Method and system for safe interaction of a sea promenade bridge with a top- to-top cooperative CTV ship

Abstract

The present application belongs to the technical field of offshore ships, and relates to a top-contact collaborative safety interaction system and method for an offshore gallery bridge and a CTV ship. The method comprises the following steps: when the bow of the CTV ship is in contact with a wind turbine foundation on the sea, acquiring the main engine power parameters of the CTV ship, the contact pressure data of the bow buffer, and the heave acceleration of the ship; calculating the limit static friction between the current bow and the wind turbine foundation based on the main engine power parameters and the contact pressure data; calculating the vertical exciting force generated by the current wave on the ship body based on the heave acceleration; and triggering the gallery bridge to perform a lifting-off action when the limit static friction is less than the sum of the vertical exciting force and a preset safety redundancy. The present application solves the game relationship between the main engine thrust and the wave exciting force in real time, triggers the gallery bridge to automatically lift off and escape in milliseconds before the slip occurs, fundamentally eliminates the risk of top-contact slip caused by instantaneous insufficient thrust or sudden change of sea conditions, and significantly improves the essential safety of the DP-free traffic boat in harsh sea conditions.

Description

Technical Field

[0001] This invention belongs to the field of marine vessel technology and relates to a safe interactive system and method for berthing and docking between a marine boardwalk and a CTV vessel. Background Technology

[0002] With the continuous efforts to reduce costs and increase efficiency in the offshore wind power industry, the installation of small boarding bridges with active wave compensation functions on smaller transport vessels (CTVs) has become an emerging trend in offshore wind power operation and maintenance. These CTVs typically do not have dynamic positioning (DP) systems, and their personnel boarding operations heavily rely on the so-called top-and-back mode: the vessel rushes towards the wind turbine foundation at a certain speed, uses the rubber baffle installed on the bow to hold the wind turbine pile, and continuously maintains the main engine at high speed to output thrust. Relying on the friction between the bow and the pile, the vessel adheres to the wind turbine structure, and then the boarding bridge extends to complete the connection.

[0003] However, because the gantry bridge is an aftermarket addition, its control system is completely isolated from the CTV's original ship control system, lacking any information exchange channel between the two. In actual operation, the captain can only indirectly control the main engine throttle by observing the gantry bridge's real-time attitude based on personal experience; the gantry bridge system itself cannot know whether the CTV's main engine thrust is sufficient to maintain the current berthing position or whether there is a risk of slippage. This information silo leads to a series of serious safety hazards: if the main engine speed unexpectedly drops, sea state changes cause insufficient effective thrust, or the captain mistakenly retracts the engine telegraph (i.e., reduces throttle) at a critical moment when personnel are passing under the bridge, the ship will instantly and violently slip off the wind turbine pile foundation, potentially causing a major accident such as structural tearing of the gantry bridge or even casualties. Summary of the Invention

[0004] To address the problems in the existing technology, this invention provides a method and system for safe interaction between a maritime boardwalk and a CTV vessel. By calculating the game relationship between the main engine thrust and wave excitation force in real time, the boardwalk is automatically raised and escaped milliseconds before slippage occurs. This fundamentally eliminates the risk of slippage caused by instantaneous insufficient thrust or sudden changes in sea state, and significantly improves the inherent safety of DP-less transport vessels in adverse sea conditions.

[0005] To achieve the above objectives, the present invention employs the following technical solution: In a first aspect, the present invention provides a method for safe and coordinated berthing between a marine boardwalk and a CTV vessel, comprising the following steps: When the bow of the CTV vessel is near the offshore wind turbine foundation, obtain the main engine power parameters, the contact pressure data of the bow buffer, and the heave acceleration of the vessel. The ultimate static friction force between the bow and the wind turbine foundation is calculated based on the main engine power parameters and contact pressure data. Calculate the vertical excitation force of the current wave on the hull based on the heave acceleration; When the ultimate static friction force is less than the sum of the vertical excitation force and the preset safety redundancy, the corridor bridge is triggered to perform a lifting and disengagement action.

[0006] Preferably, the step of calculating the ultimate static friction force between the current bow and the wind turbine foundation based on the main engine power parameters and contact pressure data includes: Based on the main engine speed and propeller torque in the main engine power parameters, the ship's current forward physical thrust is calculated using the propeller open-water thrust formula; the propeller open-water thrust formula is:

[0007] In the formula, For open-water propeller thrust; This is the thrust coefficient; The density of seawater; This refers to the propeller speed; The diameter of the propeller; The ultimate static friction force is calculated based on the contact pressure of the bow buffer in the contact pressure data and the angle of contact between the bow and the wind turbine foundation; the formula for calculating the ultimate static friction force is:

[0008] In the formula, This is the limiting static friction force; The coefficient of friction is the wet friction coefficient. The top lean angle; For contact pressure.

[0009] Preferably, before calculating the limiting static friction force, the following steps are included: When the contact pressure continuously exceeds the preset articulation pressure threshold for a preset duration, the rotation center of the ship's pitch and yaw kinematics is virtually translated from the ship's physical center of gravity along the ship's longitudinal axis to the contact point between the bow buffer and the wind turbine foundation. Based on the translated rotation center, the compensation displacement at the end of the bridge is recalculated, and the motion trajectory of the bridge actuator is corrected based on the compensation displacement.

[0010] Preferably, the step of virtually translating the rotation center of the ship's pitch and bow kinematics from the ship's physical center of gravity along the ship's longitudinal axis to the contact point between the bow buffer and the wind turbine foundation, and recalculating the compensation displacement at the end of the jet bridge based on the translated rotation center, includes: Obtain the three-dimensional coordinates of the ship's physical center of gravity in the ship's hull coordinate system, and the three-dimensional coordinates of the bow buffer contact point in the same coordinate system; Calculate the translation vector from the ship's physical center of gravity to the contact point of the bow buffer; Based on the translation vector, the motion reference origins for the ship's pitching and yaw motions are translated from the physical center of gravity to the contact point, resulting in an updated reference coordinate system with the contact point as the origin. Based on the updated reference coordinate system, the actual displacement of the end of the bridge in inertial space is recalculated using the ship's current pitch and yaw angles, and the actual displacement is used to replace the displacement compensation calculated with the physical center of gravity as the reference point.

[0011] Preferably, the formula for calculating the vertical excitation force is:

[0012] In the formula, It is a vertical excitation force; The current displacement quality of the ship; This refers to the acceleration due to heave.

[0013] Preferably, before the trigger bridge performs the lifting and disengagement action, it further includes: Obtain the predicted vertical excitation force sequence within a preset time window after the current moment; If any predicted value in the predicted vertical excitation force sequence is greater than or equal to the difference between the ultimate static friction force and the preset safety redundancy, the lifting and disengagement action is triggered in advance.

[0014] Preferred options also include: When the corridor bridge is connected to the wind turbine foundation and enters the personnel passage state, the car telegraph lock command is activated. During the period when the engine telegraph lockout command remains active, deceleration or reversing commands from the bridge electronic engine telegraph are intercepted, and a constant virtual berthing thrust command is continuously output to the ship's main engine control system. Upon receiving the signal from the covered bridge indicating the end of personnel passage, the vehicle clock lock command is revoked, restoring the electronic vehicle clock's normal control over the main unit's thrust.

[0015] Preferably, the continuous output of a constant virtual berthing thrust command to the ship's main engine control system includes: Based on the sum of the currently calculated ultimate static friction force and the preset safety redundancy, determine the minimum main engine thrust required to maintain the ship's berthing without slipping. The minimum main engine thrust value is converted into a corresponding speed control command, and the speed control command is continuously sent to the ship's main engine control system at a set period until the engine telegraph lockout command is revoked.

[0016] Preferably, during the period when the telegraph lockout command remains active, it further includes: Monitor the command position of the electronic telegraph on the driver's console; When a deceleration or reversing command is detected from the electronic vehicle clock, the deceleration or reversing command is intercepted and an alarm signal is generated simultaneously. The alarm signals are sent to the bridge control terminal and the ship's bridge alarm device, respectively.

[0017] Secondly, the present invention provides a safe interaction system for berthing and docking between a maritime boardwalk and a CTV vessel, comprising: Data acquisition module: used to acquire the main engine power parameters, contact pressure data of the bow buffer, and heave acceleration of the CTV vessel when the bow of the CTV vessel is near the offshore wind turbine foundation. Friction calculation module: used to calculate the ultimate static friction force between the current bow and the wind turbine foundation based on the main engine power parameters and contact pressure data; Excitation force calculation module: used to calculate the vertical excitation force of the current wave on the hull based on the heave acceleration; Lifting trigger module: used to trigger the corridor bridge to perform a lifting and disengagement action when the ultimate static friction force is less than the sum of the vertical excitation force and the preset safety redundancy.

[0018] Compared with the prior art, the present invention has the following beneficial effects: By acquiring real-time main engine power parameters, bow buffer contact pressure, and ship heave acceleration, and calculating the ultimate static friction force online based on the propeller open-water thrust formula and Coulomb friction model, while simultaneously calculating the vertical wave excitation force using hull mass and heave acceleration, an active feedforward judgment mechanism based on the three-force game of "thrust-friction-wave force" is constructed. When the ultimate static friction force is less than the sum of the wave excitation force and the safety redundancy, the system triggers the boarding bridge lifting and detachment action without waiting for any macroscopic slip displacement of the ship. This transforms the traditional passive protection relying on displacement detection into millisecond-level active early warning and escape execution based on mechanical boundaries, fundamentally eliminating the slip risk caused by instantaneous insufficient thrust due to main engine deceleration, fuel failure, or abnormal wave impact, and significantly improving the intrinsic safety level of transport boats without DP positioning capabilities during close-in operations in adverse sea conditions. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1This is a flowchart of the method of the present invention; Figure 2 A diagram showing the heterogeneous hardware topology and physical relationship between the edge gateway-based boarding bridge and the CTV vessel; Figure 3 This is a flowchart of the feedforward emergency stop escape logic based on the game between host thrust and wave excitation force; Figure 4 Diagram of reverse physical interlock and virtual berthing state machine for the engine telegraph to prevent captain's misoperation; Figure 5 A flowchart for dynamic reconstruction of the wave compensation coordinate system facing the CTV top-hinged state. Detailed Implementation

[0021] The present invention will now be described in detail with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0022] The following detailed description is exemplary and intended to provide further detailed explanation of the invention. Unless otherwise specified, all technical terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. The terminology used in this invention is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention.

[0023] The first objective of this invention is to provide a method for safe and coordinated berthing between a marine boardwalk bridge and a CTV vessel, such as... Figure 1 As shown, it includes the following steps: When the bow of the CTV vessel is near the offshore wind turbine foundation, obtain the main engine power parameters, the contact pressure data of the bow buffer, and the heave acceleration of the vessel. The ultimate static friction force between the bow and the wind turbine foundation is calculated based on the main engine power parameters and contact pressure data. Calculate the vertical excitation force of the current wave on the hull based on the heave acceleration; When the ultimate static friction force is less than the sum of the vertical excitation force and the preset safety redundancy, the corridor bridge is triggered to perform a lifting and disengagement action.

[0024] For example, the hardware system upon which the above steps rely is such as Figure 2 As shown. Figure 2The heterogeneous hardware topology and physical connection structure of the boarding bridge and CTV based on the edge gateway were demonstrated: the edge computing gateway is deployed in the CTV bridge and is directly connected to the engine control units (ECUs) of the port and starboard main engines via the SAE J1939 bus. At the same time, it realizes bidirectional data interaction with the bow buffer pressure sensor, the ship motion reference unit (MRU), and the boarding bridge main control programmable logic controller (PLC).

[0025] Specifically, this method is initiated when the bow of the CTV vessel abuts against the steel pipe of the offshore wind turbine foundation via a rubber buffer. First, the system reads the power parameters (including main engine speed and propeller torque) from the ship's main engine control unit in real time via an edge computing gateway through the SAE J1939 bus. Simultaneously, it collects contact pressure data using pressure sensors installed inside the bow buffer and obtains the ship's heave acceleration using a ship motion reference unit. Based on this, the system estimates the ship's current forward thrust according to the propeller open-water thrust formula, and, combined with the actual contact pressure of the buffer and the abutment angle between the bow and the wind turbine foundation, calculates the limiting static friction force (i.e., the maximum anti-slip capability that the bow can provide) under the current operating condition based on the Coulomb friction model. Simultaneously, it calculates the vertical downward excitation force generated by waves on the hull using the ship's mass and heave acceleration. When the limiting static friction force is less than the sum of the vertical excitation force and a preset safety redundancy, it indicates that the ship is about to lose the static friction boundary for maintaining abutment but has not yet experienced macroscopic slippage. Figure 3 As shown, this invention constructs a feedforward emergency stop escape logic based on the game theory of main engine thrust monitoring and wave excitation force: the system does not need to wait for any displacement signal, but outputs a high-level pulse to the hydraulic valve island of the boarding bridge through independent hardwiring from the Field Programmable Gate Array (FPGA) at the bottom layer of the edge gateway, instantly triggering the high-pressure accumulator to burst and release pressure, driving the boarding bridge to perform an automatic lifting and detachment action, thereby completing the boarding bridge retraction and escape before the ship actually slips. Compared with the existing hysteresis protection schemes that rely on manual observation or displacement detection, this invention achieves millisecond-level active early warning and execution through a feedforward mechanical game model, eliminating the risk of slippage caused by insufficient thrust due to main engine deceleration or sudden changes in sea state from a physical mechanism perspective, and significantly improving the intrinsic safety level of non-powered positioning transport boats in ramming operations.

[0026] For example, calculating the ultimate static friction force between the current bow and the wind turbine foundation based on the main engine power parameters and contact pressure data includes: Based on the main engine speed and propeller torque in the main engine power parameters, the ship's current forward physical thrust is calculated using the propeller open-water thrust formula; the propeller open-water thrust formula is:

[0027] In the formula, For open-water propeller thrust; The thrust coefficient is a dimensionless coefficient that depends on the propeller structure and the advance ratio. The density of seawater (can be set as a constant or corrected according to salinity and temperature); This refers to the propeller speed; Where is the propeller diameter; this formula is common knowledge in the field of ship hydrodynamics and can accurately estimate the effective thrust generated by the propeller.

[0028] The limiting static friction force is calculated based on the contact pressure of the bow buffer in the contact pressure data and the angle of contact between the bow and the wind turbine foundation (i.e., the angle between the ship's longitudinal axis and the normal to the wind turbine foundation); the formula for calculating the limiting static friction force is as follows:

[0029] In the formula, This is the limiting static friction force; The coefficient of wet friction in a high salt spray environment; The top lean angle; For contact pressure. Among them, This represents the effective component of the forward thrust along the normal direction of the contact surface (because the ship's thrust is not completely perpendicular to the wind turbine foundation during the head-on approach, it needs to be expressed through the angle of inclination). (Modified) In this invention, the smaller value between the thrust component and the measured contact pressure is taken because the actual contact pressure is constrained by both the compression limit of the bow rubber damper and the upper limit of the main engine thrust, and cannot exceed the lower of the two. Using the above formula, the system can calculate in real time and continuously the ultimate static friction force that can be provided between the bow and the wind turbine foundation under the current operating conditions. .

[0030] For example, before calculating the limiting static friction force, the following steps are included: When the contact pressure continuously exceeds the preset articulation pressure threshold for a preset duration, the rotation center of the ship's pitch and yaw kinematics is virtually translated from the ship's physical center of gravity along the ship's longitudinal axis to the contact point between the bow buffer and the wind turbine foundation. Based on the translated rotation center, the compensation displacement at the end of the bridge is recalculated, and the motion trajectory of the bridge actuator is corrected based on the compensation displacement.

[0031] Specifically, the process is as follows Figure 5 As shown. Figure 5 The process of dynamically reconstructing the wave compensation coordinate system for the CTV hard-top articulated state is demonstrated: The system continuously monitors the contact pressure data inside the bow buffer. When the contact pressure continuously exceeds a pre-calibrated articulated pressure threshold (e.g., a pressure threshold set according to the contact stiffness between the buffer material and the wind turbine foundation steel pipe) and the duration reaches a preset duration (e.g., 2 seconds), the system determines that the ship has transitioned from the free-floating state to the hard-top articulated state. In this state, a strong constraint relationship similar to a ball joint is formed between the bow buffer and the wind turbine foundation. The ship no longer performs free pitching and bowing movements around its own physical center of gravity, but instead swings around the actual contact point between the bow buffer and the wind turbine as the rotation center (like a door leaf rotating around a hinge). Based on this physical understanding, the system automatically activates a dynamic coordinate system translation algorithm: using a three-dimensional rigid body space transformation matrix, the motion reference origin, originally located at the ship's physical center of gravity or the MRU installation position, is mathematically translated along the ship's longitudinal axis to the precise contact point coordinates between the bow buffer and the wind turbine foundation, thereby reconstructing a kinematic model with this hinge point as the new origin. Then, based on this new origin, the system recalculates the ship's pitch angular velocity, bow angular velocity, and linear acceleration in each direction under the current ramming attitude, and calculates the real-time compensation displacement of the bridge end relative to the wind turbine ladder target. The bridge's main control PLC receives this corrected compensation and drives the hydraulic actuator to dynamically adjust the position and posture of the lap claws, ensuring that the bridge end always accurately follows the target point, eliminating nonlinear lever errors caused by the ramming tail effect. Compared to the traditional compensation algorithm that directly uses the center of gravity as the origin for DP ships, this method identifies the top-hinged state and actively translates the rotation center, so that the kinematic reference of wave compensation matches the actual physical constraints. This significantly improves the connection stability and tracking accuracy of the boarding bridge under CTV top-hinged conditions, avoids severe friction and impact between the connecting claws and the wind turbine ladder, and thus ensures the safety of personnel passage and the long service life of the equipment.

[0032] For example, the step of virtually translating the rotation center of the ship's pitch and bow kinematics from the ship's physical center of gravity along the ship's longitudinal axis to the contact point between the bow buffer and the wind turbine foundation, and recalculating the compensation displacement at the end of the jet bridge based on the translated rotation center, includes: Obtain the three-dimensional coordinates of the ship's physical center of gravity in the ship's hull coordinate system, and the three-dimensional coordinates of the bow buffer contact point in the same coordinate system; Calculate the translation vector from the ship's physical center of gravity to the contact point of the bow buffer; Based on the translation vector, the motion reference origins for the ship's pitching and yaw motions are translated from the physical center of gravity to the contact point, resulting in an updated reference coordinate system with the contact point as the origin. Based on the updated reference coordinate system, the actual displacement of the end of the bridge in inertial space is recalculated using the ship's current pitch and yaw angles, and the actual displacement is used to replace the displacement compensation calculated with the physical center of gravity as the reference point.

[0033] Specifically, firstly, in a pre-established fixed coordinate system (usually with the ship's design datum as a reference, the origin located at the ship's physical center of gravity or the MRU installation center, the X-axis pointing towards the bow, the Y-axis pointing towards the starboard side, and the Z-axis pointing vertically upward), the three-dimensional coordinates of the ship's physical center of gravity (usually the origin or a known fixed value) and the three-dimensional coordinates of the contact point between the bow buffer and the wind turbine foundation (which can be obtained by pre-calibrating the buffer installation position and the ship's geometric dimensions) are obtained; then, the spatial translation vector from the physical center of gravity to the contact point is calculated. After the system determines that the ship has entered the "top-jointed articulated state," the kinematic reconstruction algorithm is activated. This algorithm reconstructs the original reference points for pitch and yaw motions, which were originally based on the physical center of gravity, using a three-dimensional rigid body translation transformation matrix T. The mathematical coordinates are translated to the contact point to form an updated reference coordinate system. The origin of this coordinate system coincides perfectly with the ship's current actual center of rotation (i.e., the bow contact point). Based on this, the ship's instantaneous pitch and roll angles in inertial space are read (directly measured by the MRU). However, since the ship's center of rotation has now become the contact point, continuing to use the kinematic model at the original center of gravity to calculate the displacement of the bridge end will produce a geometric error proportional to the lever arm length. Therefore, it is necessary to recalculate based on the new coordinate system: the angular velocities, pitch angular velocities, roll angular velocities, and linear accelerations measured by the MRU are converted to a reference system with the contact point as the origin. Combined with the position vector of the bridge base relative to this new origin, the actual displacement of the bridge end in inertial space is calculated by integration or projection. Finally, this actual displacement replaces the displacement compensation amount originally calculated with the physical center of gravity as the reference point and is sent as input to the bridge's main control PLC to drive the hydraulic actuator to perform precise wave compensation motion. This invention completely eliminates the lever ratio error caused by mismatch of the rotation center when the traditional DP wave compensation algorithm is directly transplanted to the CTV top-mounted working condition through the above-mentioned coordinate system dynamic translation and kinematic reconstruction method. This improves the displacement tracking accuracy of the end of the corridor bridge in the top-mounted posture from the decimeter level to the centimeter level, effectively avoiding severe friction, impact or jamming between the overlapping claw and the fan ladder. While ensuring the smooth passage of personnel, it also significantly extends the service life of the corridor bridge mechanical structure and the fan ladder.

[0034] For example, the formula for calculating the vertical excitation force is:

[0035] In the formula, This refers to the vertical excitation force generated by the waves on the ship's hull. The current displacement quality of the ship (which can be estimated in real time by combining the bow and stern draft with the ship's hydrostatic curve table or preset as a constant value based on typical operating conditions); Heave acceleration, in m / s² 2 Upward is positive, and downward is negative. When a ship moves vertically with the waves, the inertial force of the hull and the wave excitation force remain in dynamic equilibrium. Therefore, by measuring the heave acceleration of the hull itself and multiplying it by its mass, the instantaneous vertical wave force acting on the hull can be calculated. This is a simplified estimation method commonly used in the field of marine engineering. It does not require complex hydrodynamic models or wave spectrum analysis, has high computational efficiency, and is easy to execute in real time using embedded gateways.

[0036] For example, before the trigger bridge performs the lifting and disengagement action, it further includes: Obtain the predicted vertical excitation force sequence within a preset time window after the current moment; If any predicted value in the predicted vertical excitation force sequence is greater than or equal to the difference between the ultimate static friction force and the preset safety redundancy, the lifting and disengagement action is triggered in advance.

[0037] Before the boarding bridge performs its lifting and detachment maneuver, this invention introduces a feedforward triggering enhancement mechanism based on short-term wave prediction to further gain escape preparation time. Specifically, the system utilizes the real-time heave acceleration time series output by the MRU, combined with lightweight time-series prediction models such as Kalman filtering or Long Short-Term Memory (LSTM) networks, to recursively calculate the predicted heave acceleration sequence within a preset time window (e.g., 1-3 seconds, the length of which can be adaptively adjusted according to the ship's natural vertical motion period and the main wave period) after the current moment in each control cycle. This sequence is then converted into a predicted vertical excitation force sequence based on the vertical excitation force formula. The system then determines whether any predicted value in the predicted sequence satisfies the difference between the ultimate static friction force and the preset safety redundancy. Once the condition is met, it indicates that in the near future (still within the predicted time window), the wave excitation force will reach or exceed the safety lower limit of the current ultimate static friction force boundary. At this point, the system directly triggers the boarding bridge to perform its lifting and detachment maneuver without waiting for the actual excitation force to truly approach the critical value. Compared to schemes that rely solely on real-time measurements for comparison, this predictive enhancement mechanism leverages the quasi-periodic characteristics of wave motion and the predictability of short-term motion trends by inertial systems. It advances the escape decision window from the moment the measured limit is exceeded to the moment it is predicted that the limit will be exceeded in the future, typically providing an additional preparation time of hundreds of milliseconds to several seconds. This is particularly crucial for compensating for the action delay of hydraulic valve islands and high-pressure accumulators. Simultaneously, this mechanism can effectively cope with sudden abnormal waves or continuous large wave groups, avoiding the risk of untimely escape due to sensor measurement delays, filter phase lag, and actuator response inertia. It moves from passive response to proactive prediction, further enhancing the intrinsic safety margin of tackling operations in severe sea conditions.

[0038] For example, the method further includes: When the corridor bridge is connected to the wind turbine foundation and enters the personnel passage state, the car telegraph lock command is activated. During the period when the engine telegraph lockout command remains active, deceleration or reversing commands from the bridge electronic engine telegraph are intercepted, and a constant virtual berthing thrust command is continuously output to the ship's main engine control system. Upon receiving the signal from the covered bridge indicating the end of personnel passage, the vehicle clock lock command is revoked, restoring the electronic vehicle clock's normal control over the main unit's thrust.

[0039] Specifically, Figure 4The demonstration showcased a reverse physical interlock of the engine telegraph and a virtual berthing state machine to prevent the captain from accidentally slowing down. Once the jet bridge reliably engages with the wind turbine foundation and the jet bridge operator presses the "Personnel Allow Passage" button, the system confirms entry into personnel passage mode. At this point, the edge gateway immediately sends an engine telegraph interlock command to the safety relay cabinet connected in series in the bridge electronic engine telegraph (throttle lever) signal circuit. During the entire period this interlock command remains active, the safety relay cabinet intercepts any deceleration commands (such as reducing throttle opening) or reversing commands (such as pushing the lever to the reverse position) from the bridge electronic engine telegraph through physical disconnection or signal shielding, preventing the captain's erroneous operation from being transmitted to the ship's main engine control system. Simultaneously, the edge gateway actively takes over the thrust control circuit, continuously outputting a constant analog voltage or virtual berthing thrust command in CAN message form to the ECU based on the previously calculated minimum thrust value required to maintain safe berthing. This forces the main engine to maintain a thrust level sufficient to resist wave excitation under current operating conditions, thereby ensuring that the contact pressure between the bow buffer and the wind turbine foundation remains above the safety threshold during personnel passage. Once the gate operator confirms that all personnel have safely passed and presses the "Passage End" button, the system cancels the engine telegraph interlock command, the safety relay cabinet resumes operation, the original control link between the electronic engine telegraph and the ECU is reconnected, and the captain regains normal control over the main engine thrust, allowing him to perform a reversing evacuation operation. This invention, through the aforementioned physical interlocking and virtual berthing mechanism, completely eliminates the possibility of the captain taking deceleration or reversing actions due to fatigue, panic, or accidental activation during the gate passage window from an electrical and control perspective. This effectively avoids catastrophic accidents such as gate tearing and personnel falling into the sea caused by sudden slippage due to human error, greatly improving the inherent safety level of the entire process of docking operations for vessels without DP (Dual Point Control).

[0040] For example, the continuous output of a constant virtual berthing thrust command to the ship's main engine control system includes: Based on the sum of the currently calculated ultimate static friction force and the preset safety redundancy, determine the minimum main engine thrust required to maintain the ship's berthing without slipping. The minimum main engine thrust value is converted into a corresponding speed control command, and the speed control command is continuously sent to the ship's main engine control system at a set period until the engine telegraph lockout command is revoked.

[0041] Specifically, the minimum main engine thrust required to maintain the ship's ramming without slipping is first determined based on the sum of the current real-time calculated ultimate static friction force and the preset safety redundancy. (Equivalent to the equivalent forward thrust generated by the propeller); Since the ship's main engine ECU usually receives speed control commands rather than direct thrust values, the system uses the inverse function of the propeller open-water thrust formula (or a speed-thrust mapping table calibrated in advance through actual ship trials) to convert the required minimum main engine thrust value into the corresponding propeller speed command. That is, by solving The theoretical speed value is obtained and, after considering the transmission ratio and the main engine characteristic curve, is converted into the final speed setpoint sent to the ECU. Subsequently, the edge gateway continuously sends this speed control command to the ECU at a set control cycle (e.g., 100ms, matching the response time of the main engine governor), forcing the main engine to maintain operation at this safe speed. This ensures that the power output is always no less than the required boundary thrust during the lockout period, ensuring that the contact pressure between the bow buffer and the wind turbine foundation remains within a safe range. This process continues until the edge gateway receives a passage end signal from the gate operator and cancels the engine telegraph lockout command. This invention achieves a closed-loop mapping from safety margin requirements to main engine thrust execution by converting mechanical boundary conditions into standardized speed commands that the ECU can directly parse. This avoids thrust fluctuations or energy waste that may result from simply relying on a fixed throttle opening. At the same time, it allows the virtual berthing thrust to dynamically adjust its lower limit according to real-time sea conditions, ensuring the safety of the docking and avoiding unnecessary fuel consumption and mechanical wear caused by prolonged high-speed operation of the main engine.

[0042] For example, during the period when the car telegraph lockout command remains active, it further includes: Monitor the command position of the electronic telegraph on the driver's console; When a deceleration or reversing command is detected from the electronic vehicle clock, the deceleration or reversing command is intercepted and an alarm signal is generated simultaneously. The alarm signals are sent to the bridge control terminal and the ship's bridge alarm device, respectively.

[0043] Specifically, the edge gateway monitors the command position of the electronic engine telegraph push rod in real time (e.g., voltage value corresponding to the deceleration zone or reversing zone) by connecting to the analog or CAN signal lines of the electronic engine telegraph in parallel. When the push rod is detected to be pushed into the deceleration or reversing zone, the system first physically intercepts the command through the safety relay cabinet, preventing it from being transmitted to the main ECU. Simultaneously, the logic judgment unit within the edge gateway immediately generates an alarm trigger signal. This alarm signal is simultaneously sent to the human-machine interface (HMI) at the gate bridge operator and the audible and visual alarm devices (such as a buzzer and a red flashing indicator light) on the ship's bridge via independent hardwiring or fieldbus. At the gate bridge operator, a message is displayed stating "Illegal deceleration / reversing request from the bridge has been intercepted," while at the bridge, a high-frequency buzzer and a warning "Deceleration / reversing is prohibited in locked state" are triggered. This invention, by adding a real-time monitoring and cross-domain synchronous alarm mechanism for engine operation behavior, enables the captain to immediately perceive that their erroneous operation has been intercepted by the system, preventing repeated attempts or misinterpreting equipment malfunctions and taking more dangerous remedial actions. It also informs the bridge operator that a dangerous attempt to reverse the engine has occurred on the bridge, facilitating increased vigilance or a temporary halt to passage for confirmation. This function, without altering the original interlocking logic, increases the diagnostic transparency and two-way contextual awareness of human-machine interaction, effectively eliminating secondary risks caused by information asymmetry and further enhancing the safety of collaborative operations.

[0044] The second objective of this invention is to provide a safe and collaborative berthing system between a maritime boardwalk and a CTV vessel, comprising: Data acquisition module: used to acquire the main engine power parameters, contact pressure data of the bow buffer, and heave acceleration of the CTV vessel when the bow of the CTV vessel is near the offshore wind turbine foundation. Friction calculation module: used to calculate the ultimate static friction force between the current bow and the wind turbine foundation based on the main engine power parameters and contact pressure data; Excitation force calculation module: used to calculate the vertical excitation force of the current wave on the hull based on the heave acceleration; Lifting trigger module: used to trigger the corridor bridge to perform a lifting and disengagement action when the ultimate static friction force is less than the sum of the vertical excitation force and the preset safety redundancy.

[0045] The system acquires real-time data on the ship's main engine power parameters, buffer contact pressure, and heave acceleration via a data acquisition module. The friction calculation module and the excitation force calculation module quantitatively calculate the limiting static friction force and the vertical wave excitation force based on the propeller open-water thrust formula and Newton's second law, respectively. Then, the lifting trigger module automatically raises and detaches the gangway the instant the limiting static friction force is less than the sum of the wave excitation force and the safety redundancy, without waiting for macroscopic slippage of the ship. This system upgrades traditional delayed protection relying on manual experience or displacement feedback to a feedforward active defense based on mechanical game theory. It eliminates the risk of slippage caused by loss of thrust due to main engine deceleration or sudden changes in sea state, achieving millisecond-level escape response. This significantly improves the inherent safety level of non-DP-capable transport vessels during docking operations and effectively avoids gangway structural tearing and personnel casualties.

[0046] In one embodiment of the present invention, a computer device is provided, comprising a processor and a memory. The memory stores a computer program, which includes program instructions. The processor executes the program instructions stored in the computer storage medium. The processor may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. It is the computing and control core of the terminal, suitable for implementing one or more instructions, specifically suitable for loading and executing one or more instructions from the computer storage medium to achieve a corresponding method flow or function. The processor described in this embodiment of the present invention can be used in the operation of a safe interaction method for berthing and coordination between a maritime boardwalk bridge and a CTV vessel.

[0047] This invention also provides a storage medium, specifically a computer-readable storage medium (Memory), which is a memory device in a computer device used to store programs and data. It is understood that the computer-readable storage medium here can include both the built-in storage medium in the computer device and extended storage media supported by the computer device. The computer-readable storage medium provides storage space that stores the terminal's operating system. Furthermore, this storage space also stores one or more instructions suitable for loading and execution by a processor. These instructions can be one or more computer programs (including program code). It should be noted that the computer-readable storage medium here can be high-speed RAM or non-volatile memory, such as at least one disk storage device. The processor can load and execute one or more instructions stored in the computer-readable storage medium to implement the corresponding steps of the above-described method for safe interaction between a maritime boardwalk and a CTV vessel.

[0048] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0049] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0050] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1The function specified in one or more boxes.

[0051] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0052] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation of the present invention. Any modifications or equivalent substitutions that do not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. A method for safe and coordinated berthing between a marine corridor bridge and a CTV vessel, characterized in that, Includes the following steps: When the bow of the CTV vessel is near the offshore wind turbine foundation, obtain the main engine power parameters, the contact pressure data of the bow buffer, and the heave acceleration of the vessel. The ultimate static friction force between the bow and the wind turbine foundation is calculated based on the main engine power parameters and contact pressure data. Calculate the vertical excitation force of the current wave on the hull based on the heave acceleration; When the ultimate static friction force is less than the sum of the vertical excitation force and the preset safety redundancy, the corridor bridge is triggered to perform a lifting and disengagement action.

2. The method for safe interaction between a maritime corridor bridge and a CTV vessel in close proximity as described in claim 1, characterized in that, The calculation of the ultimate static friction force between the bow and the wind turbine foundation based on the main engine power parameters and contact pressure data includes: Based on the main engine speed and propeller torque in the main engine power parameters, the ship's current forward physical thrust is calculated using the propeller open-water thrust formula; the propeller open-water thrust formula is: In the formula, For open-water propeller thrust; This is the thrust coefficient; The density of seawater; This refers to the propeller speed; The diameter is the propeller diameter. The ultimate static friction force is calculated based on the contact pressure of the bow buffer in the contact pressure data and the angle of contact between the bow and the wind turbine foundation; the formula for calculating the ultimate static friction force is: In the formula, This is the limiting static friction force; The coefficient of friction is the wet friction coefficient. The top lean angle; For contact pressure.

3. The method for safe interaction between a maritime corridor bridge and a CTV vessel in ramming cooperation according to claim 2, characterized in that, Before calculating the ultimate static friction force, the following steps are included: When the contact pressure continuously exceeds the preset articulation pressure threshold for a preset duration, the rotation center of the ship's pitch and yaw kinematics is virtually translated from the ship's physical center of gravity along the ship's longitudinal axis to the contact point between the bow buffer and the wind turbine foundation. Based on the translated rotation center, the compensation displacement at the end of the bridge is recalculated, and the motion trajectory of the bridge actuator is corrected based on the compensation displacement.

4. The method for safe interaction between a maritime corridor bridge and a CTV vessel in close proximity as described in claim 3, characterized in that, The process of virtually translating the rotation centers of the ship's pitch and bow kinematics from the ship's physical center of gravity along the ship's longitudinal axis to the contact point between the bow buffer and the wind turbine foundation, and recalculating the compensation displacement at the end of the jet bridge based on the translated rotation center, includes: Obtain the three-dimensional coordinates of the ship's physical center of gravity in the ship's hull coordinate system, and the three-dimensional coordinates of the bow buffer contact point in the same coordinate system; Calculate the translation vector from the ship's physical center of gravity to the contact point of the bow buffer; Based on the translation vector, the motion reference origins for the ship's pitching and yaw motions are translated from the physical center of gravity to the contact point, resulting in an updated reference coordinate system with the contact point as the origin. Based on the updated reference coordinate system, the actual displacement of the end of the bridge in inertial space is recalculated using the ship's current pitch and yaw angles, and the actual displacement is used to replace the displacement compensation calculated with the physical center of gravity as the reference point.

5. The method for safe interaction between a maritime corridor bridge and a CTV vessel in close proximity as described in claim 1, characterized in that, The formula for calculating the vertical excitation force is: In the formula, It is a vertical excitation force; The current displacement quality of the ship; This refers to the acceleration due to heave.

6. The method for safe interaction between a maritime corridor bridge and a CTV vessel in close proximity as described in claim 1, characterized in that, Before the trigger bridge performs the lifting and disengagement action, the following steps are also included: Obtain the predicted vertical excitation force sequence within a preset time window after the current moment; If any predicted value in the predicted vertical excitation force sequence is greater than or equal to the difference between the ultimate static friction force and the preset safety redundancy, the lifting and disengagement action is triggered in advance.

7. The method for safe interaction between a maritime corridor bridge and a CTV vessel in close proximity as described in claim 1, characterized in that, Also includes: When the corridor bridge is connected to the wind turbine foundation and enters the personnel passage state, the car telegraph lock command is activated. During the period when the engine telegraph lockout command remains active, deceleration or reversing commands from the bridge electronic engine telegraph are intercepted, and a constant virtual berthing thrust command is continuously output to the ship's main engine control system. Upon receiving the signal from the covered bridge indicating the end of personnel passage, the vehicle clock lock command is revoked, restoring the electronic vehicle clock's normal control over the main unit's thrust.

8. The method for safe interaction between a maritime corridor bridge and a CTV vessel in close proximity as described in claim 7, characterized in that, The continuous output of a constant virtual berthing thrust command to the ship's main engine control system includes: Based on the sum of the currently calculated ultimate static friction force and the preset safety redundancy, determine the minimum main engine thrust required to maintain the ship's berthing without slipping. The minimum main engine thrust value is converted into a corresponding speed control command, and the speed control command is continuously sent to the ship's main engine control system at a set period until the engine telegraph lockout command is revoked.

9. A method for safe and coordinated berthing between a maritime corridor bridge and a CTV vessel according to claim 7, characterized in that, The method further includes, during the period when the car telegraph lockout command remains active: Monitor the command position of the electronic telegraph on the driver's console; When a deceleration or reversing command is detected from the electronic vehicle clock, the deceleration or reversing command is intercepted and an alarm signal is generated simultaneously. The alarm signals are sent to the bridge control terminal and the ship's bridge alarm device, respectively.

10. A collaborative safety interaction system for berthing between a sea-going corridor bridge and a CTV vessel, characterized in that, include: Data acquisition module: used to acquire the main engine power parameters, contact pressure data of the bow buffer, and heave acceleration of the CTV vessel when the bow of the CTV vessel is near the offshore wind turbine foundation. Friction calculation module: used to calculate the ultimate static friction force between the current bow and the wind turbine foundation based on the main engine power parameters and contact pressure data; Excitation force calculation module: used to calculate the vertical excitation force of the current wave on the hull based on the heave acceleration; Lifting trigger module: used to trigger the corridor bridge to perform a lifting and disengagement action when the ultimate static friction force is less than the sum of the vertical excitation force and the preset safety redundancy.

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