A cooperative control method for multi-point mooring winches

Abstract

This invention discloses a multi-point mooring winch collaborative control method, relating to the field of ship mooring control technology. The central controller first establishes a dynamic mooring topology table among the wharf, ship, winches, cables, and mooring points, identifying available and unavailable controllable objects, cable types, tension boundaries, and group compensation relationships. Then, it collects wind speed, wind direction, tide level, draft, and current tension, identifying open winds, close winds, longitudinal offset, tide level changes, and strong wind conditions to generate overall ship constraint requirements. Subsequently, it allocates target tension to available winches according to cable groups and executes cable take-up, cable release, braking, and locking in a unified sequence. During execution, it performs tension balancing within the same group. In the event of cable breakage, winch failure, communication interruption, or brake malfunction, it updates the topology and redistributes the remaining cable tension. In strong winds, it enters storm protection mode, thereby improving the overall constraint continuity and safety of unpowered ships during berthing.

Description

Technical Field

[0001] This invention relates to the field of ship mooring control technology, specifically a method for coordinated control of multi-point mooring winches. Background Technology

[0002] Ship mooring control technology is mainly used for large oil tankers, bulk carriers, engineering vessels, floating production facilities, and non-powered vessels berthing at docks or in temporary operating areas. In practice, the hull is connected to several mooring points on the dock side or at a mooring point at sea by multiple cables. The winch limits the hull's lateral movement, fender rubbing, shore movement, and bow-stern yaw by reeling in and releasing the cables, braking, and maintaining tension. Currently, in many engineering applications, mooring control often employs tension sensors, encoders, cable angle sensors, brake position detection, and a local winch control unit, and performs constant tension control or synchronous reeling-in / release control based on the collected data such as cable length, speed, tension, or mechanical condition.

[0003] Chinese patent document CN105730628A discloses a marine multi-point mooring positioning constant tension adaptive control system and method. The system includes m mooring winches, a detection system, and a monitoring station. Each mooring winch's mooring cable is connected to a mooring point. Each mooring winch includes a winch drum, a reducer, a variable frequency motor, and auxiliary winch devices. The variable frequency motor drives the winch drum through the reducer. The auxiliary winch devices include a ratchet and pawl stop device, a brake, and a clutch. Each winch includes an encoder, a tension sensor, a mooring cable angle sensor, a brake position proximity switch, a clutch position proximity switch, and a ratchet and pawl position proximity switch. The monitoring station is connected to the detection equipment via a servo driver.

[0004] This method primarily involves acquiring the ship's horizontal state, the current bearing of the winches, the target distance and direction of the ship's movement, and inputting this information into a pre-stored control model to categorize multiple winches into speed control mode and tension control mode. Upon receiving the mode notification, the local controller controls the speed of the winches in speed control mode and the tension of the winches in tension control mode, thereby maintaining constant tension to move the ship to the target position.

[0005] The aforementioned existing technologies can detect and control multiple mooring winches, but they mainly target the cable length, speed, tension, cable angle, and braking, clutch, and stop states of a single winch. Control outputs are primarily divided into speed control and tension control modes. In berthing scenarios, the constraint effect of the mooring lines is not only related to the state of a single winch but is also influenced by factors such as the ship's bow direction, berthing side, mooring point location, fender contact state, and tide level. A wind direction will result in different lateral, longitudinal, and yaw constraint requirements for different mooring lines. When some winches are not installed, malfunction, or a mooring point is unavailable, relying on the existing equipment list and single-cable tension status as the control basis can easily lead to inconsistencies between the executable targets and actual stress requirements. Strong winds, high and low tides, or significant differences in cable tension can cause increased manual intervention, delayed tension adjustment, uneven stress on the same group of cables, and the risk of localized overload.

[0006] Therefore, the problem of maintaining global coordinated control of multiple mooring winches under conditions of large ship berthing and environmental disturbances and changes in equipment availability still exists in this field. Summary of the Invention

[0007] (a) Technical problems to be solved To address the shortcomings of existing technologies, this invention provides a multi-point mooring winch collaborative control method. This method collects wind speed, wind direction, tide level, draft, and current tension; identifies conditions such as open wind, close wind, longitudinal offset, tide level changes, and strong winds; and generates overall ship-wide constraint requirements. Subsequently, target tensions are allocated to available winches according to cable groups, and cable winding, unwinding, braking, and locking are executed in a unified sequence. During execution, tension balancing within the same group is performed. In the event of cable breakage, winch failure, communication interruption, or brake malfunction, the topology is updated and remaining cable tension is redistributed. In strong winds, storm protection is activated, thereby improving the overall constraint continuity and safety of unpowered vessels during berthing. This solves the technical problems described in the background art.

[0008] (II) Technical Solution To achieve the above objectives, the present invention provides the following technical solution: A multi-point mooring winch collaborative control method, executed by a central controller, includes: establishing a dynamic mooring topology table based on berthing position, dock mooring point, ship mooring point, winch status, cable number, cable type, and tension boundary, which includes available controllable objects, unavailable controllable objects, cable action direction, and compensation relationships within the same group. Collect wind speed, wind direction and tide level, and combine dynamic mooring topology table to identify wind conditions, tide conditions and strong wind conditions, and generate ship-wide constraint requirements. Based on the overall ship constraint requirements, target tension is allocated to available controllable objects, and automatic cable reeling and laying instructions are not issued to unavailable controllable objects, and their requirements are transferred to the same group compensation relationship. The commands for cable retraction, braking, and locking are issued in a unified sequence. When no abnormal conditions occur, the current tension is compared with the target tension and kept in balance within the same group. When cable breakage, winch failure, unavailable mooring point, communication interruption, or abnormal brake condition occurs, the dynamic mooring topology table is updated and the remaining cable target tension is redistributed. In strong wind conditions, storm protection is triggered.

[0009] Furthermore, the dynamic mooring topology table records at least the dock mooring point number, the ship mooring point number, the winch number, the cable number, the cable type, the cable direction, the current tension, the tension boundary, and the compensation relationship within the same group. When the winch is installed, communication is confirmed to be effective, and tension acquisition is effective, the central controller will register the corresponding cable as an available control object. When at least one of the above states is invalid, the central controller will register the corresponding cable as an unavailable control object and retain the topology record of the corresponding cable in the dynamic mooring topology table.

[0010] Furthermore, wind condition identification includes converting wind direction into wind direction of action and projecting the wind direction of action onto the offshore normal and the longitudinal direction of the hull, respectively. When the offshore normal projection points to the water area, write "opening wind"; when the offshore normal projection points to the dock, write "closing wind"; when the longitudinal projection of the hull reaches the longitudinal offset criterion, write "longitudinal offset"; when none of the above criteria are met, write "normal wind conditions". When the wind speed reaches the strong wind threshold, the strong wind condition is applied; when the wind speed does not reach the strong wind threshold, the strong wind condition is not applied. The tidal conditions are labeled as high water level, low water level, rising tide, falling tide, and stable water level according to the tidal height and the direction of tidal change.

[0011] Furthermore, the allocation of target tension includes breaking down the ship's overall constraint requirements into lateral components, longitudinal components, yaw components, tidal compensation components, and safety margin components. When the corresponding component exists, the central controller only allocates the tension increment to the available controllable objects of the corresponding cable group; When the corresponding component is absent, the corresponding cable group maintains the basic tension; The unified timing sequence is arranged as follows: synchronous start permission, synchronous pretensioning, graded voltage increase, closed-loop cable winding and unwinding, group balancing, synchronous braking, and synchronous locking.

[0012] Furthermore, wind speed and direction are obtained from at least one of the following sources: shore-based wind speed and direction acquisition unit, shipborne wind speed and direction acquisition unit, and port area meteorological interface. The tide level is obtained from at least one of the following sources: the wharf tide gauge, the ship-side water level acquisition unit, and the port area water level interface. When at least one source passes the status verification, the central controller adopts the latest data that has passed the status verification. When all sources fail the status verification, the central controller maintains the previous valid operating condition and prohibits entering the next tensioning stage.

[0013] Furthermore, when unavailable control objects have a group compensation relationship, the central controller will transfer the demand corresponding to the unavailable control object to the available control object in the same group, and generate the remaining cable target tension according to the tension boundary of the available control object; When an unavailable control object does not have a group compensation relationship, the central controller stops adding tension increments to the cables in the same group and outputs at least one of the following prompts: manual cable addition prompt, docking adjustment prompt, and evacuation prompt.

[0014] Furthermore, abnormal conditions include at least one of the following: cable breakage, cable slippage, tension acquisition failure, communication interruption, brake malfunction, and unavailable mooring point; When an abnormal state exists, the central controller will rewrite the corresponding cable from an available control object to an unavailable control object, while maintaining the current stage of the unified timing. When the abnormal state is resolved and the data acquisition, communication, and brake status all pass the verification, the central controller will re-register the corresponding cable as an available control object. When the abnormal state is not resolved, the central controller will maintain the exclusion state.

[0015] Furthermore, the central controller outputs the berth number, ship berthing side, dock mooring point number, ship mooring point number, winch number, cable number, cable type, current tension, target tension, working condition label, and status label to the human-machine interface. When the object is an unavailable control object, the status label displays "unavailable" and shows the corresponding compensation relationship in the same group; when the object is an available control object, the status label displays "available" and shows the corresponding target tension.

[0016] Furthermore, cable retraction, braking, and locking commands are issued via control messages; The control message includes topology version number, winch number, cable number, direction of movement, target linear speed, target tension, timing status, brake status requirements, verification field, and retransmission count. When the message verification passes, the central controller enters the next timing status. When the message verification fails, the central controller maintains the current timing status and increments the retransmission count.

[0017] Furthermore, the central controller generates an event log, which includes topology version number, trigger time, winch number, cable number, abnormal status, updated dynamic mooring topology table version, remaining cable target tension, storm protection flag, manual access status, and brake status. When a strong wind condition is triggered, it is written to the storm protection record; when a strong wind condition is not triggered but an abnormal state exists, it is written to the abnormal reassignment record; when a strong wind condition is not triggered and no abnormal state exists, it is written to the regular inspection record.

[0018] (III) Beneficial Effects This invention provides a multi-point mooring winch cooperative control method, which has the following beneficial effects: By establishing a dynamic mooring topology table, the mooring points on the dock side, the mooring points on the ship side, winches, rope types, tension boundaries, and availability status are uniformly linked. This allows the central controller to clearly define the control source, direction of action, and compensation object for each rope before control, avoiding scheduling fragmentation caused by multiple winches operating independently. By combining wind speed, wind direction, tide level, draft, and current tension, the system identifies open winds, close winds, longitudinal offset, rising tide, falling tide, and strong wind conditions. This eliminates reliance on manual experience for tension distribution, instead determining lateral constraints, longitudinal constraints, bow and stern yaw constraints, and tide compensation requirements based on the overall ship's stress requirements.

[0019] By classifying the ship's overall constraint requirements into the available controllable objects corresponding to the transverse cable, reverse cable, bow cable, stern cable, and auxiliary cable, and by not issuing automatic cable reeling and releasing commands to unavailable controllable objects, it is ensured that winches not installed, malfunctioning winches, and unavailable mooring points are not mistakenly included in the automatic control range, thus ensuring that the target tension distribution objects are consistent with the field equipment.

[0020] By unifying the timing of synchronized start-up permission, synchronized pretensioning, graded pressure increase, closed-loop cable reeling and deployment, synchronized braking, and synchronized locking, multiple winches can complete matched cable reeling, deployment, or holding actions within the same stage, reducing tension imbalance caused by a single cable bearing the main constraint. Through tension balancing within the same group and redistribution of remaining cables, in cases of cable breakage, cable slippage, communication interruption, tension acquisition failure, or brake malfunction, the central controller updates the dynamic mooring topology table, transferring the constraint requirements of the failed link to the available cables in the same group, ensuring the continuity of mooring constraints for the entire vessel. Through storm protection under strong wind conditions, the system links target tension adjustment, manual operation restrictions, alarm output, controlled cable reeling and deployment, and mechanical braking or locking preparation, ensuring that environmental disturbances, equipment status, and manual permissions are all within the same protection link, improving the mooring safety of large, unpowered vessels during berthing. Attached Figure Description

[0021] Figure 1 This is a diagram showing the overall architecture of the multi-point mooring winch cooperative control system of the present invention. Figure 2 This is a schematic diagram of the dynamic mooring topology of the present invention; Figure 3 This is the main flowchart of the multi-point mooring winch cooperative control method of the present invention; Figure 4A logic diagram is generated for the wind conditions, tide conditions, and overall ship constraint requirements of this invention. Figure 5 This is a schematic diagram of the target tension distribution and unified timing control of the present invention; Figure 6 This is a diagram illustrating the tension balancing, abnormal redistribution, and storm protection status of the same group according to the present invention. Figure 7 This is a schematic diagram of the control message and event log field structure of the present invention. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] Please see Figures 1-7 This invention provides a multi-point mooring winch cooperative control method, comprising: This embodiment addresses the overall mooring control of large, unpowered vessels after berthing, and is executed by a central controller. Step one does not adjust cable tension; instead, it synthesizes the dockside mooring points, vessel-side mooring points, winches, cables, their availability, and the direction of cable action into a dynamic mooring topology table. This allows subsequent wind condition identification, tide compensation, target tension allocation, and abnormal reassignment to call upon objects from the same group.

[0024] Step 1: Establish a dynamic mooring topology table among the ship, dock, and multiple winches for the central controller to access, and ensure that each cable has a clear control source, force direction, availability status, and compensation relationship.

[0025] After a large, unpowered vessel berths, the lack of markings on multiple dockside mooring points, vessel-side mooring points, cable numbers, berth locations, and winches are constraints that determine whether the central controller can correctly distribute tension.

[0026] If the central controller only reads the number of a single winch, it cannot determine whether the cable corresponding to that winch is subject to lateral or longitudinal constraints, nor can it specify the compensation cable for any uninstalled location. Therefore, the on-site cable-hanging action is converted into a topology object that the machine can call: the dock-side mooring point corresponds to the shore-side mooring point, the ship-side mooring point corresponds to the ship-side mooring point, the cable number corresponds to the cable identifier, the winch number corresponds to the drive equipment, and the cable type is fixed as horizontal cable, head cable, tail cable, back cable, auxiliary cable, and spare cable.

[0027] The central controller receives the dock layout diagram, the ship's berthing side, the bow direction, the list of mooring points on the dock side, the list of mooring points on the ship side, the winch installation list, the cable splicing confirmation signal, the tension acquisition signal, and the brake position signal.

[0028] The dynamic mooring topology table includes the dockside mooring point number, the shipside mooring point number, the winch number, the cable number, the cable type, the maximum allowable tension, the current tension, the availability flag, the cable action vector, and the compensation cable number. It serves as the input for step two, mapping the ship's overall constraint requirements to the corresponding cable groups.

[0029] The central controller first establishes an endpoint record for each cable confirmed on-site.

[0030] For example, when a large, unpowered vessel is berthed at a predetermined berth on one side, the crew leads a control cable from the mooring point on the vessel side and attaches it to the mooring point on the dock side. The on-site confirmation terminal records that the mooring point on the vessel side and the mooring point on the dock side are paired. The local controller of the winch uploads the installation status, communication status, and tension acquisition status of the winch corresponding to the cable.

[0031] The central controller then records the mooring line position and the fixed mooring line position into the same mooring line record, and determines the main direction of action based on the berthing side and the bow direction; if the mooring line mainly resists the ship's movement away from shore, it is assigned to the transverse mooring line group; if it mainly restricts the ship's movement along the dock, it is assigned to the reverse mooring line group or the bow and stern mooring line group. Among these: In the formula: the cable action vector The value is a set of unit direction vectors used to represent the cable number. The direction of force from the ship's side to the shore; the coordinate vector on the dock side. The value is valid. Point coordinates are used to represent cable serial numbers. The shore-side connection location; ship side coordinate vector The value is the converted valid shipside mooring point coordinate, used to represent the mooring number. The ship's side connection point; Cable serial number The value is Used to index a single mooring line in the dynamic mooring topology table; total number of mooring lines. The value is a positive integer, used to limit the number of registered cables in the current berthing state; micro-limit amount. The value is Used to prevent divisors from failing due to overlapping endpoints; norm function The maximum value function is used to calculate the distance between endpoints. Used to determine endpoint distance and small limiting amount The larger one; In calculating the cable action vector Previously, the central controller first established a berth coordinate system, with the berth centerline as the longitudinal reference and the direction from the dock to the water as the normal reference. Dockside coordinate vector. The coordinates of the mooring point on the dock side are obtained directly from the coordinates on the berth drawing; the ship's side coordinate vector. First, the coordinates are obtained from the ship's side mooring point list in the ship's hull coordinate system. Then, they are transformed to the berth coordinate system based on the ship's bow direction, berthing side, and berthing position. After transformation, the berth side coordinate vector is... With ship side coordinate vector Located in the same coordinate system, the central controller then calculates the cable action vector. Therefore, the direction of the cable is determined not by human experience, but by the combined direction of the dock endpoint, the ship's endpoint, and the ship's bow.

[0032] In this new system, the central controller no longer treats the winches as isolated drive devices, but instead integrates each winch into a mooring link with endpoints, directions, and cable types. After on-site confirmation of cable installation, a dynamic mooring topology table is generated that matches the actual cable direction. Subsequent adjustments to the target tension of the horizontal cable group or the reverse cable group can be made along the cable's action vector. Locate the corresponding winch.

[0033] After the endpoints and directions are determined, the central controller assesses the control eligibility of each cable. For locations where the winch is not marked as installed on the drawings, the installation flag is directly marked as unavailable. For winches that are installed but have not uploaded brake positioning signals, communication signals, or tension acquisition signals, the central controller retains their cable records in the dynamic mooring topology table, but marks the available flag as unavailable for automatic control.

[0034] This process allows subsequent target tension distribution to identify gaps and pass them on to adjacent cables in the same group. Specifically: In the formula: available symbols The value can be 0 or 1, used to represent the cable serial number. Whether it participates in automatic control; installation markings The value can be 0 or 1, used to represent the cable serial number. Is the corresponding winch installed? Communication indicator The value can be 0 or 1, used to represent the cable serial number. Whether the corresponding winch has completed the communication handshake; tension acquisition flag. The value can be 0 or 1, used to represent the cable serial number. Does it have a current tension that can be collected? Compensation cable serial number The value is the candidate cable set. The cable number within the cable group indicates which available cable will compensate for an unavailable cable in the same group. Candidate cable set The value is related to the cable number. A set of cables of the same type with a usable flag of 1, used to limit the compensation object from crossing incompatible force groups; candidate cable number. The value is , used to traverse the available cables in the same group; Candidate cable action vector The set of values ​​for the unit direction vectors is used to represent the vectors interacting with the cable. Compare the similarity of directions; normalize berth locations and candidate normalized berth locations The values ​​are all , , used to indicate the relative position of the cable along the length of the dock; Normalized berth location The range of values ​​is Its function is to indicate the cable serial number. The relative position of the mooring point on the berth side along the length of the berth; the coordinate vector on the berth side. Cable serial number Coordinates of the mooring point on the dock side; Berth reference coordinate vector The coordinates of the starting point along the length of the berth; the longitudinal unit vector of the hull. Following the meaning of step two, its function is to indicate the length direction of the berth or the direction from bow to stern; berth length These are positive real numbers, obtained from berth drawings or wharf layout data, and their purpose is to convert actual distances into normalized positions.

[0035] Neighbor weight The value is This is used to assign selection weights between orientation similarity and positional adjacency; When candidate cables are assembled empty set At that time, the central controller does not generate a compensation cable serial number. In the dynamic mooring topology table, manual cable addition prompts and automatic voltage boosting prohibition flags are written.

[0036] In an alternative implementation, the dock-side coordinate vector It can be generated from imported drawings, total station measurements, laser rangefinder confirmation, or manual point selection; ship side coordinate vector. It can be generated from the list of mooring points on the hull, confirmation of the deck terminal, or conversion of the position of the winch rope exit. The dynamic mooring topology table is preferably stored using a directed weighted graph, and more preferably uses the dock-side mooring points, ship-side mooring points, and winches as nodes, and the cables as directed edges, which facilitates the subsequent steps of calling the cable group.

[0037] Specifically, cables without installed winches, faulty winches, and cables with malfunctioning sensors will not be mistakenly included in the automatic control objects; adjacent cables in the same group and with similar directions are pre-designated as compensation objects, so that when cable breakage, cable slippage, or communication interruption occurs, the central controller can follow the registered compensation cable sequence number. Reallocate target tension. During the evaluation, verify that the four types of fields—attachment relationship, direction attribution, availability status, and compensation object—are consistent with the on-site actions.

[0038] Step 2: Identify wind conditions, tide levels, and cable tension as ship-wide constraint requirements that can be executed by multiple winches.

[0039] After large, unpowered vessels berth, they lack self-propulsion capabilities. Changes in wind direction can cause the vessel to drift away from the shore, press against the shore, or move along the dock. Tide levels can alter the angle of the mooring lines, inducing passive tension or slack. If the central controller relies solely on the current tension of a single mooring line... If a judgment is made, the different functions of the horizontal cable, the reverse cable, the bow cable, and the stern cable will be confused, and the control gaps formed by the absence of a winch or the inability to use a winch cannot be included in the overall ship stress assessment.

[0040] Therefore, based on the dynamic mooring topology table, environmental quantities, cable types, and winch availability are combined into a single working condition judgment chain, and the judgment result is passed to step three.

[0041] The central controller collects data from anemometers, wind vanes, tide gauges, draft acquisition units, tension acquisition units, and the winch local controller; equivalent devices can be substituted. Each data frame contains a frame header, sensor number, acquisition time, measured value, status code, and cyclic redundancy check (CRC) field. If CRC fails, the central controller requests a retransmission; if the status code indicates a fault, the available flag from step one is used. Shielding the corresponding cables. The central controller first converts the airflow direction into the wind direction, then projects this direction onto the ship's longitudinal direction and the offshore normal direction; simultaneously, it converts the tide height into a normalized tide value, and obtains the tide rate of change from the water level difference between adjacent acquisition times. The above results are compared with the current tension. Maximum allowable tension Together, generate the ship-wide constraint requirement vector. .

[0042] The central controller establishes a longitudinal unit vector of the hull in the bow direction. Establish an offshore normal unit vector in the direction from the dock to the water. .

[0043] For example, when a non-powered vessel is berthed on one side at a designated berth, the shore-based anemometer rotates, and the central controller displays the direction of wind action. When the arrow points to the offshore side, the cross mooring group is marked as the anti-offshore group; when the arrow is along the wharf direction, the back mooring group and the bow and stern mooring groups are marked as the longitudinal restraint group. The design high water level and design low water level are derived from the berth drawings, and the tide gauge readings, falling between the two, are converted to the same scale, allowing wind direction and water level to use a common coordinate boundary. Where: wind intensity coefficient The value is Used to measure wind speed Converted to operating condition identification scale; wind speed For non-negative real numbers, the lower limit threshold for wind speed is... satisfy Strong wind threshold satisfy These three factors define the boundaries of light wind, normal wind, and strong wind; wind action vector The wind direction angle is a unit vector. satisfy Both describe the direction of the force exerted by the wind on the ship's hull; Offshore normal unit vector and the longitudinal unit vector of the hull Both are unit vectors, representing the direction away from the dock and the direction from bow to stern, respectively; wind direction normal projection. Longitudinal projection of wind direction The values ​​range from -1 to 1, and are used to identify the blowing wind, the gathering wind, and the longitudinal offset, respectively; the tide level normalization value. The value is Current tide level and the previous tide level All measurements are taken from the effective range of the tide gauge, designed for low water levels. With design high water level satisfy ; Tidal level change rate For real numbers, the sampling interval is... satisfy Both are used to determine whether the tide is rising or falling; clipping function The specific form is input Output 0, Input Time output ,enter Output 1; Trigonometric functions and Defined by the unit circle; When the wind direction is projected normally Greater than the normal dead zone threshold At that time, the central controller writes the blowing operation condition; when the wind direction is projected normally... Less than At that time, the central controller writes the blowing and gathering conditions; when the wind direction is projected normally... Located at the normal dead zone threshold Internal and longitudinal wind direction projection Greater than the longitudinal discrimination threshold At that time, the central controller writes the longitudinal offset condition. Normal dead zone threshold. and longitudinal discrimination threshold The values ​​range from 0 to 1 and are determined by the ship's shape, berth orientation, and fender arrangement.

[0044] This avoids misjudging the lateral constraint requirement under the blowing wind as an overload of a single cable, and also avoids misjudging the slack caused by the ebb tide as a winch brake failure.

[0045] Furthermore, after completing the operating condition identification, the central controller sets the wind intensity coefficient... Wind direction normal projection Longitudinal projection of wind direction tidal level normalization value tidal level change rate Available markings Current tension and maximum allowable tension Combined into a total ship constraint requirement vector This vector does not represent the output value of a specific winch, but rather the intensity of five types of requirements: lateral constraint, longitudinal constraint, head and tail yaw constraint, tide level compensation, and safety tension margin. Step three uses this to select the horizontal cable group, the reverse cable group, the head and tail cable group, and the set of available winches. Specifically: Where: the entire ship's constraint requirement vector It is a non-negative vector used to provide a unified requirement entry point for step three; lateral constraint requirements. Vertical constraint requirements Demand constraints at both ends Tide level compensation requirements and safety tension margin requirements All are non-negative real numbers, corresponding to lateral, longitudinal, yaw, water level, and tension margins, respectively; lateral demand coefficient Vertical demand coefficient sway demand coefficient Tidal level variation coefficient Water level offset coefficient and strong wind margin coefficient All are positive real numbers, used to convert different physical quantities to the same demand scale; neutral tide level The value is Used to indicate the water level position where the cable angle is relatively balanced; can be marked. Current tension Maximum allowable tension Cable serial number and the total number of cables Using the sole meaning of step one, where maximum tension is allowed. It is a positive real number; Horizontal demand coefficient Vertical demand coefficient sway demand coefficient Tidal level variation coefficient Water level offset coefficient and strong wind margin coefficient The process is initialized using the berth safety strategy table. This table includes at least the vessel type, berthing side, mooring line type, fender arrangement, berth orientation, and strong wind protection level. After establishing the dynamic mooring topology table, the central controller reads the corresponding coefficients according to the vessel type and berth number. When no dedicated strategy table exists, the central controller uses the factory default coefficients, which can be written by authorized personnel during the commissioning phase.

[0046] Preferably, the central controller uses piecewise linear interpolation to read the normalized tide level value. The tidal level variation rate is generated using a finite difference process in relation to the cable angle. A linear programming solver with boundary constraints is used to transform the overall ship constraint requirement vector. Proceed to step three. In the alternative implementation, the tide level source is the wharf tide gauge, the ship's side water level corrected for draft, or the port area water level broadcast; the wind direction source is a shore-based wind vane, a shipboard wind vane, or a valid source filtered by status codes. The evaluation method involves rotating the wind vane, reading the water level gauge, observing the cable tension display, and verifying the operating condition label and the overall ship constraint requirement vector. Does it change accordingly with the actions taken on site?

[0047] In one embodiment, the wind direction reading output by the anemometer is the angle of arrival of the wind. At that time, the central controller will set the wind direction angle. Plus The wind direction angle was then obtained. This refers to the direction in which the wind exerts its force on the ship's hull; when the anemometer directly outputs the direction of airflow, the central controller directly uses this output angle as the wind direction angle. Wind direction angle With offshore normal unit vector Longitudinal unit vector of the hull Located within the same berth coordinate system, therefore the wind direction normal projection and wind direction longitudinal projection They can represent offshore trends and coastal trends, respectively. Wind direction angle The range of values ​​is Its function is to indicate the direction of the force exerted by the wind on the ship's hull. Wind direction angle. The range of values ​​is Its function is to indicate the direction of airflow as measured by the anemometer. Modulo operation. Its function is to adjust the angle of wind direction. It is incorporated into a complete circle.

[0048] Furthermore, the normalized value of the tide level and tidal level change rate Incorporate high water level, low water level, high tide, and low tide into the same calculation chain; ship-wide constraint demand vector. Simultaneously, wind intensity coefficient is referenced. Wind direction normal projection Longitudinal projection of wind direction Available markings and current tension This ensures that subsequent target tension distribution will not cross unavailable winches.

[0049] Step 3: Ship-wide constraint requirement vector The target tension is allocated according to cable type and working condition weights. And enable the available winches to be coordinated and controlled in the same timing sequence.

[0050] After a large, unpowered vessel is berthed at its designated berth and connected to multiple mooring points on the dock and on the vessel's side by various cables, the central controller no longer handles the independent release and retrieval control of individual cables. Instead, it deals with the grouping constraints, tension distribution, and coordinated actions among the cross cables, back cables, bow cables, stern cables, and auxiliary cables. Under open wind conditions, the cross cable group bears the main responsibility for resisting offshore constraints; under close wind conditions, the back cable group, bow cable group, and stern cable group bear the responsibility for limiting longitudinal movement and yaw; when the tide level changes, some cables need to be released or retrieved due to changes in angle.

[0051] Therefore, first, according to the overall ship constraint demand vector Generate cable group requirements, then mark them as available. Current tension Maximum allowable tension and the vector of action of the cable Forming target tension .

[0052] The central controller reads the cable number, winch number, cable type, and availability flag from the dynamic mooring topology table. Current tension Maximum allowable tension Cable action vector Compensation cable serial number The central controller first selects the demand coupling coefficient based on the operating condition labels, ensuring that the blowing air corresponds to lateral constraints, the gathering air corresponds to longitudinal and yaw constraints, and tide level changes correspond to cable length compensation; then, it allocates the target tension within the same available set. For winches that are not installed or are unavailable, the central controller retains their topology record, does not issue automatic cable reeling / unwinding commands, and allocates the demand gap according to the compensation cable sequence number. A winch can be used to transfer the contents to the same group.

[0053] The central controller controls the cable type and cable action vector. With the overall ship constraint requirement vector Connections are the coupling quantities of demand. For example, when the wind pushes the hull away from the dock, the central controller sets the lateral coupling coefficient of the transverse cable group to a high level, while the anti-roll bar, bow cable, and stern cable groups maintain auxiliary constraints; when the wind presses the hull against the fender, the central controller reduces the share of the transverse cable group and allocates the longitudinal and yaw constraints to the anti-roll bar, bow cable, and stern cable groups.

[0054] Ship-wide constraint requirement vector In this embodiment, the demand exponent vector is dimensionless and does not directly represent physical forces in Newtonian units. The central controller first uses the ship-wide constraint demand vector. This indicates the strength of demand under different directions and working conditions, and then in step three, it is combined with the tension margin within the group. Maximum allowable tension and minimum target tension Convert to target tension Therefore, wind conditions, tide levels, tension ratios, and cable types can be included in the same distribution chain, rather than directly adding physical quantities of different units together.

[0055] Therefore, multiple winches are pre-tensioned sequentially, rather than a single winch pulling up the cable significantly. Specifically: Where: Demand coupling quantity Non-negative real numbers used to represent cable serial numbers. The vector of constraints for the entire ship The bearing strength; Lateral constraint requirements Vertical constraint requirements Demand constraints at both ends Tide level compensation requirements and safety tension margin requirements Following the meaning of step two, this is used to provide the allocation source; available flags Following the meaning of step one, the value is 0 or 1, used to exclude winches that are not installed or unusable; lateral coupling coefficient Longitudinal coupling coefficient yaw coupling coefficient tidal coupling coefficient Coupling coefficient with margin The values ​​are all between 0 and 1, used to indicate the cable type and the cable action vector. Mapped to a sharing ratio; Target tension The value is determined by the limiting function. The decision is made to issue tension targets; basic tension. A non-negative real number, used to keep the cable under tension; a set can be used within the same group. The value is related to the cable number. Belonging to the same cable group and can be marked A set of cable numbers equal to 1, used to limit the allocation objects within the group; candidate cable numbers. The value is Used to manage the coupling amount of requirements within the same group Summation; Minimal limit It is a positive real number, used to prevent division from failing when the coupling amount of the same group of requirements is zero; Intra-group tension margin It is a non-negative real number used to represent the share of tension that can be increased within the safety boundary for the available cables in the same group; Intra-group tension margin The value range is non-negative real numbers, and its function is to represent the cable sequence number. In terms of safety percentage Under certain conditions, it is possible to obtain basic tension. The space for continued increase in tension; Safety percentage The range of values ​​is The maximum allowable tension is determined by the cable's rated capacity, winch braking capacity, and berthing safety strategy. A positive real number, determined by the smaller safety margin among cable specifications, winch capacity, and mooring point load-bearing limits; foundation tension. It is a non-negative real number, determined by the cable type, berthing status, and initial pretensioning strategy.

[0056] Limiting input value For real numbers; amplitude limiting function For: Input Output minimum target tension ;enter Time output ;enter Time output Minimum target tension For non-negative real numbers, the percentage of safe numbers is [missing information]. The value is It is used to prevent slack and overload.

[0057] Preferably, the above five types of coupling coefficients are determined by berth drawings, ship's bow direction, cable type, and cable action vector. Table lookup generation; alternatively, generation by piecewise rules, linear programming solvers with boundary constraints, or active set solvers. Note that opening winds, closing winds, high tides, and low tides will not be compressed into the same tension command; target tension will not be received if a winch is not installed. Its control gap is addressed through the compensation cable serial number. The equipment can be transferred to the same group using a winch to ensure that the assigned equipment matches the equipment on site.

[0058] The coupling coefficient is determined by the cable type and the cable action vector. Generated together. For cross-cable groups, the lateral coupling coefficient... Take the main weights; for the cable reversing group, the longitudinal coupling coefficient Take the main weights; for the head cable group and tail cable group, the yaw coupling coefficient Take the primary weight; for oblique cables that are significantly affected by tide level changes, the tide level coupling coefficient is used. Take the main weight; strong wind margin coefficient Only assign to available flags The coupling coefficients are 11. These coupling coefficients are generated using berth strategy tables, piecewise rules, or linear programming solvers with boundary constraints, and are for the same cable number. Each coupling coefficient is recorded in the dynamic mooring topology table.

[0059] The central controller generates the target tension. Subsequently, instead of allowing each winch to operate independently, a unified timing state is generated. For example, after the horizontal, reverse, head, and tail cables are attached on the deck, the central controller first sends a synchronous start permission to each available winch; after each winch reports that the brake release and tension acquisition are valid, the central controller enters synchronous pre-tensioning; after pre-tensioning, it enters staged pressure increase, so that each winch performs cable take-up, cable release, or holding according to the same stage number.

[0060] This process causes the forces on the hull to be gradually superimposed from multiple small movements, preventing a single cable from suddenly bearing the main constraint. Specifically: Where: tension deviation A real number used to represent target tension. With current tension The difference; direction of movement The value can be -1, 0, or 1, used to indicate cable release, holding, or cable retrieval; target line speed. A real number used to limit the cable winding and unwinding speed of the corresponding winch; upper limit of line speed. A positive real number used to determine the velocity boundary based on the winch drum capacity, brake status, and cable type; tension dead zone. A positive real number, used to filter tension close to the target. Slight fluctuations; action commands An ordered instruction group, used to simultaneously carry the direction of action. Target linear velocity Target tension and timing state ; Timing State The values ​​are: synchronous start permission, synchronous pretension, staged voltage increase, closed-loop cable winding and unwinding, tension equalization, synchronous braking, and synchronous locking, used to keep multiple winches in the same stage; function input values. For real numbers; sign function For input Output -1, Input Output 0, Input Output 1 at that time. Saturation function. For input Output -1, Input Time output ,enter Output 1 when the time is right.

[0061] The control frames sent by the central controller include a frame header, topology version number, winch number, cable number, and direction of motion. Target linear velocity Target tension Timing State Verification fields and retransmission counts. The preferred communication path is industrial Ethernet, with parallel use of controller area networks or fiber optic ring networks. If a winch is not in the current timing state... Upon receiving confirmation from the internal feedback, the central controller pauses the next stage and retains the current command for the confirmed winch, without including unconfirmed winches in the tensioning process.

[0062] Multiple winches operate based on the same target tension table and the same timing sequence; cable winding, cable unwinding, braking, and locking are all controlled by action commands. Constraints facilitate tension balancing and redistribution in step four.

[0063] Step 4: After multiple winches operate in a unified sequence, maintain a controllable tension distribution in each cable group and transfer the constraint requirements of the failed link to the remaining available cables.

[0064] Step three has generated the target tension for each available cable. and action commands However, during the berthing of a vessel without power, the actual tension of a single mooring line changes with slight hull displacement due to the influence of wind, tide, and fender reaction forces. If the central controller closes a single winch only according to the original target tension, some lines in the transverse mooring group will be overloaded and others will be slack. If a broken line or winch malfunction remains in the original topology table, the constraint requirements will continue to fall at the failure position. Therefore, this step uses tension balancing within the same group, failure elimination, compensation acceptance, and storm protection as the same control chain to ensure that subsequent actions still correspond to the dynamic mooring topology table.

[0065] The central controller receives tension acquisition values, drum direction, brake status, communication confirmation frames, and manual authorization status uploaded by the local controllers of each winch, and compares them with the target tension. Maximum allowable tension Minimum target tension Available markings Sets available in the same group Compensation cable serial number and the overall ship constraint requirement vector Alignment. The data frame includes a frame header, topology version number, winch number, cable number, and current tension. The system includes brake status bits and a verification field; if verification fails, a retransmission is requested, and if the retransmission is not acknowledged, an unavailable branch is written. The processing order is as follows: compare the tension deviation within the same group, update the available status of the abnormal link, recalculate the remaining target tension, and determine whether to enter storm protection mode.

[0066] The central controller does not use the achievement of target tension in a single cable as the completion condition, but rather the availability of a whole set of cables. The tension distribution within the body is the control object.

[0067] For example, at a designated berth, a cross-cable group consists of multiple cross-cables, each connected to a corresponding mooring point on the dock side and a mooring point on the ship side. The central controller determines the tension distribution within the group based on the current tension and target tension of each cross-cable. When deck personnel observe one cross-cable taut and another sag, the central controller does not increase the overall tension of the group. Instead, it controls the winch corresponding to the taut cable to release or maintain the tension, and controls the winch corresponding to the sag cable to retrieve the tension, bringing the cross-cable group's tension back to the same distribution range. The same logic applies to the straggling cable group, the lead cable group, and the stern cable group, but each group is balanced only within its own cable group and does not substitute across groups. Specifically: Where: tension deviation rate The value is a real number used to represent the cable serial number. Current tension Relative to target tension Normalized deviation; within-group mean deviation rate The value of is a real number, used to represent the available set in the same group. The tension deviates from the center; correct the target tension. The value is determined by the limiting function. Decision, used to replace target tension Issued to the winch; Equalization Gain The value is Used to limit the magnitude of a single equalization correction; equalization gain Initialize based on cable type and winch line speed capability. The transverse cable group uses a smaller equalization gain to avoid abrupt changes in lateral hull displacement, while the anti-rollover, bow, and stern cable groups use equalization gains matched to longitudinal constraints; all equalization gains... All meet And write it into the cable group strategy table of the central controller.

[0068] Safety percentage Maximum allowable tension Minimum target tension Available markings Candidate available flags Sets available in the same group Candidate cable serial number and micro-limiting amount Following the meaning of step three; amplitude limiting function Using the segmented approach from step three, the target tension is corrected. Not lower than the minimum target tension and not higher than The central controller will adjust the target tension. Write action instructions and according to the time sequence status It performs closed-loop cable take-up and release, tension balancing, synchronous braking, and synchronous locking.

[0069] Alternatively, tension data can be obtained from cable pin force measurement, cable guide force measurement, winch drum torque conversion, or equivalent equipment; balancing correction can be performed using segmented proportional rules, quadratic programming solvers with boundary constraints, or active set solvers. Overloaded cables will not continue to be stressed due to overall group tensioning, and slack cables will not be masked by the group average, thus correcting the target tension. Energy and timing state Continuous connection.

[0070] The central controller continuously identifies cable breaks, cable slippage, communication interruptions, and brake malfunctions during the balancing process. For example, when the tension display for a particular cable suddenly drops to the minimum target tension... If the drum has no controlled cable release record, the central controller marks the cable as a broken branch; if a winch fails to send back a communication confirmation frame, or the brake does not operate according to the timing sequence... Upon arrival, the central controller removes the corresponding cable from the automatic control list. In practice, this results in the winch no longer receiving cable-retrieving commands, and the adjacent compensating cable in the same group assumes the remaining constraint requirements. In the formula: Update available flags The value can be 0 or 1, used to indicate the cable sequence number after an anomaly is detected. Whether to continue participating in automatic control; cable breakage criteria Communication criteria Brake criteria The value is either 0 or 1, representing 1 when the cable is not broken, communication is valid, and the brake is valid, respectively; otherwise, it is 0. (Compensation requirements) A non-negative real number used to summarize the compensating cable serial numbers. Failed link requirements; compensation cable serial number Following the meaning of step one, this is used to indicate the serial number of the failed cable. The same group of recipients; Compensation target tension The value is determined by the limiting function. The decision was made to determine the serial number of the compensation cable. New target tension; compensation coefficient The value is Used to specify the serial number of the compensation cable Compensation demand The acceptance rate; index conditions This indicates that only the compensation cable sequence number is accumulated. Failed cable; limiting function The segment boundary is consistent with the amplitude limiting function in step three; When wind intensity coefficient Safety tension margin requirements Alternatively, when the maximum tension of the available cable reaches the protection boundary, the central controller enters storm protection mode.

[0071] Storm protection sign The value is 0 or 1, used to indicate whether storm protection mode is activated; wind intensity coefficient Safety tension margin requirements Current tension Maximum allowable tension Cable serial number and the total number of cables The meaning of the preceding steps is the same; margin weight. and tension ratio weight All are non-negative real numbers, used to incorporate operating condition requirements and tension ratios into the same protection judgment; storm protection threshold. A positive real number used to define the boundary for entering storm protection mode; indicator function. The specific form is: output 1 if the condition within the parentheses is true, otherwise output 0; maximum value function Used to select the highest tension percentage among available cables; Storm protection sign After setting the value to 1, the central controller only handles cases where the safe percentage has not been reached. Boundary and available markers For cable type 1, increase the tension of the corrected target. Regarding the current tension It has approached or reached The central controller no longer increases its corrected target tension on the cable. Instead of executing controlled cable laying or holding commands, the storm protection mode simultaneously meets the requirements of enhanced overall ship restraint and prevention of single cable overload.

[0072] Cable breakage criteria From the current tension Minimum target tension Recording and instructions for the action of the drum Determined jointly; when the current tension Below the minimum target tension Furthermore, if the central controller fails to issue a cable direction control command to the winch, and the drum position change is inconsistent with the controlled cable release record, the cable breakage criterion is as follows: Set to 0, otherwise set to 1. Communication criterion. The communication criterion is determined by the communication acknowledgment frame and the checksum field; when a valid communication acknowledgment frame is received within the specified acknowledgment period, the communication criterion is... Select 1 otherwise select 0. Brake criterion Based on the brake status bit and timing status Comparison and determination; when the brake status bit matches the current timing state When the required release, braking, or locking states are consistent, the brake criterion is applied. Select 1 if the value is 1, otherwise select 0.

[0073] Storm protection sign After setting 1, the central controller increases the corrected target tension of the control cable. Unauthorized manual operation is restricted. A mechanical braking or locking preparation command is issued to the brakes. Controlled cable release is performed on overloaded cables, and controlled cable retrieval is performed on slack cables. The deck alarm is alerted for cable breakage, cable slippage, communication interruption, and brake malfunction. Evaluation uses wind vane rotation, tide gauge changes, single winch power failure, and tension acquisition disconnection as inspection actions to observe whether the removal, compensation, alarm, and locking preparation are completed. Abnormal links will not continue to occupy the target tension allocation share; remaining cables are allocated according to the compensation cable sequence number. To meet the demand, the ship's restraints, mechanical brakes, and manual controls are interlocked in strong wind conditions.

[0074] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0075] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0076] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0077] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0078] The above description is merely a specific embodiment 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. A method of coordinated control of multiple point mooring winches, performed by a central controller, characterized in that: include: Based on the berthing position, dock mooring point, ship mooring point, winch status, mooring rope number, mooring rope type and tension boundary, a dynamic mooring topology table is established, which includes available controllable objects, unavailable controllable objects, mooring rope direction and compensation relationship within the same group. Collect wind speed, wind direction and tide level, and combine dynamic mooring topology table to identify wind conditions, tide conditions and strong wind conditions, and generate ship-wide constraint requirements. Based on the overall ship constraint requirements, target tension is allocated to available controllable objects, and automatic cable reeling and laying instructions are not issued to unavailable controllable objects, and their requirements are transferred to the same group compensation relationship. The commands for cable retraction, braking, and locking are issued in a unified sequence. When no abnormal conditions occur, the current tension is compared with the target tension and kept in balance within the same group. When cable breakage, winch failure, unavailable mooring point, communication interruption, or abnormal brake condition occurs, the dynamic mooring topology table is updated and the remaining cable target tension is redistributed. In strong wind conditions, storm protection is triggered.

2. The multi-point mooring winch cooperative control method according to claim 1, characterized in that: The dynamic mooring topology table must record at least the dock mooring point number, the ship mooring point number, the winch number, the cable number, the cable type, the cable direction, the current tension, the tension boundary, and the compensation relationship within the same group. When the winch is installed, communication is confirmed to be effective, and tension acquisition is effective, the central controller will register the corresponding cable as an available control object. When at least one of the above states is invalid, the central controller will register the corresponding cable as an unavailable control object and retain the topology record of the corresponding cable in the dynamic mooring topology table.

3. The multi-point mooring winch cooperative control method according to claim 1, characterized in that: Wind condition identification includes converting wind direction into the direction of wind action and projecting the direction of wind action onto the offshore normal and the longitudinal direction of the ship, respectively; When the offshore normal projection points to the water area, write "opening wind"; when the offshore normal projection points to the dock, write "closing wind"; when the longitudinal projection of the hull reaches the longitudinal offset criterion, write "longitudinal offset"; when none of the above criteria are met, write "normal wind conditions". When the wind speed reaches the strong wind threshold, the strong wind condition is applied; when the wind speed does not reach the strong wind threshold, the strong wind condition is not applied. The tidal conditions are labeled as high water level, low water level, rising tide, falling tide, and stable water level according to the tidal height and the direction of tidal change.

4. The multi-point mooring winch cooperative control method according to claim 3, characterized in that: The distribution of target tensions includes breaking down the ship's overall constraint requirements into lateral components, longitudinal components, yaw components, tidal compensation components, and safety margin components. When the corresponding component exists, the central controller only allocates the tension increment to the available controllable objects of the corresponding cable group; When the corresponding component is absent, the corresponding cable group maintains the basic tension; The unified timing sequence is arranged as follows: synchronous start permission, synchronous pretensioning, graded voltage increase, closed-loop cable winding and unwinding, group balancing, synchronous braking, and synchronous locking.

5. The multi-point mooring winch cooperative control method according to claim 4, characterized in that: Wind speed and direction are obtained from at least one of the following sources: shore-based wind speed and direction acquisition unit, shipborne wind speed and direction acquisition unit, and port area meteorological interface. The tide level is obtained from at least one of the following sources: the wharf tide gauge, the shipside water level acquisition unit, and the port area water level interface; When at least one source passes the status verification, the central controller adopts the latest data that has passed the status verification; When all sources fail the status verification, the central controller maintains the previous valid operating condition and prohibits entering the next tensioning stage.

6. The multi-point mooring winch cooperative control method according to claim 5, characterized in that: When unavailable control objects have compensation relationships in the same group, the central controller will transfer the demand corresponding to the unavailable control objects to the available control objects in the same group, and generate the remaining cable target tension according to the tension boundary of the available control objects. When an unavailable control object does not have a group compensation relationship, the central controller stops adding tension increments to the cables in the same group and outputs at least one of the following prompts: manual cable addition prompt, docking adjustment prompt, and evacuation prompt.

7. The multi-point mooring winch cooperative control method according to claim 1, characterized in that: Abnormal conditions include at least one of the following: cable breakage, cable slippage, tension acquisition failure, communication interruption, brake malfunction, and unavailable mooring point; When an abnormal state exists, the central controller will rewrite the corresponding cable from an available control object to an unavailable control object, while maintaining the current stage of the unified timing. When the abnormal state is resolved and the data acquisition, communication, and brake status all pass the verification, the central controller will re-register the corresponding cable as an available control object. The central controller remains in the exclusion state until the abnormal state is resolved.

8. The multi-point mooring winch cooperative control method according to claim 7, characterized in that: The central controller outputs the berth number, ship berthing side, dock mooring point number, ship mooring point number, winch number, cable number, cable type, current tension, target tension, working condition label, and status label to the human-machine interface. When an object is an unavailable control object, the status label displays "unavailable" and shows the corresponding compensation relationship in the same group; When the object is a controllable object, the status label indicates availability and displays the corresponding target tension.

9. The multi-point mooring winch cooperative control method according to claim 8, characterized in that: Cable retraction, braking, and locking commands are sent via control messages; The control message includes topology version number, winch number, cable number, direction of movement, target linear velocity, target tension, timing status, brake status requirements, check fields, and retransmission count; When the message verification is successful, the central controller enters the next timing state; When a confirmation message fails the verification, the central controller maintains the current timing state and increments the retransmission count.

10. A multi-point mooring winch cooperative control method according to claim 9, characterized in that: The central controller generates an event log, which includes topology version number, trigger time, winch number, cable number, abnormal status, updated dynamic mooring topology table version, remaining cable target tension, storm protection flag, manual access status, and brake status. Write to the storm protection record when strong wind conditions are triggered; When the strong wind condition is not triggered and an abnormal state exists, write an abnormal reassignment record. Write normal patrol record when strong wind condition is not triggered and no abnormal state exists.

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