A method and system for analyzing the feasibility of heavy sea freight roll-on / roll-off

Abstract

The present application relates to the field of heavy marine roll-on roll-off technology, and particularly relates to a method and system for analyzing the feasibility of heavy marine roll-on roll-off. The method obtains multi-source heterogeneous data and constructs a standardized parameter dataset through dimensionless processing; discretizes the continuous roll-on process into multiple typical working conditions; constructs a longitudinal lever model based on the standardized dataset, and calculates the target roll-on ship draft data under each working condition; conducts feasibility determination in combination with the tide window, wharf elevation and safety requirements, and when the determination does not meet the requirements, dynamically adjusts the tide or ballast water for closed-loop iterative recalculation until a parameter combination that meets the safety conditions is obtained; and finally maps the results to a table to generate a simple calculation book. The present application decouples the complex three-dimensional dynamic stress, breaks away from the dependence on professional software, significantly reduces the operation threshold, and realizes the rapid and accurate comparison and selection of schemes and efficient guidance for on-site operations.

Description

Technical Field

[0001] This invention relates to the field of heavy cargo marine roll-on / roll-off (Ro-Ro) technology, and in particular to a feasibility analysis method and system for heavy cargo marine Ro-Ro. Background Technology

[0002] With the rapid development of global high-end equipment manufacturing, marine engineering, wind power infrastructure, and heavy chemical industries, the demand for maritime transport of heavy cargo (oversized, overweight, and irregularly shaped equipment) continues to rise. Ro-Ro operations, with their advantages of not requiring large lifting equipment, high operational efficiency, and low risk of cargo damage, have become the mainstream technical solution for the maritime handling of heavy cargo, widely used in the cross-sea transportation of core equipment such as petrochemical containers, offshore platform modules, wind turbines, and heavy machinery. Heavy cargo Ro-Ro operations are high-risk special maritime operations. The entire operation requires strict verification of key indicators such as vessel buoyancy, stability, trim and list, ramp and deck load-bearing capacity, ballast adjustment matching, ramp stress, and the relative attitude of the wharf and vessel. Exceeding any parameter limit may lead to safety accidents such as vessel capsizing, structural damage, and cargo falling. Therefore, feasibility analysis and calculation are the core prerequisites for operation plan preparation, safety review, and on-site execution.

[0003] Currently, traditional feasibility analysis mainly relies on specialized ship statics software and complex specification manuals, calculating parameters by establishing corresponding 3D models. However, existing feasibility analysis schemes for roll-on / roll-off (Ro-Ro) of heavy cargo still have the following technical shortcomings: First, traditional calculations depend on specialized ship statics software and complex specification manuals, resulting in cumbersome modeling processes, dense parameter inputs, and long calculation cycles. This requires full-time operation by specialized engineers, making it difficult to meet the timeliness requirements for rapid assessment in the early stages of projects, comparison of multiple schemes, and on-site emergency verification. Second, existing technologies lack versatility, lacking a unified and simple calculation framework for different ship types, dock conditions, and SPMT hydraulic module vehicle transport methods. Cargo parameters and ship still water... The data sources and formats of mechanics manuals (which typically contain tens of thousands of surface data points) and wharf hydrological conditions vary, and the lack of a standardized data processing framework leads to dense parameter inputs that are prone to errors. This makes it difficult for on-site technicians to quickly implement the data, increasing project communication costs and decision-making risks. Finally, existing technologies lack a closed-loop guidance mechanism that can dynamically iterate on-site during roll-on / roll-off operations. When a single calculation reveals that the ship's draft or the force on the gangway does not meet safety requirements, traditional methods often require manual readjustment of parameters and rerunning of the massive software model. There is a lack of an automated iterative logic that can organically combine tidal window regulation and ballast water dynamic regulation, resulting in extremely poor timeliness of on-site operational guidance.

[0004] In summary, existing feasibility analysis methods for heavy cargo shipping roll-on / roll-off have significant shortcomings in terms of simplicity, timeliness, versatility, and practicality, and cannot meet the current development needs of efficient, precise, and safe heavy cargo logistics. The industry urgently needs a simple calculation method with concise calculation logic, easily obtainable parameters, standardized steps, and reliable results to achieve rapid solution evaluation and precise on-site guidance. Summary of the Invention

[0005] To address the technical problems of existing feasibility analysis technologies for heavy cargo roll-on / roll-off (Ro-Ro) shipping, such as poor technical versatility, lack of dynamic iterative closed-loop assessment mechanism, and cumbersome analysis process that cannot meet the timeliness requirements of on-site emergency verification, this invention provides a feasibility analysis method and system for heavy cargo roll-on / roll-off shipping.

[0006] One method for feasibility analysis of roll-on / roll-off (Ro-Ro) shipping of heavy cargo includes the following steps: S1. By acquiring multi-source data, obtain multi-source heterogeneous data on target heavy components, target roll-on / roll-off ships and on-site working conditions, and construct a standardized parameter dataset through dimensionless processing; S2. Discretize the on-site working conditions into multiple typical working conditions; S3. Based on the typical working conditions obtained in step S2, construct a longitudinal lever model according to the standardized parameter dataset, and calculate the target roll-on / roll-off ship draft data for each working condition. S4. Based on the draft data of the target ro-ro vessel obtained in step S3, combined with the current tidal window, wharf elevation data and pre-set safe ro-ro unloading construction requirements, the feasibility of ro-ro unloading under each working condition is judged. When the judgment result is infeasible, the tidal window is adjusted or the ballast water of the target ro-ro vessel is dynamically adjusted, and step S3 is repeated until the safe ro-ro unloading construction requirements are met, the parameter combination that meets the safe unloading conditions is obtained, and the feasibility result is output.

[0007] S5. Map the feasibility results to an Excel spreadsheet, generate and output a simplified calculation sheet.

[0008] Furthermore, step S1 includes the following sub-steps: S101. Obtain the target heavy component parameters, which include the target heavy component's weight parameters, center of gravity height parameters, longitudinal center of gravity position parameters, lateral center of gravity position parameters, and overall dimensions parameters; S102. Obtain the target ro-ro vessel parameters, which include the target ro-ro vessel's length parameters, beam parameters, molded depth parameters, full load displacement and draft parameters, empty load displacement and draft parameters, empty vessel center of gravity position parameters, ballast tank volume parameters, ballast tank center of gravity position parameters, and hydrostatic data table. S103. Obtain on-site working condition parameters, including wharf surface elevation parameters, tide level range parameters, ramp slope limit parameters, axle load, number of axles, wheelbase parameters, roll-on / roll-off speed parameters, and safe operating condition parameters for hydraulic axle vehicles or self-propelled modular flatbed trucks. S104. Based on the target heavy component parameters, target roll-on / roll-off ship parameters, and on-site working condition parameters, the data format of each parameter is unified through dimensionless processing to construct a standardized parameter dataset.

[0009] Furthermore, step S2 includes the following sub-steps: S201. Taking the junction of the target ro-ro ship and the dock as the origin of the coordinate system, construct a one-dimensional spatial reference system along the longitudinal centerline of the target ro-ro ship. Define the combination of the hydraulic axle vehicle or self-propelled modular flatbed truck and the target heavy component as an indeformable moving rigid body, and obtain the total weight, total length, axle load distribution and total center of gravity coordinates of the moving rigid body. S202. Extract the position coordinate features of the moving rigid body on the roll-on / roll-off travel path, and perform state determination on the continuous roll-on / roll-off process. When the coordinate of the front end of the moving rigid body has not yet touched the coordinate of the overlap, it is marked as the first typical working condition; when the coordinate of the front end of the moving rigid body crosses the coordinate of the overlap but the coordinate of the rear end does not cross the coordinate of the overlap, it is marked as the second typical working condition; when the coordinate of the rear end of the moving rigid body crosses the coordinate of the overlap, it is marked as the third typical working condition. S203. For the second typical working condition, based on the position coordinate information of the moving rigid body, the number of effective axles currently located at the overlap and on the roll-on / roll-off ship is counted. Based on the vehicle axle load distribution characteristics, the weight corresponding to the number of effective axles is calculated as the equivalent weight that has been transferred to the hull. The local center of gravity corresponding to this equivalent weight is calculated and used as the dynamic point of application for generating the longitudinal moment of the ship. The weight corresponding to the number of axles left on the dock that have not been loaded onto the ship is borne by the dock foundation and is removed in the ship's floating state calculation.

[0010] Furthermore, step S3 includes the following sub-steps: S301. Based on the typical working conditions obtained in step S2, calculate the total weight, total center of gravity position, and average draft of the target roll-on / roll-off ship under the current working conditions according to the cargo position, vehicle status, and ship status. S302. Based on the average draft, perform interpolation query in the ship's hydrostatic parameters to obtain the buoyancy center position and the ratio of trim to longitudinal moment of the target ro-ro ship under the current working conditions. S303. Calculate the longitudinal moment under the current working condition based on the longitudinal distance between the position of the center of buoyancy and the position of the total center of gravity; S304. The trim value of the target roll-on / roll-off ship is calculated based on the longitudinal moment and the ratio of trim to longitudinal moment. S305. Calculate the current fore and aft draft of the target ro-ro vessel by combining its gross weight, average draft, and trim value; S306. Repeat steps S301-S305 to calculate the fore and aft draft data of the target ro-ro ship under each typical working condition.

[0011] Furthermore, step S4 includes the following sub-steps: S401. Based on the draft data of the target ro-ro vessel under each working condition, calculate the slope of the overlap and the relative position of the overlap with the target ro-ro vessel according to the quay elevation data and the current initial tidal window, and determine whether the safe unloading conditions are met in combination with the pre-set safe ro-ro unloading construction requirements. S402. If the safe roll-off conditions are not met, change the tidal window, or dynamically adjust the ballast water within the ballast water tank volume threshold of the target roll-off ship, and return to step S3 to recalculate the forward and backward draft data of the target roll-off ship under each typical working condition and make a judgment again until the safe roll-off construction requirements are met, obtain the parameter combination that meets the safe roll-off conditions, and output the feasibility results. Furthermore, in step S4, if the safety requirements for roll-on / roll-off (Ro-Ro) operations are still not met after adjusting the extreme tidal window and extreme ballast water, the current target Ro-Ro vessel type is deemed infeasible. The target Ro-Ro vessel or Ro-Ro terminal is then replaced, and step S1 is repeated until the safety requirements for Ro-Ro operations are met, a parameter combination that meets the safety conditions for Ro-Ro is obtained, and a feasibility result is output.

[0012] Furthermore, the simplified calculation sheet includes at least the target tidal window selection range and the corresponding adjustment data tables for each ballast tank.

[0013] This invention also provides a feasibility analysis system for the roll-on / roll-off (Ro-Ro) of heavy cargo in sea transport. The system is based on any of the feasibility analysis methods for the roll-on / roll-off of heavy cargo in sea transport described above. It includes a data acquisition and preprocessing module, which is used to acquire multi-source heterogeneous data of the target heavy cargo, the target Ro-Ro ship and the on-site working conditions through multi-source data acquisition, and to construct a standardized parameter dataset through dimensionless processing. The working condition determination module is used to discretize the on-site working condition process into multiple typical working conditions. The roll-on / roll-off force analysis module is used to construct a longitudinal lever model based on the typical working conditions obtained in step S2 and the standardized parameter dataset, and to calculate the target roll-on / roll-off ship draft data for each working condition. The feasibility assessment module is used to assess the feasibility of roll-on / roll-off (Ro-Ro) operations under each working condition based on the draft data of the target Ro-Ro vessel obtained in step S3, combined with the current tidal window, wharf elevation data, and pre-set safe Ro-Ro construction requirements. If the assessment result is infeasible, the tidal window is adjusted or the ballast water of the target Ro-Ro vessel is dynamically adjusted, and step S3 is repeated until the safe Ro-Ro construction requirements are met, thus obtaining the parameter combination that meets the safe Ro-Ro conditions and outputting the feasibility result.

[0014] The visualization output module is used to map feasibility results to an Excel spreadsheet, generating and outputting a simplified calculation report.

[0015] A computer-readable storage medium for storing a computer program that, when run on a computer, causes the computer to perform any of the above-mentioned feasibility analysis methods for roll-on / roll-off handling of heavy cargo in maritime transport.

[0016] An electronic device includes: a memory for storing a computer program; and a processor for executing the computer program to implement a feasibility analysis method for roll-on / roll-off handling of heavy cargo in maritime transport, as described above.

[0017] Compared with the prior art, the present invention has the following advantages: This invention constructs a one-dimensional spatial reference frame and discretizes the continuous roll-on / roll-off process into three typical working conditions. In particular, it utilizes the axle load distribution characteristics of the hydraulic axle truck / SPMT to achieve cross-sectional load transfer calculations. Combined with a longitudinal lever model for static approximation calculations, it significantly reduces the computational load while ensuring engineering safety margin requirements, shortening the calculation time from weeks to minutes. Simultaneously, this invention significantly lowers the professional threshold by constructing standardized input / output interfaces. Through dimensionless standardization of multi-source heterogeneous parameters, it extracts the complex ship hydrostatics manual into a core parameter set, and the final results directly reflect… The output is a general-purpose one-page Excel calculation sheet, which allows frontline project personnel to quickly complete solution verification and comparison without needing to master complex commercial shipping software (such as NAPA software), requiring only basic technical knowledge. On the other hand, when faced with unsatisfactory working conditions, this invention constructs an iterative mechanism for automatically adjusting the tidal window and ballast water for recalculation. This not only provides accurate feasibility assessments on-site, but also directly outputs a specific operational guidance list to the construction site regarding when the tide should be at its peak and how to allocate ballast water, generating and outputting simplified calculation sheets, which greatly improves the safety and operational efficiency of on-site special logistics operations. Attached Figure Description

[0018] Figure 1 This is a flowchart of a feasibility analysis method for roll-on / roll-off (Ro-Ro) of heavy cargo in marine transport, as proposed in an embodiment of the present invention.

[0019] Figure 2 This is a schematic diagram of the structure of a feasibility analysis system for roll-on / roll-off (Ro-Ro) of heavy cargo in maritime transport, as proposed in an embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of the terminal equipment structure of a feasibility analysis method for roll-on / roll-off of heavy cargo in maritime transport, as proposed in an embodiment of the present invention.

[0021] Figure 4 This is a computer-readable storage medium structure diagram of a feasibility analysis method for roll-on / roll-off shipping of heavy cargo proposed in an embodiment of the present invention.

[0022] In the diagram, 200 is the terminal device, 210 is the memory, 211 is the RAM, 212 is the cache memory, 213 is the ROM, 214 is the program / utility, 215 is the program module, 220 is the processor, 230 is the bus, 240 is the external device, 250 is the I / O interface, 260 is the network adapter, and 300 is the program product. Detailed Implementation

[0023] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings, but the scope of protection of the present invention is not limited to the following description.

[0024] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention; that is, the described embodiments are only a part of the embodiments of the invention, and not all of them. The components of the embodiments of the invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0025] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention. It should be noted that relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0026] Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or machine that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or machine. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or machine that includes said element.

[0027] The features and performance of the present invention will be further described in detail below with reference to embodiments.

[0028] Example 1: like Figure 1 As shown in the figure, this embodiment provides a feasibility analysis method for roll-on / roll-off (Ro-Ro) of heavy cargo in maritime transport, including the following steps: S1. By acquiring multi-source data, obtain multi-source heterogeneous data on target heavy components, target roll-on / roll-off ships and on-site working conditions, and construct a standardized parameter dataset through dimensionless processing; Furthermore, step S1 includes the following sub-steps: S101. Obtain the target heavy component parameters, which include the target heavy component's weight parameters, center of gravity height parameters, longitudinal center of gravity position parameters, lateral center of gravity position parameters, and overall dimensions parameters; S102. Obtain the target ro-ro vessel parameters, which include the target ro-ro vessel's length parameters, beam parameters, molded depth parameters, full load displacement and draft parameters, empty load displacement and draft parameters, empty vessel center of gravity position parameters, ballast tank volume parameters, ballast tank center of gravity position parameters, and hydrostatic data table. S103. Obtain on-site working condition parameters, including wharf surface elevation parameters, tide level range parameters, ramp slope limit parameters, axle load, number of axles, wheelbase parameters, roll-on / roll-off speed parameters, and safe operating condition parameters for hydraulic axle vehicles or self-propelled modular flatbed trucks. S104. Based on the target heavy component parameters, target roll-on / roll-off ship parameters, and on-site working condition parameters, the data format of each parameter is unified through dimensionless processing to construct a standardized parameter dataset.

[0029] Specifically, this step addresses the issue of complex parameters in the early stages of roll-on / roll-off (Ro-Ro) projects involving major components. It extracts core physical parameters from multiple sources, including equipment drawings, ship design manuals, on-site surveys, and hydrological forecasts. Existing technologies often directly use original ship lines drawings or full data tables containing coordinates of multiple spatial surfaces during Ro-Ro calculations. The data formats provided by various parties (such as CAD coordinates, PDF tables, and verbally described elevations) are isolated and heterogeneous, leading to extremely cumbersome and error-prone calculation inputs. This method extracts key features and performs dimensionless processing, eliminating redundant three-dimensional details of the ship structure and constructing a lightweight, standardized parameter dataset with a unified format for subsequent feasibility analysis calculations.

[0030] Specifically, the implementation principle described above is as follows: First, the geometric / mass attributes of the cargo, the static attributes of the ship (refined into a table of 72 core parameters mapped to draft depth), and the environmental constraint attributes of the wharf are extracted in parallel through manual or interface parsing methods. These raw data, from different sources, with different units, and different reference coordinate systems, are uniformly converted and mapped to a pre-defined standardized data matrix for fusion and packaging. Furthermore, it should be noted that the feasibility of heavy-lift roll-on / roll-off shipping is limited by the strong coupling effect of the moving load (cargo + vehicle), the floating carrier (ship), and the boundary environment (tides + wharf). Through standardized cleaning and reconstruction of multi-source data, scattered and complex physical quantities are constructed into a high-fidelity, highly coherent basic data pool, providing complete and standardized data support for subsequent discrete chemical condition analysis and rapid floating state calculation analysis.

[0031] S2. Discretize the on-site working conditions into multiple typical working conditions; Furthermore, step S2 includes the following sub-steps: S201. Taking the junction of the target ro-ro ship and the dock as the origin of the coordinate system, construct a one-dimensional spatial reference system along the longitudinal centerline of the target ro-ro ship. Define the combination of the hydraulic axle vehicle or self-propelled modular flatbed truck and the target heavy component as an indeformable moving rigid body, and obtain the total weight, total length, axle load distribution and total center of gravity coordinates of the moving rigid body. S202. Extract the position coordinate features of the moving rigid body on the roll-on / roll-off travel path, and perform state determination on the continuous roll-on / roll-off process. When the coordinate of the front end of the moving rigid body has not yet touched the coordinate of the overlap, it is marked as the first typical working condition; when the coordinate of the front end of the moving rigid body crosses the coordinate of the overlap but the coordinate of the rear end does not cross the coordinate of the overlap, it is marked as the second typical working condition; when the coordinate of the rear end of the moving rigid body crosses the coordinate of the overlap, it is marked as the third typical working condition. S203. For the second typical working condition, based on the position coordinate information of the moving rigid body, the number of effective axles currently located at the overlap and on the roll-on / roll-off ship is counted. Based on the vehicle axle load distribution characteristics, the weight corresponding to the number of effective axles is calculated as the equivalent weight that has been transferred to the hull. The local center of gravity corresponding to this equivalent weight is calculated and used as the dynamic point of application for generating the longitudinal moment of the ship. The weight corresponding to the number of axles left on the dock that have not been loaded onto the ship is borne by the dock foundation and is removed in the ship's floating state calculation.

[0032] Specifically, this step addresses the high complexity of dynamic force calculations during continuous roll-on / roll-off (Ro-Ro) transport by transforming the complex three-dimensional temporal coupling process into a few high-risk static typical working conditions. Existing technologies for such coupling analyses often rely on finite element software for continuous nonlinear time-history integration calculations, which not only demands high hardware computing power but also struggles to accurately simulate the dynamic contact between heavy components and the dock at the joint. This method, through one-dimensional coordinate mapping and typical working condition extraction, and based on the axle load distribution characteristics of self-propelled modular flatbed trailers (SPMTs) or hydraulic axle vehicles, replaces the complex structural elastic deformation and contact force analysis with proportional allocation, saving computational resources for subsequent static calculations.

[0033] Specifically, the implementation principle described above is as follows: First, a one-dimensional coordinate axis X is established using the stern ramp's overlapping hinge point. The complex combination of heavy components and SPMT or hydraulic axle vehicles is simplified and abstracted into a "moving rigid body" with total weight, total length, and uniformly distributed load characteristics. As this rigid body translates along the X-axis, the system captures three critical moments: before boarding the ramp, during ramp crossing, and fully boarding the ship. At the most complex crossing moment (the second typical working condition), the system determines the number of effective axles on the ship's end side using coordinates. It directly utilizes the load-sharing characteristics of the SPMT hydraulic suspension to apply "effective axle count × single axle load" as the equivalent weight directly to the ship model. Furthermore, it should be noted that the greatest challenge in cross-boundary roll-on / roll-off transport of heavy components lies in the dynamic transfer of moving loads between the flexible hull and the rigid wharf. By discretizing the continuous spatiotemporal trajectory into typical working conditions and utilizing the inherent physical uniform distribution characteristics of vehicles for load mathematical decoupling, the complex fluid-structure interaction dynamic evolution is reduced to several clear and independent static mechanical boundary value problems.

[0034] S3. Based on the typical working conditions obtained in step S2, construct a longitudinal lever model according to the standardized parameter dataset, and calculate the target roll-on / roll-off ship draft data for each working condition. Furthermore, step S3 includes the following sub-steps: S301. Based on the typical working conditions obtained in step S2, calculate the total weight, total center of gravity position, and average draft of the target roll-on / roll-off ship under the current working conditions according to the cargo position, vehicle status, and ship status. S302. Based on the average draft, perform interpolation query in the ship's hydrostatic parameters to obtain the buoyancy center position and the ratio of trim to longitudinal moment of the target ro-ro ship under the current working conditions. S303. Calculate the longitudinal moment under the current working condition based on the longitudinal distance between the position of the center of buoyancy and the position of the total center of gravity; S304. The trim value of the target roll-on / roll-off ship is calculated based on the longitudinal moment and the ratio of trim to longitudinal moment. S305. Calculate the current fore and aft draft of the target ro-ro vessel by combining its gross weight, average draft, and trim value; S306. Repeat steps S301-S305 to calculate the fore and aft draft data of the target ro-ro ship under each typical working condition.

[0035] Specifically, this step constructs a one-dimensional longitudinal lever static model based on moment balance. Existing technologies, when calculating the draft attitude of unevenly loaded ships, must utilize a complete three-dimensional hull line database to calculate real-time displacement volume and center of buoyancy trajectory, which is time-consuming and cannot be separated from specialized ship design software. This method, based on the small inclination approximation theory of ship hydrodynamics, ignores secondary factors such as the nonlinear shift of the center of gravity of ballast tanks under slight trim, and achieves accurate and convenient floating state analysis through a technical route of weight-average draft-lookup buoyancy center-lever arm difference-trimming angle.

[0036] Specifically, the implementation principle described above is as follows: First, the "hull weight + ballast water weight + current operating condition equivalent weight" output from step S2, along with the corresponding center of gravity positions of these three components, are weighted and synthesized in a one-dimensional reference frame to obtain the current total system weight and center of gravity. Substituting the total weight into a standardized hydrostatic data table, linear interpolation is used to calculate the current average draft and its corresponding theoretical center of buoyancy. Then, the lever arm deviation between the center of gravity and the theoretical center of buoyancy is calculated to determine the longitudinal moment that causes the ship to tilt longitudinally. Finally, this moment is divided by the ratio of trim to longitudinal moment obtained from a lookup table to obtain the trim value, which is then distributed to the bow and stern through geometric relationships. Furthermore, it should be noted that large roll-on / roll-off ships exhibit an approximately linear torque response characteristic in the longitudinal transfer of their underwater volume under slight trim. By constructing an equivalent physical model of the longitudinal lever, complex three-dimensional calculus calculations are avoided, and the nonlinear surface characteristics reflecting the ship's anti-capsulation capability are transformed into one-dimensional algebraic matrix operations, further improving computational efficiency while ensuring the accuracy of engineering safety calculations.

[0037] S4. Based on the draft data of the target ro-ro vessel obtained in step S3, combined with the current tidal window, wharf elevation data and pre-set safe ro-ro unloading construction requirements, the feasibility of ro-ro unloading under each working condition is judged. When the judgment result is infeasible, the tidal window is adjusted or the ballast water of the target ro-ro vessel is dynamically adjusted, and step S3 is repeated until the safe ro-ro unloading construction requirements are met, the parameter combination that meets the safe unloading conditions is obtained, and the feasibility result is output.

[0038] Furthermore, step S4 includes the following sub-steps: S401. Based on the draft data of the target ro-ro vessel under each working condition, calculate the slope of the overlap and the relative position of the overlap with the target ro-ro vessel according to the quay elevation data and the current initial tidal window, and determine whether the safe unloading conditions are met in combination with the pre-set safe ro-ro unloading construction requirements. S402. If the safe roll-off conditions are not met, change the tidal window, or dynamically adjust the ballast water within the ballast water tank volume threshold of the target roll-off ship, and return to step S3 to recalculate the forward and backward draft data of the target roll-off ship under each typical working condition and make a judgment again until the safe roll-off construction requirements are met, obtain the parameter combination that meets the safe roll-off conditions, and output the feasibility results.

[0039] Furthermore, if the safety requirements for roll-on / roll-off (Ro-Ro) operations are still not met after adjusting the extreme tidal window and extreme ballast water, the current target Ro-Ro vessel type is deemed infeasible. The target Ro-Ro vessel or Ro-Ro terminal is then replaced, and step S1 is repeated until the safety requirements for Ro-Ro operations are met, resulting in a parameter combination that satisfies the safety conditions for Ro-Ro, and a feasibility result is output.

[0040] Specifically, this step addresses the shortcomings of lacking rapid emergency plans and automated scheduling mechanisms in on-site operations by constructing a closed-loop iterative judgment mechanism based on safety constraints. Existing technologies often only provide single-step positive calculation results, i.e., after inputting conditions, a judgment result of whether the conditions are met or not is obtained. Once an exceedance occurs, it is necessary to manually re-estimate the tide time or ballast water volume based on experience and remodel, which is time-consuming, labor-intensive, and difficult to find the optimal solution. This method, on the other hand, constructs a closed-loop iterative judgment mechanism based on safety constraints by establishing a closed-loop collaborative control logic between the tidal time window and the ballast water volume.

[0041] Specifically, the implementation principle described above is as follows: First, the stern draft calculated in step S3 is superimposed with the current tidal height to obtain the absolute elevation of the actual gangway overlap. This elevation is then subtracted from the fixed wharf elevation to calculate the drop, and trigonometric geometry is used to calculate the gangway overlap slope. This slope is compared with the preset maximum safe ramp climb limit of SPMT. If the slope exceeds the limit, the algorithm prioritizes sliding the current operation time along the time axis with a certain step size, i.e., changing the tidal window. If the tidal adjustment reaches the physical limit, such as during high / low tide, it still cannot be satisfied, then the ship's ballast tank volume boundary conditions are invoked. The weight distribution of the ballast tanks is dynamically adjusted to compensate for the ship's trim by changing the ballast tank weight distribution. The updated parameters are then automatically re-entered into step S3 for verification. Furthermore, it should be noted that the core of safety in maritime engineering lies in finding a nonlinear equilibrium solution between natural weather constraints and man-made system constraints. By constructing an automated iterative optimization network, a feasibility analysis mechanism with self-learning adjustment and feasibility judgment capabilities is provided to the on-site construction team, replacing the existing technical solutions that rely on multiple trial and error attempts by experts. This mechanism combines hydrological forecasting, ship loading, and construction operation standards.

[0042] S5. Map the feasibility results to an Excel spreadsheet, generate and output a simplified calculation sheet.

[0043] Furthermore, the simplified calculation sheet includes at least the target tidal window selection range and the corresponding adjustment data tables for each ballast tank.

[0044] Specifically, this step addresses the shortcomings of traditional ship mechanics software reports, which are often obscure and difficult to understand for non-professionals, by constructing a visualization mapping interface for the construction frontline. Existing technologies typically output highly specialized mechanical cloud diagrams, including numerous shear force diagrams, bending moment diagrams, and 3D mesh force diagrams. Construction site workers cannot directly convert these diagrams into specific operational instructions in a short time, such as specifying the time to start the trolley or the operating time of a particular ballast pump. Specialized software is required for post-processing of the output results before technical briefings and reviews can be conducted. This method filters and extracts the calculation results, retaining only the core operational indicators and automatically formatting the output, making the analysis results more concise and convenient for practical implementation on-site.

[0045] Specifically, the implementation principle described above is as follows: First, the parameter combinations that meet the safe roll-off conditions in step S4 are extracted, and the entry and exit tidal ranges and the tonnage that each specific numbered ballast tank should load at this time are analyzed. Then, through a pre-configured API interface (such as the POI component), these plain text and numerical arrays are mapped to specific cells in a preset standardized Excel template. Furthermore, it should be noted that through automated mapping and visual format conversion, the complex representations of underlying hydrodynamics and rigid body dynamics are stripped away, transforming the complex numerical data into a familiar and highly relevant standard table format for on-site construction personnel, effectively improving the convenience and practicality of actual engineering applications. Example 2 like Figure 2 As shown, as a preferred embodiment of the above embodiments, a feasibility analysis system for roll-on / roll-off (Ro-Ro) of heavy cargo is provided. This system is implemented based on any of the feasibility analysis methods for Ro-Ro of heavy cargo described above, and includes: The data acquisition and preprocessing module is used to acquire multi-source heterogeneous data on target heavy components, target roll-on / roll-off ships and on-site working conditions through multi-source data acquisition, and to construct a standardized parameter dataset through dimensionless processing; The working condition determination module is used to discretize the on-site working condition process into multiple typical working conditions. The roll-on / roll-off force analysis module is used to construct a longitudinal lever model based on the typical working conditions obtained in step S2 and the standardized parameter dataset, and to calculate the target roll-on / roll-off ship draft data for each working condition. The feasibility assessment module is used to assess the feasibility of roll-on / roll-off (Ro-Ro) operations under each working condition based on the draft data of the target Ro-Ro vessel obtained in step S3, combined with the current tidal window, wharf elevation data, and pre-set safe Ro-Ro construction requirements. If the assessment result is infeasible, the tidal window is adjusted or the ballast water of the target Ro-Ro vessel is dynamically adjusted, and step S3 is repeated until the safe Ro-Ro construction requirements are met, thus obtaining the parameter combination that meets the safe Ro-Ro conditions and outputting the feasibility result.

[0046] The visualization output module is used to map feasibility results to an Excel spreadsheet, generating and outputting a simplified calculation report.

[0047] Specifically, the implementation principle of the above embodiments is as follows: First, the data acquisition and preprocessing module obtains multi-source heterogeneous data of the target ro-ro system (including design parameters of the target heavy components, original hydrostatic data of the target ro-ro ship, and hydrological constraints and environmental data of the target wharf) by calling the multi-source data parsing interface. To ensure the consistency and high confidence of the underlying input data in subsequent mechanical calculations, this module uses a dimensionless processing engine to remove redundant three-dimensional structural features of the ship, cleans, transforms, and constructs the multi-source heterogeneous data into a standardized parameter dataset with a unified format, and transmits it to the working condition determination module. Then, after receiving the standardized parameter dataset, the working condition determination module defines the combination of the self-propelled modular flatbed truck and the target heavy component as an indeformable moving rigid body based on the built-in one-dimensional space reference system construction engine. It extracts the position coordinate features of the rigid body on the roll-on / roll-off travel path, and performs state snapshots of the originally complex and continuous dynamic fluid-structure interaction process. The process is discretized into the first typical working condition, the second typical working condition, and the third typical working condition. The position variable state and load transfer features under each discrete working condition (especially the equivalent weight cross-boundary distribution features under the second working condition) are transmitted to the roll-on / roll-off force analysis module. Next, the roll-on / roll-off force analysis module extracts the discrete data of each typical working condition output by the working condition judgment module, uses its built-in static solver to construct a longitudinal lever equivalent physical model that reflects the essence of the ship's forces, and combines the cargo position, vehicle status and ship center of gravity information under the current working condition. By performing hydrostatic interpolation query in the standardized parameter dataset, the ratio of the buoyancy center position to the trim moment is obtained. The longitudinal moment, trim value and real-time draft data of the target roll-on / roll-off ship under each working condition are dynamically derived and calculated, and then sent to the feasibility judgment module. Subsequently, the feasibility assessment module, based on the received draft data of the target ro-ro vessel, synchronously loads real-time tidal window data, wharf elevation data, and safe construction threshold conditions, performs boundary position determination, dynamically calculates the ramp slope, and evaluates the feasibility of the current ro-ro unloading. If determined to be infeasible, the module uses an internal heuristic search and adjustment mechanism to automatically slide the time axis to adjust the tidal window and redistribute the ballast water within the physical threshold. Then, it triggers the ro-ro force analysis module to perform closed-loop recalculation until a set of parameter combinations that meet the requirements for safe ro-ro unloading construction is found and a feasibility result is output. Finally, the visualization output module receives the final feasibility results through its built-in data mapping and layout engine, intelligently parses out the core indicators for on-site guidance (including the best departure time, target tide height, and water injection tonnage for each numbered ballast tank), calls local or cloud-based Office interface components, and uses visualization table rendering technology to intuitively generate and output a standardized Excel simplified calculation sheet to the construction team.

[0048] Example 3

[0049] Based on Examples 1 and 2, there is a practical application scenario where a 1000-ton petrochemical tank module is rolled over by a roll-on / roll-off (Ro-Ro) vessel at a certain seaport. This scenario adopts a feasibility analysis method and system for heavy cargo maritime Ro-Ro unloading based on the above examples. Specifically, the feasibility analysis method for heavy cargo maritime Ro-Ro unloading includes the following steps: In step S1, the system first performs multi-source data acquisition and preprocessing through the data acquisition and preprocessing module.

[0050] Specifically, in S101-S103, the three-dimensional coordinates of the shape and center of gravity of the 1000-ton petrochemical tank module are collected; the wheelbase (e.g., 1.4 meters), number of axles (e.g., 24 axles), and single bearing load limit of the SPMT are collected; various static and volumetric parameters of the target vessel, as well as the historical tidal curves and elevation data of the wharf are collected. The basic parameter collection includes: (1) Cargo parameters: total weight G of petrochemical tank module and vehicle, cargo center of gravity position ; (2) Ship parameters: Length , ship width , type depth Unloaded displacement Draft when unloaded Full load displacement Fully loaded with water , empty ship weight The center of gravity of an empty ship Volume of each ballast water tank The center of gravity of each ballast water tank Water volume in each ballast tank ; (3) Operational parameters: Wharf elevation tidal range .

[0051] (4) Hydrostatic parameters: The original hydrostatic calculation sheet of more than 2,000 data points was simplified to 60 data points (12 rows x 5 columns). The 5 columns include: displacement, average draft, center of buoyancy midships, trim moment per centimeter, load per centimeter of draft, and center of buoyancy midships; the 12 rows divide the range of unloaded draft and full-load draft into 12 equal parts. The ship's unloaded draft is 1.6 meters and its full-load draft is 4 meters, as shown in Table 1: Table 1 Hydrostatic parameters

[0052] In S101-S103, collect the three-dimensional coordinates of the shape and center of gravity of the 1000-ton petrochemical tank module; collect the wheelbase (e.g., 1.4 meters), number of shafts (e.g., 24 shafts) and single bearing load limit of the SPMT; collect various static and volume parameters of the target vessel, as well as the historical tidal curves and elevation data of the wharf.

[0053] Specifically, in step S104, these multi-source heterogeneous data (such as the center of gravity coordinates exported from CAD drawings and the tabular data extracted from scanned ship manuals) are processed to be dimensionless. For example, complex hull line coordinates are removed, and the hydrostatic data table containing tens of thousands of curve features is refined and discretized into 72 core mapping data tables with draft as the independent variable, forming a standardized parameter dataset with a unified structure, thereby eliminating calculation errors caused by differences in data format.

[0054] In step S2, the dynamic unloading process, which originally changed continuously over time, is discretized based on the working condition determination module.

[0055] According to step S201, a one-dimensional X-axis coordinate system is established along the ship's length, with the hinge line connecting the ship's stern ramp to the dock as the zero point. The petrochemical tank module and the 24-axis SPMT combine to form a "moving rigid body".

[0056] Based on step S202, the system extracts three highly representative high-risk working conditions: The first typical working condition (cargo at the dock): At this time, the coordinate of the foremost part of the moving rigid body on the X-axis is less than 0, which is used to check the initial ramp slope before unloaded loading onto the barge.

[0057] The second typical working condition (cargo loading): the most critical extreme stress condition. The moving rigid body crosses the lap joint hinge line.

[0058] The third typical working condition (cargo fully loaded onto the ship): the coordinates of the last end are greater than 0, which is used to check the ship's draft and stability after final lashing.

[0059] The physical simplification logic of step S203 is particularly emphasized here: In the second typical working condition, in order to calculate the downward longitudinal moment generated by this rigid body on the hull, this invention cleverly utilizes the unique "load-sharing characteristic of the hydraulic suspension connecting pipe" of SPMT, that is, each axle group can automatically maintain equal force on a single axle on uneven road surfaces. The system calculates the "effective number of axles" that have passed the hinge line and entered the gangway / deck based on the coordinates, for example, 10 axles on the ship and 14 axles on the dock. At this time, "10 axles × average weight per axle" is directly taken as the equivalent weight, and the geometric center of these 10 axles is taken as the local center of gravity. This part of the weight will serve as the dynamic point of application for generating the longitudinal moment of the ship, while the weight of the 14 axles remaining on the dock is supported by the dock, completely decoupled from the hull force model.

[0060] In step S3, the roll-on force analysis module is used to perform roll-on force analysis for each typical working condition after discretization to obtain draft data.

[0061] The total weight of the ship body plus the "equivalent weight" and the position of the center of gravity under this working condition are obtained through S301.

[0062] In S302-S303, the total displacement is calculated using the total weight, and the calculation formula is as follows: ; in, This indicates the total drainage volume. This indicates the total weight of the petrochemical tank module and the vehicle; the average draft DR is queried from the hydrostatic parameters based on the total displacement. If there is no accurate correspondence, interpolation is used to determine it; the corresponding average draft is found in the standard hydrostatic data table processed by S1 to obtain the position of the center of buoyancy at this time; the longitudinal moment that forces the ship to trim is calculated through the difference in longitudinal lever arm between the center of gravity and the center of buoyancy. In S304, the "moment of trim per centimeter (MTC)" parameter obtained by looking up the table is combined with the calculated longitudinal moment to obtain the overall trim value of the ship caused by ballast imbalance or cargo eccentricity.

[0063] Finally, in S305, the mean draft and trim value are geometrically converted, which makes it extremely simple and accurate to obtain the ship's current bow and stern draft.

[0064] Specifically, the calculation formulas used in the above calculation process can be expressed as follows: (1) Overall center of gravity of the ship: ; (2) Tilting moment = Total weight of the ship × Distance between the ship's center of gravity and the center of buoyancy (LCB); (3) The pitching TR is equal to the pitching moment divided by the pitching moment per centimeter MCT: ; (4) Draft at the bow: ; (5) Draft at the stern: ; In step S4, the feasibility assessment module initiates closed-loop automated judgment and adjustment.

[0065] In step S401, the actual stern deck elevation is obtained by comparing the ship's fore and aft drafts. This elevation is then subtracted from the tidal data and the wharf elevation to determine the actual ramp overlap slope. It is then determined whether this slope exceeds the maximum climbing capacity of the SPMT (e.g., longitudinal slope not exceeding 8%) and whether the draft has reached the bottom.

[0066] If step S402 determines that the requirements are not met, the system, without relying on manual intervention, first slides the time axis within the given tide level range to change the "current tide window." If this still fails, it calls the ballast tank volume parameters to automatically calculate the gravity and torque compensation for injecting / draining water into the bow or stern ballast tanks, and then returns to step S3 to recalculate the draft. This automated closed-loop iteration continues until a suitable departure time and ballast distribution are found.

[0067] If the slope requirement cannot be met even at extreme high / low tide levels and when all ballast water has been used up, a fatal warning will be issued, requiring the replacement with a larger vessel or the search for a dock with a more suitable elevation.

[0068] Specifically, the calculation formulas used in the above calculation process can be expressed as follows: Dock level height Dock elevation - tide height: ; Stern freeboard (usually when the stern is near the shore), depth - stern draft: ; determination: Roll-on / roll-off is feasible.

[0069] Roll-on / roll-off is not feasible; alternatively, the parameters should be optimized and recalculated.

[0070] In step S5, the visualization output module automatically extracts the feasible solutions (including entry time, target tide height, and the tonnage of water required for each ballast tank) selected in S4 above, and writes them into a formatted Excel template through the component interface, generating a one-page simplified calculation sheet, as shown in Table 2. The on-site project manager does not need to have a marine professional background; they can directly print this Excel report to conduct safety briefings for dockworkers and the chief mate.

[0071] Table 2 Simplified Calculation Sheet for a 1000-ton Petrochemical Tank Module

[0072]

[0073] Example 4

[0074] like Figure 3 As shown in the figure, this embodiment proposes a terminal device for a feasibility analysis method of roll-on / roll-off (Ro-Ro) loading and unloading of heavy cargo in ocean shipping. The terminal device includes at least one memory, at least one processor, and a bus connecting different platform systems.

[0075] The memory may include readable media in the form of volatile memory, such as RAM 211 and / or cache memory, and may further include ROM 213.

[0076] The memory also stores a computer program that can be executed by a processor, causing the processor to perform any of the above-described feasibility analysis methods for roll-on / roll-off (Ro-Ro) of heavy cargo in the embodiments of this application. The specific implementation and technical effects achieved are consistent with those described in the embodiments of the above methods, and some details will not be repeated here. The memory may also include a program / utility having a set (at least one) of program modules, including but not limited to: an operating system, one or more application programs, other program modules, and program data. Each or some combination of these examples may include an implementation of a network environment.

[0077] Accordingly, the processor can execute the aforementioned computer programs, as well as executable programs / utilities.

[0078] A bus can represent one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, a processor, or a local bus that uses any of the various bus structures.

[0079] The terminal device can also communicate with one or more external devices, such as keyboards, pointing devices, Bluetooth devices, etc., and with one or more devices capable of interacting with the terminal device, and / or with any device that enables the terminal device to communicate with one or more other computing devices (e.g., routers, modems, etc.). This communication can be performed through I / O interfaces. Furthermore, the terminal device can communicate with one or more networks (e.g., local area networks (LANs), wide area networks (WANs), and / or public networks, such as the Internet) via a network adapter. The network adapter can communicate with other modules of the terminal device via a bus. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with the terminal device, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage platforms.

[0080] Example 5

[0081] like Figure 4 As shown in Example 1, this example proposes a computer-readable storage medium for a feasibility analysis method of roll-on / roll-off (Ro-Ro) handling for heavy cargo in maritime transport. The computer-readable storage medium stores instructions that, when executed by a processor, implement any of the aforementioned feasibility analysis methods for Ro-Ro handling of heavy cargo in maritime transport. The specific implementation method and the achieved technical effects are consistent with those described in the examples above, and some details will not be repeated.

[0082] This embodiment provides a program product for implementing the above-described method, which may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may run on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto. In this embodiment, the readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device. The program product may employ any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0083] Computer-readable storage media may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable storage medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code contained on the readable storage medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof. Program code for performing operations of the present invention may be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, etc., and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on a user computing device, partially on a user device, as a standalone software package, partially on a user computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing devices can be connected to user computing devices via any type of network, including local area networks (LANs) or wide area networks (WANs), or they can be connected to external computing devices (e.g., via the Internet through an Internet service provider).

[0084] This invention is described from the perspectives of its intended use, effectiveness, progress, and novelty. Its practical and progressive features meet the functional enhancement and use requirements emphasized by the Patent Law. The above description and drawings are merely preferred embodiments of this application and are not intended to limit this application. Therefore, all structures, devices, features, etc., that are similar to or identical to those of this application, i.e., all equivalent substitutions or modifications made in accordance with the scope of this patent application, shall fall within the scope of protection of this patent application.

[0085] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A feasibility analysis method for roll-on / roll-off (Ro-Ro) shipping of heavy cargo, characterized in that, Includes the following steps: S1. By acquiring multi-source data, obtain multi-source heterogeneous data on target heavy components, target roll-on / roll-off ships and on-site working conditions, and construct a standardized parameter dataset through dimensionless processing; S2. Discretize the on-site working conditions into multiple typical working conditions; S3. Based on the typical working conditions obtained in step S2, construct a longitudinal lever model according to the standardized parameter dataset, and calculate the target roll-on / roll-off ship draft data for each working condition. S4. Based on the draft data of the target ro-ro vessel obtained in step S3, combined with the current tidal window, wharf elevation data and pre-set safe ro-ro unloading construction requirements, the feasibility of ro-ro unloading under each working condition is judged. When the judgment result is infeasible, the tidal window is adjusted or the ballast water of the target ro-ro vessel is dynamically adjusted, and step S3 is repeated until the safe ro-ro unloading construction requirements are met, the parameter combination that meets the safe unloading conditions is obtained, and the feasibility result is output. S5. Map the feasibility results to an Excel spreadsheet, generate and output a simplified calculation sheet.

2. The feasibility analysis method for roll-on / roll-off (Ro-Ro) of heavy cargo in maritime transport according to claim 1, characterized in that, Step S1 includes the following sub-steps: S101. Obtain the target heavy component parameters, which include the target heavy component's weight parameters, center of gravity height parameters, longitudinal center of gravity position parameters, lateral center of gravity position parameters, and overall dimensions parameters; S102. Obtain the target ro-ro vessel parameters, which include the target ro-ro vessel's length parameters, beam parameters, molded depth parameters, full load displacement and draft parameters, empty load displacement and draft parameters, empty vessel center of gravity position parameters, ballast tank volume parameters, ballast tank center of gravity position parameters, and hydrostatic data table. S103. Obtain on-site working condition parameters, including wharf surface elevation parameters, tide level range parameters, ramp slope limit parameters, axle load, number of axles, wheelbase parameters, roll-on / roll-off speed parameters, and safe operating condition parameters for hydraulic axle vehicles or self-propelled modular flatbed trucks. S104. Based on the target heavy component parameters, target roll-on / roll-off ship parameters, and on-site working condition parameters, the data format of each parameter is unified through dimensionless processing to construct a standardized parameter dataset.

3. The feasibility analysis method for roll-on / roll-off (Ro-Ro) of heavy cargo in maritime transport according to claim 1, characterized in that, Step S2 includes the following sub-steps: S201. Taking the junction of the target ro-ro ship and the dock as the origin of the coordinate system, construct a one-dimensional spatial reference system along the longitudinal centerline of the target ro-ro ship. Define the combination of the hydraulic axle vehicle or self-propelled modular flatbed truck and the target heavy component as an indeformable moving rigid body, and obtain the total weight, total length, axle load distribution and total center of gravity coordinates of the moving rigid body. S202. Extract the position coordinate features of the moving rigid body on the roll-on / roll-off travel path, and perform state determination on the continuous roll-on / roll-off process. When the coordinate of the front end of the moving rigid body has not yet touched the coordinate of the overlap, it is marked as the first typical working condition; when the coordinate of the front end of the moving rigid body crosses the coordinate of the overlap but the coordinate of the rear end does not cross the coordinate of the overlap, it is marked as the second typical working condition; when the coordinate of the rear end of the moving rigid body crosses the coordinate of the overlap, it is marked as the third typical working condition. S203. For the second typical working condition, based on the position coordinate information of the moving rigid body, the number of effective axles currently located at the overlap and on the roll-on / roll-off ship is counted. Based on the vehicle axle load distribution characteristics, the weight corresponding to the number of effective axles is calculated as the equivalent weight that has been transferred to the hull. The local center of gravity corresponding to this equivalent weight is calculated and used as the dynamic point of action for generating the longitudinal moment of the ship. The weight corresponding to the number of axles left on the dock that have not been loaded onto the ship is borne by the dock foundation and is removed in the ship's floating state calculation.

4. The feasibility analysis method for roll-on / roll-off (Ro-Ro) of heavy cargo in maritime transport according to claim 1, characterized in that, Step S3 includes the following sub-steps: S301. Based on the typical working conditions obtained in step S2, calculate the total weight, total center of gravity position, and average draft of the target roll-on / roll-off ship under the current working conditions according to the cargo position, vehicle status, and ship status. S302. Based on the average draft, perform interpolation query in the ship's hydrostatic parameters to obtain the buoyancy center position and the ratio of trim to longitudinal moment of the target ro-ro ship under the current working conditions. S303. Calculate the longitudinal moment under the current working condition based on the longitudinal distance between the position of the center of buoyancy and the position of the total center of gravity; S304. The trim value of the target roll-on / roll-off ship is calculated based on the longitudinal moment and the ratio of trim to longitudinal moment. S305. Calculate the current fore and aft draft of the target ro-ro vessel by combining its gross weight, average draft, and trim value; S306. Repeat steps S301-S305 to calculate the fore and aft draft data of the target ro-ro ship under each typical working condition.

5. The feasibility analysis method for roll-on / roll-off (Ro-Ro) of heavy cargo in maritime transport according to claim 1, characterized in that, Step S4 includes the following sub-steps: S401. Based on the draft data of the target ro-ro vessel under each working condition, calculate the slope of the overlap and the relative position of the overlap with the target ro-ro vessel according to the quay elevation data and the current initial tidal window, and determine whether the safe unloading conditions are met in combination with the pre-set safe ro-ro unloading construction requirements. S402. If the safe roll-off conditions are not met, change the tidal window, or dynamically adjust the ballast water within the ballast water tank volume threshold of the target roll-off ship, and return to step S3 to recalculate the forward and backward draft data of the target roll-off ship under each typical working condition and make a judgment again until the safe roll-off construction requirements are met, obtain the parameter combination that meets the safe roll-off conditions, and output the feasibility results.

6. The feasibility analysis method for roll-on / roll-off (Ro-Ro) of heavy cargo in maritime transport according to claim 5, characterized in that, In step S4, if the safety requirements for roll-on / roll-off (Ro-Ro) operations are still not met after adjusting the extreme tidal window and extreme ballast water, the current target Ro-Ro vessel type is deemed infeasible. The target Ro-Ro vessel or Ro-Ro terminal is then replaced, and step S1 is repeated until the safety requirements for Ro-Ro operations are met, a parameter combination that meets the safety conditions for Ro-Ro is obtained, and a feasibility result is output.

7. The feasibility analysis method for roll-on / roll-off (Ro-Ro) of heavy cargo in maritime transport according to claim 1, characterized in that, The simplified calculation sheet should include at least the target tidal window selection range and the corresponding adjustment data tables for each ballast tank.

8. A feasibility analysis system for roll-on / roll-off (Ro-Ro) shipping of heavy cargo, the system being implemented based on the feasibility analysis method for roll-on / roll-off shipping of heavy cargo as described in any one of claims 1-7, characterized in that, include: The data acquisition and preprocessing module is used to acquire multi-source heterogeneous data on target heavy components, target roll-on / roll-off ships and on-site working conditions through multi-source data acquisition, and to construct a standardized parameter dataset through dimensionless processing; The working condition determination module is used to discretize the on-site working condition process into multiple typical working conditions. The roll-on / roll-off force analysis module is used to construct a longitudinal lever model based on the typical working conditions obtained in step S2 and the standardized parameter dataset, and to calculate the target roll-on / roll-off ship draft data for each working condition. The feasibility assessment module is used to assess the feasibility of roll-on / roll-off (Ro-Ro) operations under each working condition based on the draft data of the target Ro-Ro vessel obtained in step S3, combined with the current tidal window, wharf elevation data, and pre-set safe Ro-Ro construction requirements. If the assessment result is infeasible, the tidal window is adjusted or the ballast water of the target Ro-Ro vessel is dynamically adjusted, and step S3 is repeated until the safe Ro-Ro construction requirements are met, obtaining the parameter combination that meets the safe Ro-Ro conditions, and outputting the feasibility result. The visualization output module is used to map feasibility results to an Excel spreadsheet, generating and outputting a simplified calculation report.

Images