameter set C In this specific implementation, the standard curvature radii of the three regions are used. R 1 , R 2 , R 3 and the corresponding baseline correction value δ 1 , δ 2 ,δ 3 These six parameters are not obtained through real-time measurements, but are based on the ship's main dimensions, especially its beam. B The approximate location of this area on the ship (e.g., fore hull, mid hull) is obtained by querying a pre-established empirical parameter table stored in the control unit's memory. This empirical parameter table is generated by statistically summarizing the hull line data of various typical ship types. For example, for a ship with a beam... B For vessels measuring 8 meters, the lookup table may provide the corresponding forebody area. R 1 =15 meters, δ 1 =0.1 meters; Middle body area R 2 =50 meters, δ 2 =0 meters; Rear body area R 3 =12 meters, δ 3 =0.15 meters, the control unit is based on the input ship beam. B and the longitudinal coordinates of the lifting support x i The area you land in will give you the corresponding [resource / resource]. R j and δ j The value is substituted into the formula to complete the calculation. By using a simplified prediction model that divides the region and uses the standard radius of curvature and correction value, the function in the pre-tuning step is provided. f A clear and implementable calculation method is provided. This method achieves a reasonable prediction of the hull surface with low computational complexity, making pre-adjustment based on hull data possible.

[0032] In another technical solution, during the iteration of the closed-loop control process, the control unit also performs a load balancing assessment: Calculate the load distribution uniformity index U Its calculation formula is ,when U Greater than the preset uniformity threshold U th And the maximum absolute deviation max (∣Δ F i |) Less than the second preset threshold T 2 If the load balancing is complete, then determine that load balancing is complete; otherwise, continue iterative adjustments. Specifically, in each iteration of the closed-loop control process, after the control unit completes steps such as calculating the average load, load deviation, judgment, and generating adjustment commands, it also performs a load balance assessment in parallel. This assessment aims to quantify the uniformity of the current load distribution from the perspective of overall distribution, serving as an auxiliary or supplementary criterion for determining whether load balancing is complete. This assessment function is implemented through another software module in the control unit and is called within the data processing cycle of each iteration. The core of the load balance assessment is calculating a uniformity index. U The control unit utilizes the real-time load data acquired in the current iteration to determine the numerical value. F i The calculated average load F avg and total load F total According to the formula Perform the calculation, where ∑| F i - F avg | represents the sum of the absolute values ​​of the differences between the loads of all lifting supports and the average load. This formula has a clear mathematical meaning: when all F i When they are completely equal (ideally uniform distribution), ∑| F i - F avg | is 0, at this time U Equals 1; when the load distribution is extremely uneven, ∑| F i - F avg | Approaching 2 F total ,at this time U Approaching 0, therefore, U The value ranges between 0 and 1. A larger value indicates a more uniform load distribution. The calculation process involves simple addition, subtraction, absolute value, and division operations, requiring relatively low computational power from the control unit. The control unit will then use the calculated uniformity index... U With a preset uniformity threshold U th In addition to making comparisons, it is still necessary to check the maximum absolute deviation. max (∣Δ F i | Is it less than the second preset threshold? T 2 Uniformity threshold U th The value can be set based on the requirements for uniform stress distribution in the hull structure and engineering experience; for example, it can be set to 0.85. Only when both conditions are met simultaneously... U> U th and max (∣Δ F i |)< T 2 Only when the load balancing is complete does the control unit finally determine that load balancing is finished and terminate the closed-loop iteration process. If any condition is not met, the control unit will continue to perform the next round of iteration adjustment. This dual judgment mechanism ensures that the system will not prematurely stop balancing in a state where "although the maximum deviation meets the standard, the overall distribution is still not ideal." This is achieved by introducing a load distribution uniformity index. U Its threshold judgment provides a more comprehensive and rigorous criterion for terminating the closed-loop leveling process, making up for the shortcomings of relying solely on the maximum local deviation. max (∣Δ F i |) Potential shortcomings of the termination condition, such as the inability to identify the “pseudo-equilibrium” state where a few lifting supports have extremely high loads while most lifting supports have extremely low loads.

[0033] In another technical solution, the process of lifting the load-balanced hoisting bracket along with the entire vessel out of the water also includes attitude maintenance control: The control unit calculates the current lateral offset of the center of gravity of the hoisting bracket in real time. D cg The calculation formula is as follows: ,in, y i For the first i The coordinates of the lateral position of each lifting support on the hoisting bracket. F i For its current load, F total This represents the current total load. like D cg Greater than the preset allowable offset threshold D max The control unit then generates a lateral balancing command, which finely adjusts the height of at least one lifting support located on one side of the bracket's lateral side to achieve the desired lateral balancing. D cg Regress to less than D max Scope; Specifically, after completing underwater load balancing, the control unit does not cease operation but instead switches to a parallel attitude maintenance control mode. This mode operates continuously throughout the entire aerial lifting phase, from lifting the vessel out of the water to translating and finally placing it. Its purpose is to actively monitor and maintain the lateral horizontal attitude of the lifting gantry and the vessel as a whole, in order to cope with tilting trends that may be caused by initial roll, minor load changes, or external disturbances (such as gusts of wind). The core of attitude maintenance control is to calculate the current lateral position of the lifting system's center of gravity in real time, i.e., the lateral offset of the center of gravity. D cg The control unit continuously reads the pressure sensor data of each lifting support at a high frequency (e.g., 5 times per second). F i And using the lateral coordinates of each lifting support pre-stored in the system. y i Horizontal coordinate y i This refers to the distance of the lifting support relative to the longitudinal centerline of the hoisting bracket in the coordinate system, usually expressed in meters. These coordinate values ​​are input or automatically recorded in the control unit after the hoisting bracket assembly and lifting support position adjustment are determined. The calculation formula is as follows: This formula is based on the principle of torque balance, and the calculation results are... D cg Indicates the current total system load F total The point of application of the resultant force is located in the horizontal direction, if D cg A value of 0 indicates that the center of gravity is located on the center line; if D cg If the value is positive or negative, it indicates that the center of gravity is biased to one side of the centerline. The control unit will calculate the absolute value of the lateral offset of the center of gravity. D cg | with a preset allowed offset threshold D max Comparison, allowing offset threshold D max The setting can be based on the width of the hoisting bracket and the safety regulations for lifting operations. For example, it can be set to 0.1 meters. D cg |greater than D max If the control unit determines that the current lateral tilt has exceeded the safe allowable range and intervention is required, the control unit generates a lateral balancing command. The logic of this command is to generate a corrective moment to counteract the tilt by finely adjusting the height of one or more lifting supports located on one side of the bracket (i.e., the side opposite to the direction of the center of gravity shift). For example, if the calculated... D cg +0.15 meters (center of gravity shifted to the right), andD max If the distance is 0.1 meters, the control unit will select the left side (horizontal coordinate). y i The control unit sends a small upward command to one or more lifting supports (with negative values) via its hydraulic valves. The height adjustment is very small, for example, 0.5 to 2 millimeters per adjustment. This slight increase in height slightly increases the load on the lifting supports, thus altering the load distribution and generating a torque that shifts the center of gravity to the left (i.e., towards the centerline). After executing a fine-tuning command, the control unit briefly waits for a system response (e.g., 1-2 seconds) before recalculating. D cg This process cycles rapidly until... D cg The value of | decreases to less than D max At this point, the attitude control module pauses active adjustment and only maintains the monitoring state until the limit is detected again. By adding active attitude control during the lifting off the water and aerial lifting stages, this invention can effectively suppress and correct the lateral tilt of the lifting system. This reduces the risk of ship slippage, deterioration of the jack stress, or additional lateral force on the crane due to attitude instability, and improves the safety and stability of the entire lifting process, especially the critical stages of lifting off the water and horizontal movement.

[0034] In another technical solution, an adaptive grouping leveling step is included before the closed-loop control process begins: The control unit automatically divides each lifting support into at least three leveling groups (front, middle, and rear) based on the longitudinal position of each lifting support on the hoisting bracket. During the leveling process, load balancing iteration is prioritized within each group, and the maximum load deviation within all groups is considered when... max (∣Δ F i If all values ​​are less than the intermediate threshold, then perform a cross-group global load balancing iteration. Specifically, the adaptive grouping leveling step, as a preliminary, structured leveling stage, aims to spatially decompose the load balancing problem. During implementation, after the lifting bracket intervenes at the bottom of the ship and acquires initial pressure data, the control unit first enters the grouping leveling mode, rather than immediately performing global iteration. The prerequisite for grouping leveling is the automatic division of leveling groups. The control unit then adjusts the leveling based on the pre-set or measured longitudinal position coordinates of each lifting support. x iThe system is grouped, with the longitudinal position referring to the coordinates of the lifting supports along the ship's length (usually pointing towards the bow). A specific division method is as follows: all lifting supports installed on the foremost adjustable beam are divided into the "front group," all lifting supports installed on the middle adjustable beam are divided into the "middle group," and all lifting supports installed on the rearmost adjustable beam are divided into the "rear group." For example, for a bracket with three beams, each beam housing three lifting supports, three leveling groups can be naturally formed, each containing three lifting supports. The grouping logic is implemented through a program within the control unit, automatically completing the leveling process based on the membership relationship between the lifting supports and the beams. In grouped leveling mode, the control unit independently executes a closed-loop iterative process for each leveling group sequentially, but calculates the average load... F avg The data used to determine the threshold is limited to the lifting supports within that group. For example, for the "front group," the control unit calculates the average load on the three lifting supports in that group. F avg The load deviation of each lifting support within the group is calculated. The threshold used for iteration within the group can be different from the global threshold; here, an "intermediate threshold" is introduced. T mid , T mid The value can be set to be between the global first preset threshold. T 1 Second preset threshold T 2 Between these points, for example, it can be set to 10% of the average load. The control unit iterates within the "previous group" until the maximum absolute deviation of that group is reached. max (∣Δ F i | Less than T mid Using the same logic and the same intermediate threshold T mid The internal balancing of the "middle group" and the "back group" is completed sequentially. Only when the internal balancing of all groups (front, middle, and back groups) has been completed, that is, when the internal balancing of each group is complete, is the balance of ... max (∣Δ F i |) are all less than T mid After the group balancing step is completed, the control unit switches to the standard global closed-loop control process. At this point, because each group has been initially balanced, the starting point of the global iteration is better, thus allowing for faster and smoother convergence to meet the global threshold. T 2To achieve the final equilibrium state, this invention decomposes the complex global equilibrium problem of multiple lifting supports into several simpler sub-region equilibrium problems by adding an adaptive grouping leveling step. This "local first, then global" leveling strategy can significantly reduce the frequent misadjustment of lifting supports in other unrelated areas due to uneven load in a certain area during the initial leveling stage. This helps to reduce the total number of hydraulic system actions, reduce system oscillation, thereby accelerating the convergence speed of the overall leveling process and improving the stability and control efficiency of the leveling process.

[0035] like Figures 1 - 3 As shown, a lifting bracket for implementing an adaptive equilibrium lifting method for ships is provided, comprising: At least two longitudinal lifting beams 1; specifically, the main frame of the lifting bracket includes two parallel longitudinal lifting beams 1. The longitudinal lifting beams 1 can be made of high-strength structural steel, such as Q345B steel, rolled into the cross-sectional form of I-beams or box beams to provide the main longitudinal bending strength. The length of each longitudinal lifting beam 1 can be determined according to the maximum length of the ship to be lifted, for example, it can be manufactured to be 20 meters long. On each longitudinal lifting beam 1, multiple sets of connecting holes are opened at intervals along its length direction, and positioning limit blocks 6 are welded on them for connection with the adjustable crossbeam 2 described below. Lifting lugs 12 are provided at both ends or appropriate positions of the longitudinal lifting beams 1 as lifting points for connection with the crane hook. The number of lifting points can be, for example, four. At least three adjustable crossbeams 2 are provided. All three adjustable crossbeams 2 are detachably connected to the longitudinal lifting beam 1 via a fastening connection structure 3, and the connection position is adjustable along the length of the longitudinal lifting beam 1. Specifically, the adjustable crossbeams 2 can also be made of high-strength structural steel, such as rectangular steel pipes. Each adjustable crossbeam 2 has a mating part 8 at both ends that mates with the longitudinal lifting beam 1. Bolt holes are provided on the mating part 8. The fastening connection structure 3 is specifically manifested as follows: by aligning the mating part 8 at the end of the adjustable crossbeam 2 with a set of pre-set connection holes and limit blocks 6 on the longitudinal lifting beam 1, and then using high-strength bolts to pass through the bolt holes and tightening the nuts, the crossbeam can be fixed at a specific position on the longitudinal lifting beam 1. By selecting different sets of connection holes on the longitudinal lifting beam 1, the spacing between the three crossbeams can be changed, thereby adapting to ships of different lengths. The three crossbeams are usually arranged at corresponding positions at the front, middle and rear of the ship. Multiple independently hydraulic lifting supports 4 are detachably fixed to the adjustable crossbeam 2 via bases 9, and their installation positions can be adjusted along the length of the adjustable crossbeam 2. Specifically, multiple independently hydraulic lifting supports 4 are installed on each adjustable crossbeam 2. The number of lifting supports 4 can be selected according to design needs, for example, three are installed on each crossbeam, for a total of nine. Each lifting support 4 includes a hydraulic cylinder and a piston rod (top rod). The lifting support 4 is connected to the adjustable crossbeam 2 via a base 9. The base 9 can be a steel plate with elongated holes. The base 9 is fixed to the crossbeam by bolts passing through the elongated holes and a row of pre-set mounting holes on the crossbeam. When the bolts are loosened, the base 9 can slide along the elongated holes on the crossbeam, thereby adjusting the lateral installation position of the lifting support 4 on the crossbeam to adapt to different ship widths. After the bolts are tightened, the base 9 is locked and fixed. The hydraulic pipelines and control valves of the lifting supports 4 can be integrated inside or outside the crossbeam and connected to the control unit via hoses. The top of the lifting support 4 is provided with a swing pad assembly 5. The swing pad assembly 5 includes a steel pad 10 that swings around the hinge point and an elastic contact pad 11 fixed to the upper surface of the steel pad 10. Specifically, the steel pad 10 is connected to the top rod of the lifting support 4 through a hinge mechanism (such as a ball joint or cross-axis hinge), so that the steel pad 10 can swing at a certain angle in multiple directions relative to the top rod. On the upper surface of the steel pad 10, an elastic contact pad 11 is fixed. The material of the elastic contact pad 11 can be a wear-resistant and appropriately elastic vulcanized rubber. The rubber pad can be bonded to the steel pad 10 with a high-strength adhesive or fixed with countersunk bolts. When the lifting support 4 is raised to contact the bottom of the ship, the steel pad 10 can swing adaptively to conform to the curved surface of the bottom of the ship, while the rubber pad provides cushioning and friction, protects the hull paint and prevents slippage. In the above technical solution, the lifting bracket, through the design of adjustable crossbeam 2 and sliding lifting support 4, achieves physical adaptation to various ship lengths and beams, improves the versatility of the tooling, and reduces the cost of customizing special tooling for different ships. The top swing pad assembly 5 enables the support point to have self-adaptive fitting capability, creating good mechanical conditions for balanced underwater contact. As an integral tooling, the lifting bracket provides reliable, adjustable hardware support with self-adaptive contact capability for intelligent lifting methods. After the entire lifting bracket is assembled and pre-adjusted on land, it is lifted by a crane to the operating water area for use.

[0036] In another technical solution, the fastening connection structure 3 includes multiple limiting blocks 6 and connecting bolt holes 7 disposed on the longitudinal lifting beam 1, and a docking part 8 disposed at the end of the adjustable crossbeam 2, which mates with the limiting blocks 6 and connecting bolt holes 7. The adjustable crossbeam 2 is fixed to the longitudinal lifting beam 1 by bolts passing through the connecting bolt holes 7 and is longitudinally positioned by the limiting blocks 6. The docking part 8 is also provided with an anti-detachment safety block. Specifically, multiple limiting blocks 6 are welded at certain intervals (e.g., every 0.5 meters) along the length direction on the web or flange of each longitudinal lifting beam 1. The limiting blocks 6 can be short angle steel or steel plates, and their function is to provide longitudinal (i.e., along the length direction of the ship) stop positioning for the end of the adjustable crossbeam 2. Connecting bolt holes 7 are opened near the limiting blocks 6, and at each end of the adjustable crossbeam 2, there are... The mating part 8 that cooperates with the longitudinal lifting beam 1 is usually a connecting plate welded to the end of the crossbeam. The connecting plate has through holes corresponding to the connecting bolt holes 7 on the longitudinal lifting beam 1. During installation, the connecting plate at the end of the adjustable crossbeam 2 is inserted into the gap between two adjacent limiting blocks 6 on the longitudinal lifting beam 1, and the through holes on the connecting plate are aligned with a connecting bolt hole 7 on the longitudinal lifting beam 1. Then, high-strength bolts are inserted and nuts are tightened to fix the crossbeam. To further improve safety, an anti-detachment safety block, such as a small L-shaped steel plate, can also be welded to the connecting plate of the crossbeam mating part 8. When the crossbeam is installed in place, the anti-detachment safety block will be stuck on the flange of the longitudinal lifting beam 1 or the side of the limiting block 6. Even if the connecting bolts are accidentally loosened, the crossbeam can be prevented from completely detaching from the longitudinal lifting beam 1. The base 9 is a plate-like structure with elongated holes. The lifting support 4 is slidably fixed to the adjustable crossbeam 2 by bolts passing through the elongated holes and the pre-set mounting holes on the adjustable crossbeam 2. Specifically, an elongated hole is opened on each side of the steel plate of the base 9 along the transverse direction (i.e., the width of the ship). The length direction of the elongated hole is consistent with the length direction of the adjustable crossbeam 2. A row of equally spaced threaded holes or smooth holes are pre-machined on the upper surface or side of the adjustable crossbeam 2 as mounting holes. When installing the lifting support 4, the base 9 is placed on the adjustable crossbeam 2, so that the elongated holes on the base 9 are aligned with two suitable mounting holes on the crossbeam. Then, bolts are passed through the elongated holes and screwed into the mounting holes of the crossbeam. Due to the existence of the elongated holes, when the bolts are loosened, the entire lifting support 4, together with the base 9, can be pushed to slide on the crossbeam, thereby steplessly adjusting the transverse position of the lifting support 4. After adjusting to the predetermined position, the bolts are tightened to securely lock the lifting support 4 onto the crossbeam. This design allows the 4-position layout of the lifting piers to flexibly adapt to the beam and rib distribution of different ships. In the swing pad assembly 5, the steel pad 10 is connected to the top rod of the lifting support 4 via a ball joint or cross shaft hinge. The elastic contact pad 11 is a vulcanized rubber block, which is fixed to the upper surface of the steel pad 10 by adhesive or bolts. Specifically, at the top of the piston rod (i.e., the top rod) of the hydraulic lifting support 4, a connector is welded or threaded. A hinge seat is fixed at the center of the lower surface of the steel pad 10. One part of the ball joint or cross shaft hinge (e.g., the ball head or cross shaft) is connected to the connector of the top rod, and the other part (e.g., the ball socket or bushing) is connected to the hinge seat of the steel pad 10. This allows the steel pad... 10 can swing freely in multiple directions at a certain angle (e.g., ±15 degrees) relative to the top rod. The steel pad 10 itself is a thick steel plate, which can be circular or rectangular in shape. On the upper surface of the steel pad 10, a layer of vulcanized rubber block is laid as an elastic contact pad 11. The vulcanized rubber block has good elasticity, wear resistance and resistance to permanent compression deformation. The rubber block can be firmly bonded to the surface of the steel pad 10 with high-strength epoxy resin adhesive. Alternatively, holes can be drilled at corresponding positions on the rubber block and the steel pad 10, and countersunk bolts can be used for mechanical fixation to ensure that it will not fall off during long-term use.

[0037] In the above technical solution, the combination of limit block 6, bolt hole and anti-detachment safety block provides reliable connection safety while ensuring quick disassembly and assembly and position adjustment. The base 9 with elongated hole design realizes flexible adjustment and firm locking of the position of lifting support 4 with simple structure. The combination of ball joint / cross shaft hinge and vulcanized rubber pad realizes adaptive fitting and buffer protection of support end face with low mechanical complexity. These specific structures jointly support the versatility, safety and functionality of the hoisting bracket, and are a reliable hardware foundation for implementing the aforementioned intelligent hoisting method.

[0038] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for the present invention. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A ship adaptive equilibrium hoisting method, characterized in that, Includes the following steps: S1. Underwater, a hoisting bracket with multiple independently controllable lifting supports is inserted into the bottom of the floating vessel. S2. Operate the lifting supports to rise and contact the bottom of the ship, and obtain real-time load data through the pressure sensors on each lifting support. F i ,in i Number the lifting support piers; S3. Based on the real-time load data, trigger the closed-loop control process: The control unit calculates the average load of all current lifting supports. F avg =∑ F i / n ,in, n Given the total number of lifting supports, calculate the load deviation Δ for each lifting support. F i = F i - F avg If the maximum absolute deviation max (∣Δ F i | is greater than the first preset threshold. T 1 Then for the load deviation Δ F i For lifting supports with a deviation greater than 0, a descent adjustment command is generated; for load deviation Δ F i For lifting supports with a height less than 0, a lifting adjustment command is generated, and the adjustment amount Δ is applied. H i = k Δ F i Generate lifting and adjustment instructions for a specific lifting support, wherein... k This is a pre-set proportional adjustment coefficient based on the response characteristics of the hydraulic system; After executing the instruction, wait for the control unit to respond, acquire real-time load data again, and repeat the above calculation, judgment, and adjustment process iteratively until the maximum absolute deviation is reached. max (∣Δ F i |) Less than the second preset threshold T 2 ,in T 2 < T 1 This completes the balanced transfer of the ship's weight to the support frame; S4. The hoisting bracket, after load balancing, is lifted off the water along with the entire ship.

2. The ship adaptive balanced hoisting method as described in claim 1, characterized in that, In each iteration of the closed-loop control process, the control unit also calculates the current total load. F total =∑ F i And compare it with the safe load threshold preset according to the ship's weight. F safe If a comparison is made, F total > F safe If the altitude adjustment is not adjusted, an overload warning signal will be generated.

3. The ship adaptive balanced hoisting method as described in claim 1, characterized in that, The proportional adjustment coefficient k According to the maximum absolute deviation max (∣Δ F i Switch the size of |) when max (∣Δ F i |)≥ T 1 When, the first coefficient value is used. k 1; when T 2 < max (∣Δ F i |)< T 1 When using the second coefficient value k 2, of which k 2< k 1.

4. The ship adaptive balanced hoisting method as described in claim 1, characterized in that, The step of raising the lifting pier to contact the bottom of the ship also includes a pre-adjustment step: The control unit calculates and sets the initial lifting height for each lifting support based on the connection position of the adjustable crossbeam of the lifting bracket on the longitudinal lifting beam and the bottom hull line data of the ship. H i0 The calculation formula is as follows: H i0 = H base + f ( x i , y i , L , B , C ), in, H base The reference height is determined based on the water depth and the lowest point of the ship's bottom. x i and y i Let be the longitudinal and lateral coordinates of the i-th lifting support in the bracket coordinate system, respectively. L and B These are the ship's overall length and beam, respectively. C The function is a set of parameters characterizing the shape of the ship's bottom surface. f The hull height is calculated based on the lifting piers mapped from their position coordinates and ship type parameters. The control unit controls each lifting support to rise synchronously to its corresponding position. H i0 Then, it switches to executing the closed-loop control process.

5. The ship adaptive balanced hoisting method as described in claim 4, characterized in that, The function f The mapping relationship is obtained through a simplified prediction model of the ship's bottom surface. This model divides the ship's bottom into three regions along its length: the forebody, the middlebody, and the aftbody, and assigns a standard radius of curvature to each region. R j , j =1, 2, 3; For those located in the region j The theoretical bottom height of the internal lifting support piers f ( x i , y i , L , B , C The formula for calculating ) is: ,in, δ j For the region j The baseline correction value, the standard radius of curvature R j and baseline correction values δ j The parameter set constitutes C And based on the beam of the vessel B The approximate location of the region is retrieved from a pre-stored table of empirical parameters.

6. The ship adaptive balanced hoisting method as described in claim 3, characterized in that, During the iterations of the closed-loop control process, the control unit also performs a load balancing assessment: Calculate the load distribution uniformity index U Its calculation formula is ,when U Greater than the preset uniformity threshold U th And the maximum absolute deviation max (∣Δ F i |) is less than the second preset threshold T 2 If the load balancing is complete, then load balancing is considered complete; otherwise, iterative adjustments continue.

7. The ship adaptive balanced hoisting method as described in claim 4, characterized in that, The step of lifting the load-balanced hoisting bracket, along with the vessel as a whole, off the water surface also includes attitude maintenance control: The control unit calculates the current lateral offset of the center of gravity of the hoisting bracket in real time. D cg The calculation formula is as follows: ,in, y i For the first i The coordinates of the lateral position of each lifting support on the hoisting bracket. F i For its current load, F total This represents the current total load. like D cg Greater than the preset allowable offset threshold D max Then the control unit generates a lateral balancing command, which finely adjusts the height of at least one lifting support located on one side of the bracket to achieve the desired lateral balancing. D cg Regress to less than D max The range.

8. The ship adaptive balanced hoisting method as described in claim 1, characterized in that, Before the closed-loop control process begins, an adaptive grouping leveling step is also included: The control unit automatically divides each lifting support into at least three leveling groups (front, middle, and rear) based on the longitudinal position of each lifting support on the hoisting bracket. During the leveling process, load balancing iteration is prioritized within each group, and the maximum load deviation within all groups is considered when... max (∣Δ F i If all values ​​are less than the intermediate threshold, then perform a cross-group global load balancing iteration.

9. A hoisting bracket for implementing the ship adaptive equilibrium hoisting method according to any one of claims 1 to 8, characterized in that, include: At least two longitudinal suspension beams; There are at least three adjustable crossbeams, all of which are detachably connected to the longitudinal lifting beam via a fastening connection structure, and the connection position is adjustable along the length direction of the longitudinal lifting beam; Multiple independent hydraulic lifting supports are provided, and the multiple lifting supports are detachably fixed to the adjustable crossbeam via a base, and their installation position can be adjusted along the length of the adjustable crossbeam. The top of the lifting support is provided with a swing pad assembly, which includes a steel pad that swings around the hinge point and an elastic contact pad fixed to the upper surface of the steel pad.

10. The hoisting bracket as described in claim 9, characterized in that, The fastening connection structure includes multiple limiting blocks and connecting bolt holes disposed on the longitudinal lifting beam, and a docking part disposed at the end of the adjustable crossbeam that mates with the limiting blocks and connecting bolt holes. The adjustable crossbeam is fixed to the longitudinal lifting beam by bolts passing through the connecting bolt holes and is longitudinally positioned by the limiting blocks. The docking part is also provided with an anti-detachment safety block. The base is a plate-shaped structure with elongated holes. The lifting support is slidably fixed to the adjustable beam by bolts passing through the elongated holes and the pre-set mounting holes on the adjustable beam. In the swing pad assembly, the steel pad is connected to the top rod of the lifting support via a ball joint or cross joint, and the elastic contact pad is a vulcanized rubber block, which is fixed to the upper surface of the steel pad by adhesive or bolts.

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