Intelligent anti-collision damping device and intelligent anti-collision damping method thereof

Abstract

The application discloses an intelligent anti-collision and vibration reduction device, which comprises a front supporting plate, a rear supporting plate, shock-resistant soft steel, a damper, a controller and a plurality of pressure sensors, the front supporting plate is arranged opposite to the rear supporting plate, the shock-resistant soft steel is located between the front supporting plate and the rear supporting plate, the damper comprises a cylinder body, a piston, a piston rod, a proportional electromagnetic valve and a signal line, the cylinder body is hinged to the rear supporting plate, the piston is slidingly installed on the inner wall of the cylinder body, the cylinder body is filled with damping medium, one end of the piston rod is fixedly connected with the piston, the other end of the piston rod is hinged to the front supporting plate, the proportional electromagnetic valve is installed on the piston, the plurality of pressure sensors are installed on the rear supporting plate, so as to obtain the impact force of the ship impacting the front supporting plate and transmit the impact force to the controller, so that the opening size of the valve hole of the proportional electromagnetic valve is controlled by the controller, and then the damping force of the damper is adjusted. The damping force can be adjusted to adjust the buffer force, excessive deformation is avoided, and the impact on the basic structure is reduced.

Description

Technical Field

[0001] This invention belongs to the field of vibration reduction devices, and more specifically, relates to an intelligent anti-collision vibration reduction device and its intelligent anti-collision vibration reduction method. Background Technology

[0002] With the rapid development of the global shipping industry and the continuous densification of inland waterway and cross-sea transportation networks, the trend towards larger and heavier-load vessels is becoming increasingly significant. When a ship berths at a dock or accidentally collides with a bridge pier in a waterway, it often releases enormous kinetic energy. This instantaneous high-energy impact not only causes serious damage to the ship's own structure and can easily trigger disasters such as oil spills or toxic chemical leaks, but also damages irreplaceable infrastructure such as dock walls and bridge piers. Therefore, anti-collision and vibration damping devices are installed on the water-facing surfaces of bridge piers and docks.

[0003] However, looking at the existing anti-collision and vibration reduction technologies in the fields of mechanical and civil engineering, they mainly rely on pure rubber fenders, single steel structure deformation energy absorption devices, or traditional passive hydraulic dampers. When faced with complex and ever-changing actual impact conditions, these existing technologies reveal the following defects and shortcomings: Most existing collision avoidance devices rely on a single energy dissipation method. For example, traditional rubber fenders absorb energy solely through the elastic deformation of polymer materials. When subjected to high-speed impacts from large ships, the rubber material easily reaches its compressibility limit and undergoes nonlinear hardening. Once compacted, the remaining enormous impact force is rigidly transferred to the bridge piers or docks behind, causing damage to the foundation structure. While relying solely on the yield deformation of steel structures (such as ordinary steel anti-collision enclosures) can absorb a significant amount of energy, it can also cause irreversible plastic damage in small to medium-sized collisions. This not only fails to provide flexible cushioning but also results in extremely high costs for subsequent repairs and replacements.

[0004] Furthermore, existing anti-collision devices employing hydraulic damping technology, such as viscous fluid dampers, typically have their internal throttling orifice (damping orifice) diameter fixed at the factory, classifying them as passive dampers. This fixed-parameter design presents a mechanical paradox: if the damping orifice is designed to be small, while it can withstand the low-speed impact of large-tonnage ships, it will experience a strong hydraulic lock-up effect when facing high-speed impacts from small-tonnage ships, causing the damper to instantly become like a rigid body, directly destroying the bow of the small ship; conversely, if the damping orifice is designed to be large, the damping force will be extremely weak when facing heavy-load impacts from large ships, causing the piston to bottom out instantly (bottoming out phenomenon), failing to effectively dissipate the enormous kinetic energy. Existing technology cannot dynamically adjust its damping stiffness according to real-time changes in impact force. Summary of the Invention

[0005] In view of the above-mentioned defects or improvement needs of the existing technology, the present invention provides an intelligent anti-collision and vibration reduction device and its intelligent anti-collision and vibration reduction method, which can adjust the damping force to adjust the buffer force, avoid excessive deformation, and reduce the impact on the protected foundation structure.

[0006] To achieve the above objectives, according to one aspect of the present invention, an intelligent anti-collision and vibration damping device is provided, characterized in that it includes a front support plate, a rear support plate, anti-vibration soft steel, multiple dampers, a controller, and multiple pressure sensors, wherein: The front support plate is arranged opposite to the rear support plate for installation on the protected foundation structure, and the seismic-resistant soft steel is located between the front support plate and the rear support plate and is fixedly connected to the front support plate and the rear support plate respectively. Each damper includes a cylinder, an accumulator, a piston, a piston rod, a proportional solenoid valve, and a signal line. The cylinder is hinged to the rear support plate, and the piston is slidably mounted on the inner wall of the cylinder. The cylinder is filled with damping medium. One end of the piston rod is fixedly connected to the piston, and the other end is hinged to the front support plate. The proportional solenoid valve is mounted on the piston. The piston and the proportional solenoid valve cooperate to divide the inner cavity of the cylinder into a rod chamber and a rodless chamber. The valve orifice of the proportional solenoid valve connects the rod chamber and the rodless chamber. The accumulator is disposed in the rodless chamber. The proportional solenoid valve is connected to the controller through the signal line. The controller is located outside the cylinder. The signal line passes through the cylinder and is sealed to the cylinder. The portion of the signal line extending into the cylinder has a redundant length to accommodate piston movement. Multiple pressure sensors are mounted on the rear support plate to acquire the impact force of the ship hitting the support plate and transmit it to the controller, which then controls the opening of the proportional solenoid valve orifice, thereby adjusting the damping force of the damper.

[0007] Preferably, it also includes a wear-resistant plate, which is installed on the side of the front support plate away from the rear support plate.

[0008] Preferably, there are multiple sets of earthquake-resistant mild steel, which are arranged sequentially along the direction from the front support plate to the rear support plate, and any two adjacent sets of earthquake-resistant mild steel abut against each other and are fixedly connected together. For each group of seismic-resistant mild steel, there are two of them, and each of the seismic-resistant mild steels is U-shaped, with the openings of the two U-shaped seismic-resistant mild steels facing each other.

[0009] Preferably, the rear support plate is also equipped with multiple laser displacement sensors to obtain the distance between the front support plate and the rear support plate in real time.

[0010] Preferably, an anti-shear guide assembly is further provided between the front support plate and the rear support plate; The anti-shear guide assembly includes an outer guide sleeve fixed to the rear support plate and an inner guide post hinged to the front support plate. Both the inner guide post and the outer guide sleeve are parallel to the piston rod, and the inner guide post is slidably inserted into the outer guide sleeve.

[0011] Preferably, the plurality of pressure sensor arrays are distributed on the rear support plate, and the rear support plate is a pressure equalizing plate; A connecting plate is installed on the rear support plate so that it can be fixedly installed on the protected foundation structure. Each pressure sensor is arranged between the rear support plate and the connecting plate.

[0012] Preferably, an external rigid limiting component is further provided between the front support plate and the rear support plate; The external rigid limiting component includes multiple sets of symmetrically arranged rigid limiting blocks. Each rigid limiting block is fixedly installed on the side of the rear support plate facing the front support plate and extends toward the front support plate in a direction parallel to the piston rod. The extension length L of the rigid limiting block satisfies the formula: L=L0-S limit Where L0 is the initial relative distance between the front support plate and the rear support plate when they are not impacted, and S limit This represents the maximum allowable backward movement distance of the front support plate.

[0013] Preferably, a temperature sensor is also provided inside the cylinder to monitor the temperature data of the damping medium in real time; The controller is pre-programmed with a temperature-viscosity dynamic compensation curve for the damping medium. The controller can call the corresponding compensation coefficient based on the temperature data measured in real time by the temperature sensor to adaptively correct the valve orifice opening command of the proportional solenoid valve.

[0014] According to another aspect of the present invention, an intelligent anti-collision and vibration reduction method based on the aforementioned intelligent anti-collision and vibration reduction device is also provided, characterized by comprising the following steps: 1) The controller acquires impact pressure data collected by the pressure sensor, deformation displacement data of the intelligent anti-collision and vibration reduction device collected by the laser displacement sensor, and damping medium temperature data collected by the temperature sensor in real time. The controller obtains the tonnage of the target ship through the Automatic Identification System. 2) Perform real-time numerical integration based on the impact pressure data and the deformation displacement data of the anti-collision and vibration damping device to calculate the cumulative impact energy during the current impact process; 3) Based on the temperature data of the damping medium, calculate the viscosity drift of the damping medium caused by temperature, and generate the corresponding temperature compensation coefficient to correct the change in damping force; 4) Input the tonnage of the target ship, the cumulative impact energy, and the temperature compensation coefficient into the preset control model for calculation to obtain the target opening adjustment signal of the proportional solenoid valve; The control model employs hierarchical control logic, including: a feedforward control layer that queries a preset mapping correlation matrix based on the tonnage and outputs a basic opening signal; and a feedback fine-tuning layer that generates a corresponding PID deviation signal based on the real-time calculated cumulative impact energy and temperature compensation coefficient, and superimposes the PID deviation signal onto the basic opening signal to fit and generate the final target opening adjustment signal. 5) The target opening adjustment signal is output to the proportional solenoid valve to dynamically adjust the damping force of the damper; wherein, during the dynamic adjustment process, if the deformation displacement data of the intelligent anti-collision and vibration damping device reaches the preset limit deformation threshold, the controller forcibly outputs the preset safety opening signal to the proportional solenoid valve to make the valve orifice opening of the proportional solenoid valve reach the preset safety value, so as to prevent the intelligent anti-collision and vibration damping device from undergoing excessive deformation beyond the limit.

[0015] Preferably, in step 1), the controller obtains the tonnage of the target vessel through the Automatic Identification System (AIS). M est Real-time acquisition of impact pressure data collected by pressure sensors and deformation displacement data of the intelligent anti-collision and vibration reduction device collected by laser displacement sensors. S(k) and temperature data of the damping medium collected by the temperature sensor. T(k) ,in, k This is the current sampling period; Among them, at the initial trigger sampling time when the controller determines that an impact has occurred k 0 The controller utilizes the continuous impact at the initial stage n The initial impact velocity of the ship is calculated by numerically differentiating the deformation displacement data from each sampling period. v 0 : ; In step 2), the specific formula for calculating the actual cumulative impact energy based on the impact pressure data and displacement data is as follows: ; ; in, F(k) and F(k-1) These are the equivalent impact forces for the current and previous sampling periods, respectively. Pavg (k) This represents the average impact pressure data collected by multiple pressure sensors during the current cycle. A eff The effective bearing area of ​​the pressure equalization plate that transmits the impact force to the sensor; S(k) and S(k-1) These are the deformation and displacement data of the intelligent anti-collision and vibration reduction device for the current and previous sampling periods, respectively. E actual (k) and E actual (k-1) These represent the actual cumulative impact energy of the current and previous sampling periods, respectively. In step 3), the formula for calculating the temperature compensation coefficient is: ; in, K T (k) This is the temperature compensation coefficient for the current sampling period. T(k) This is the current real-time measured temperature data of the damping medium. T 0 The calibrated standard reference temperature, α The preset temperature-viscosity sensitivity coefficient of the damping medium and α >0; In step 4), the solution process of the control model includes: The controller is based on the tonnage M est Initial impact speed of the ship v 0 Calculate the ideal target energy at the current displacement. E ideal (k) : in, S limit This represents the maximum allowable backward movement distance of the front support plate. c The shape factor of the energy-consuming trajectory; Calculate the normalized energy deviation rate for the current sampling period. e (k) : in, C 0 A preset, extremely small positive number, used to prevent when v 0 A division-by-zero error occurs when the value approaches zero. The formula for calculating the basic opening signal of the feedforward control layer is: ; in, O ff For the feedforward base opening signal, M est For tonnage information, O max This refers to the maximum design opening of the proportional solenoid valve. β This is the preset tonnage matching coefficient; The formula for calculating the PID deviation signal of the feedback fine-tuning layer is: in, O pid （k） This represents the PID deviation adjustment amount for the current sampling period. e (k) and e(k-1) These are the normalized energy deviation rates between the current sampling period and the previous sampling period, respectively. △t The duration of the sampling period. K p 、K i 、K d These are proportional control gain, integral control gain, and derivative control gain, respectively. In step 5), the controller outputs the final opening command to the proportional solenoid valve. O final (k) The logical judgment function is: Where min[·] and max(·) are the boundary constraint functions for taking the minimum and maximum values, respectively; O min The preset minimum allowable opening boundary and O min >0; O safe To ensure the valve orifice opening reaches the preset safety value; S max_history This is the largest displacement ever recorded since the berthing and impact event, and once... S max_history Reaching the maximum allowable backward movement distance of the front support plate S limit The controller triggers a safety protection mechanism, keeping the valve orifice opening of the proportional solenoid valve constant. O safe .

[0016] In summary, compared with the prior art, the above-described technical solutions conceived by this invention can achieve the following beneficial effects: 1) This invention discloses an intelligent anti-collision and vibration reduction device that integrates a rear support plate, a front support plate, seismic-resistant soft steel, a damper, a controller, and a pressure sensor to construct a composite anti-collision buffer system combining passive deformation and active damping. The device employs a parallel structural design of the seismic-resistant soft steel and the damper. Upon impact with external objects such as ships, the seismic-resistant soft steel located between the front and rear support plates absorbs a significant amount of foundation impact energy through its own mechanical deformation. Simultaneously, the piston rod fixed to the front support plate is compressed and retracts, driving the piston to compress the damping medium for fluid energy dissipation. This dual energy dissipation mechanism, combining mechanical deformation and fluid damping, greatly enhances the overall impact resistance and buffer depth of the device.

[0017] 2) This invention provides an intelligent anti-collision and vibration damping device that achieves intelligent and flexible adaptation. A pressure sensor mounted on the front support plate can capture impact force data in real time and instantly transmit it to an external controller. The controller then controls the proportional solenoid valve inside the damper cylinder to dynamically adjust the opening of its valve orifice (i.e., the damping orifice). This means that the device can adaptively adjust the damping force according to the strength of the impact, avoiding the problem of excessively stiff buffering in small impacts or insufficient buffering in large impacts, thus achieving precise and smooth vibration reduction and buffering. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the intelligent anti-collision and vibration reduction device of the present invention; Figure 2 This is a flowchart of the intelligent anti-collision and vibration reduction method of the present invention; In all the accompanying drawings, the same reference numerals denote the same technical features, specifically: 1. Front support plate; 2. Rear support plate; 21. Rigid limiting block; 3. Seismic-resistant soft steel; 4. Damper; 41. Cylinder body; 411. Cylinder barrel; 412. First end cover; 413. Second end cover; 42. Accumulator; 43. Damping medium; 44. Piston; 45. Piston rod; 46. Proportional solenoid valve; 47. Temperature sensor; 5. Pressure sensor; 6. Wear-resistant plate; 7. Laser displacement sensor; 8. Connecting plate; 9. Anti-shear guide assembly; 91. Outer guide sleeve; 92. Inner guide column; 100. Foundation structure. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0020] Reference Figure 1 An intelligent anti-collision and vibration reduction device includes a front support plate 1, a rear support plate 2, a seismic-resistant soft steel 3, a damper 4, a controller, and multiple pressure sensors 5.

[0021] The front support plate 1 and the rear support plate 2, which are used for installation on the protected foundation structure 100, are arranged opposite each other. The seismic-resistant mild steel 3 is located between the front support plate 1 and the rear support plate 2 and is fixedly connected to both the front support plate 1 and the rear support plate 2 respectively. The protected foundation structure 100 can be a dock or a bridge pier. The seismic-resistant mild steel 3 can be made by bending conventional LY100, LY160 or LY225 steel plates.

[0022] Each damper 4 includes a cylinder 41, an accumulator 42, a piston 44, a piston rod 45, a proportional solenoid valve 46, and a signal line. The cylinder 41 is hinged to the rear support plate 2. The piston 44 is slidably mounted on the inner wall of the cylinder 41. The cylinder 41 is filled with damping medium 43. One end of the piston rod 45 is fixedly connected to the piston 44, and the other end is hinged to the front support plate 1. The proportional solenoid valve 46 is mounted on the piston 44. A proportional solenoid valve 46, in conjunction with the cylinder body 41, divides the inner cavity into a rod chamber and a rodless chamber. The valve port of the proportional solenoid valve 46 connects the rod chamber and the rodless chamber. The accumulator 42 is disposed in the rodless chamber. The proportional solenoid valve 46 is connected to the controller via a signal line. The controller is located outside the cylinder body 41. The signal line passes through the cylinder body 41 and is sealed to it. The portion of the signal line extending into the cylinder body 41 has a reserved redundant length to accommodate the movement of the piston 44. The cylinder body 41 has a conventional structure, including a cylinder barrel 411, a first end cap 412, and a second end cap 413. The first end cap 412 is installed at the end of the cylinder barrel 411 near the front support plate 1, and the second end cap 413 is installed at the end of the cylinder barrel 411 near the rear support plate 2. The piston rod 45 passes through the first end cap 412. Multiple proportional solenoid valves 46 are preferably provided.

[0023] Multiple pressure sensors 5 are mounted on the rear support plate 2 to acquire the impact force of the ship hitting the support plate 1 before impact and transmit it to the controller. The controller then controls the opening of the valve orifice of the proportional solenoid valve 46 (which adjusts the damping coefficient of the damper 4), thereby adjusting the damping force of the damper 4. Therefore, the valve orifice of the proportional solenoid valve 46 serves as the damping orifice of the damper 4.

[0024] The "hinged connection" mentioned in this invention can be achieved through a joint bearing.

[0025] This invention constructs a defense system capable of dynamically and adaptively adjusting buffer strength through the precise coupling and coordinated operation of the rear support plate 2, front support plate 1, seismic-resistant soft steel 3, damper 4, controller, and multiple pressure sensors 5. In this intelligent anti-collision and vibration reduction device, the front support plate 1 and the rear support plate 2 are arranged opposite to each other. This relative arrangement provides a stable and standardized deformation and buffer space for the entire intelligent anti-collision and vibration reduction device. When the front support plate 1 is impacted by a ship, it can act as a whole force-bearing surface, smoothly transferring the complex external impact load to the rear. The rear support plate 2, as the base of the entire intelligent anti-collision and vibration reduction device, is firmly installed on the protected foundation structure 100, ensuring that the residual impact load is evenly distributed on the protected foundation structure 100, thereby guaranteeing the structural safety of the protected foundation structure 100. The relative arrangement of the front support plate 1 and the rear support plate 2 limits the direction of the stress deformation, enabling the intelligent anti-collision and vibration damping device to maintain a predetermined deformation trajectory when subjected to huge ship impact forces, and preventing the intelligent anti-collision and vibration damping device from twisting, becoming unstable or being unbalanced.

[0026] The seismic-resistant mild steel 3 plays a crucial role in energy dissipation and structural support in the intelligent anti-collision and vibration damping device. When the ship impacts the forward support plate 1, the forward support plate 1 will move relative to the aft support plate 2. At this time, the seismic-resistant mild steel 3, which is fixedly connected between the two, will yield and deform synchronously with the displacement of the forward support plate 1. Through the plastic deformation process of the seismic-resistant mild steel 3, the intelligent anti-collision and vibration damping device can absorb and dissipate a large amount of impact kinetic energy. This energy dissipation method has high reliability and stability. At the same time, since the seismic-resistant mild steel 3 is fixedly connected to both the forward support plate 1 and the aft support plate 2, it not only undertakes the task of energy dissipation but also acts as a connecting frame. Before an impact occurs or when the impact force is small, the seismic-resistant soft steel 3 can maintain the relative position between the front support plate 1 and the rear support plate 2, providing peripheral protection and positioning guidance for the internal damper 4; when subjected to severe impact, the deformation process of the seismic-resistant soft steel 3 can be synchronized with the buffering process of the damper 4, forming a multi-layer buffer system, effectively reducing the peak force finally transmitted to the protected foundation structure 100.

[0027] When the ship impacts the forward support plate 1, the forward support plate 1 pushes the piston rod 45 into the cylinder 41. The movement of the piston rod 45 causes the piston 44 to slide within the cylinder 41, thereby compressing the damping medium 43 between the accumulator 42 and the piston 44. During this process, the volume of the piston rod 45 gradually enters the cylinder 41, reducing the effective volume inside the cylinder 41. At this time, the accumulator 42, fixedly installed at the end of the cylinder 41, plays an important role in volume compensation and pressure regulation. The accumulator 42 can absorb the volume of the damping medium 43 displaced by the piston rod 45 entering the cylinder 41 and provide a pressure-accumulating buffer space for the damping medium 43, preventing the cylinder 41 from rupturing due to instantaneous pressure overload. The presence of the accumulator 42 allows the damping medium 43 to have a smooth pressure rise curve when subjected to high-speed compression by the piston 44, thereby improving the buffering smoothness of the damper 4 in dealing with high-speed impacts from large-tonnage ships and ensuring the service life of the cylinder 41 and the entire intelligent anti-collision and vibration damping device.

[0028] As the damping medium 43 is forced by the piston 44 towards the accumulator 42, it must flow through the valve orifice of the proportional solenoid valve 46. When the fluid is forced through the valve orifice with a controlled cross-sectional area, significant viscous frictional resistance and local pressure loss are generated. This resistance manifests as the damping force of the damper 4. The proportional solenoid valve 46 divides the inner cavity into two independent pressure zones, clearly defining the flow path of the damping medium 43 and ensuring the stability and controllability of the damping force.

[0029] This invention, through the matrix or distributed installation of multiple pressure sensors 5, can accurately capture complex impact forces from different angles and contact surfaces. Even if the ship deflects during berthing, resulting in uneven force distribution, the multiple pressure sensors 5 can still acquire comprehensive force data, avoiding data distortion or blind spots that may result from single-point monitoring. This precise impact pressure data is transmitted in real time to the controller, which is located outside the cylinder 41, ensuring that the controller's operating environment is relatively independent and safe, unaffected by the high pressure and fluid movement inside the cylinder 41.

[0030] After receiving impact force data from multiple pressure sensors 5, the controller performs real-time calculations based on a preset algorithm. This allows the controller to control the opening of the proportional solenoid valve 46, thereby adjusting the damping force of the damper 4. This dynamic control process is the core advantage of this intelligent anti-collision and vibration reduction device. In actual working scenarios, the tonnage, berthing angle, and impact speed of berthing vessels vary greatly. If the impact force is small, the controller will issue a command to increase the opening of the proportional solenoid valve 46. With a larger opening, the flow cross-sectional area of ​​the damping medium 43 increases, reducing fluid damping and consequently decreasing the damping force of the damper 4. The smaller damping force allows the front support plate 1 to exhibit softer buffering characteristics, enabling small vessels to berth smoothly and avoiding harsh collision damage to their hulls.

[0031] Conversely, when multiple pressure sensors 5 detect a massive impact force, the controller responds quickly, reducing the opening of the proportional solenoid valve 46. This reduced valve opening significantly restricts the flow rate of the damping medium 43, causing it to generate strong viscous frictional shear forces as it flows through the valve orifice, leading to a sharp increase in the damping force of the damper 4. This high-intensity damping force can quickly counteract the enormous impact kinetic energy from the heavily loaded vessel, enabling the intelligent anti-collision and vibration damping device to exhibit strong resistance performance. It effectively prevents the front support plate 1 from excessively retreating and penetrating, thus protecting the rear-mounted foundation structure 100 from structural damage.

[0032] When one end of the piston rod 45 is fixedly connected to the piston 44 and advances deeper into the cylinder 41 as the piston 44 does, the portion of the piston rod 45 immersed in the cylinder 41 inevitably occupies the space originally belonging to the damping medium 43. This inevitably leads to a change in the effective volume of the internal chamber of the cylinder 41. The accumulator 42, fixedly installed at one end of the cylinder 41 near the rear support plate 2, typically contains a compressible gas cavity or elastic resistance component. When the damping medium 43 is forced to flow through the proportional solenoid valve 46 into the rear chamber, and when the system's internal liquid volume becomes excessive due to the continuous entry of the piston rod 45, this excess damping medium 43 is forced into the accumulator 42 under high pressure, compressing the gas cavity or elastic component inside the accumulator 42. This process resolves the conflict of fluid volume interference inside the closed cylinder 41 and also converts some of the impact kinetic energy into potential energy stored inside the accumulator 42. When the ship departs or the impact kinetic energy is depleted and the piston 44 needs to reset, the accumulator 42 releases the stored potential energy, pushing the damping medium 43 back into the front chamber. This assists the piston 44, piston rod 45, and front support plate 1 in smoothly returning to their initial working positions, preparing for the next impact cycle. The structure of the accumulator 42 of this invention can refer to the accumulator 42 on a conventional viscous liquid damper.

[0033] The information interaction between the controller and the proportional solenoid valve 46 is the core link for realizing the dynamic adaptive characteristics of the intelligent anti-collision and vibration reduction device. The proportional solenoid valve 46 is connected to the controller through the signal line, which is the channel for high-speed command issuance. Since the ship impact process usually occurs and evolves to its peak in a very short time, the signal line must ensure the rapid transmission of control signals. Controlling the opening of the valve orifice of the proportional solenoid valve 46 through the controller is a continuous, real-time updated closed-loop servo process. As the front support plate 1 moves backward, the instantaneous impact force of the ship is also dynamically evolving. The controller continuously analyzes the data stream constantly transmitted back by multiple pressure sensors 5, reassesses the current rate of change of impact intensity every short calculation cycle, and then issues a new opening adjustment command to the proportional solenoid valve 46 through the signal line, thereby adjusting the damping force of the damper 4, so that the damping force is no longer a constant, but a dynamic envelope that closely follows the impact load change curve. When the impact force increases rapidly, the damping force increases sensitively to provide sufficient resistance and buffering; when the impact force crosses the peak and begins to decay, the damping force also weakens and unloads accordingly, so that the entire vibration damping and buffering stroke always remains within a gentle and safe force range.

[0034] Furthermore, it also includes a wear-resistant plate 6, which is installed on the side of the front support plate 1 away from the rear support plate 2.

[0035] When a ship approaches and impacts or is squeezed against the protected foundation structure 100, the hull shell will first come into contact with the wear-resistant plate 6, rather than directly contacting the forward support plate 1, which has higher hardness and rigidity. This arrangement establishes a flexible isolation barrier, significantly reducing surface damage caused by direct contact between the hull steel plate and the forward support plate 1 steel structure by utilizing the material properties of the wear-resistant plate 6 itself. During berthing, in addition to the impact force perpendicular to the forward support plate 1, the ship often experiences tangential sliding friction parallel to the surface of the forward support plate 1 due to water flow, wind force, or the ship's own yaw angle. The presence of the wear-resistant plate 6 allows the hull to slide on a smoother medium with certain self-lubricating properties during lateral sliding, thereby greatly reducing tangential friction resistance and protecting the anti-corrosion coating of the hull shell and the integrity of the overall structural components.

[0036] Furthermore, there are multiple sets of the earthquake-resistant mild steel 3, and they are arranged sequentially along the direction from the front support plate 1 to the rear support plate 2. Any two adjacent sets of the earthquake-resistant mild steel 3 abut against each other and are fixedly connected together. For each group of the earthquake-resistant mild steel 3, there are two of them, and each of the earthquake-resistant mild steel 3 is U-shaped, and the openings of the two U-shaped earthquake-resistant mild steel 3 are arranged opposite to each other.

[0037] The earthquake-resistant soft steel 3 consists of multiple sets arranged sequentially along the direction from the front support plate 1 to the rear support plate 2. This sequential arrangement along the force-bearing depth creates a multi-stage series buffer energy absorption system between the front support plate 1 and the rear support plate 2. When a ship approaches and impacts the front support plate 1, the enormous impact kinetic energy needs to be gradually dissipated through a relatively long buffer displacement. The sequential arrangement of multiple sets of earthquake-resistant soft steel 3 allows the entire intelligent anti-collision and vibration damping device to achieve a significantly extended deformation stroke in the compression direction. As the front support plate 1 moves closer to the rear support plate 2, each set of earthquake-resistant soft steel 3 can yield and deform sequentially or collaboratively, transforming the instantaneous high-intensity impact load into a long and continuous energy dissipation process. This multi-stage series structure effectively avoids the problem of overload fracture due to a single load-bearing component reaching its limit of instantaneous deformation, enhancing the device's protective toughness against impacts from ultra-large tonnage ships.

[0038] The U-shaped structure itself possesses excellent elasticity and plastic deformation potential. The arc transition region of the U-shape is the core area for stress distribution and deformation energy dissipation. When subjected to compressive thrust from the front support plate 1, the U-shaped cross-section can absorb a large amount of impact energy through the closing tendency of its opening angle and the curvature change of the arc segment. In the initial stage of impact, the U-shaped structure undergoes elastic deformation to gently absorb the impact force; as the impact load continues to increase, the U-shaped structure enters the plastic yielding stage, converting kinetic energy into internal energy and dissipating it through irreversible deformation, thereby providing strong impact resistance.

[0039] The two U-shaped anti-seismic mild steels 3, with their openings facing each other, form a force model similar to a closed ring when subjected to axial compressive loads. When they yield under pressure, their outward expansion tendencies or lateral forces can mutually restrain and cancel each other out, thereby significantly improving the overall compressive section modulus and anti-tilting capacity of the component group. This symmetrically distributed force distribution ensures that the front support plate 1, during its translational movement towards the rear support plate 2, not only has good longitudinal yielding and buffering properties but also provides radial shear stiffness, ensuring that the front support plate 1 always maintains a parallel retreating posture and avoiding torsional damage to the entire device due to uneven local stress.

[0040] Furthermore, the rear support plate 2 is also equipped with multiple laser displacement sensors 7 to obtain the distance between the front support plate 1 and the rear support plate 2 in real time.

[0041] Distance measurement using a laser displacement sensor 7 offers the dual advantages of high response speed and non-contact data acquisition. During ship berthing and collisions, the movement of the front support plate 1 towards the rear support plate 2 is often a high-speed dynamic process occurring instantaneously. Utilizing the reflective properties of a laser beam, the laser displacement sensor 7 can read position change information at high frequency without direct contact with other moving components. This non-contact ranging layout avoids damage to the sensor assembly from internal pressure components during severe compression deformation in an intelligent anti-collision and vibration damping device, ensuring long-term stable operation of the data acquisition hardware under complex stress conditions and guaranteeing the continuous and reliable functioning of the distance measurement capability.

[0042] In real-world port or bridge pier protection scenarios, the angle at which a ship contacts the front support plate 1 often exhibits tilt or deviation, making it difficult to guarantee an ideal perpendicular and forward impact at all times. If only a single ranging component is used, when the front support plate 1 undergoes lateral deflection or torsional deformation, the distance data from a single point cannot accurately represent the average backward displacement of the entire panel, and may even result in severe data distortion. However, by installing multiple laser displacement sensors 7 distributed on the rear support plate 2, a three-dimensional distance monitoring network is constructed. This network can simultaneously collect distance values ​​from different areas of the front support plate 1 relative to the rear support plate 2. By collecting and analyzing this multi-point, differentiated distance information, the control system can accurately calculate the specific tilt posture of the front support plate 1 in space and the distribution of its overall compression, greatly improving the comprehensiveness and accuracy of displacement data acquisition.

[0043] Furthermore, multiple pressure sensors 5 are arrayed on the rear support plate 2, and the rear support plate 2 is a pressure equalizing plate; A connecting plate 8 is installed on the rear support plate 2 so that it can be fixedly installed on the protected foundation structure 100. Each pressure sensor 5 is arranged between the rear support plate 2 and the connecting plate 8.

[0044] The connecting plate 8 is directly and firmly anchored to the protected foundation structure 100, such as the wharf or bridge pier, providing a reaction force support base (zero displacement reference frame) for the pressure sensor array 5. This ensures that the data measured by the sensors is the actual residual destructive force applied to the bridge pier after significant energy dissipation filtering by the front-end seismic-resistant soft steel 3 and damper 4. This high-fidelity underlying data provides the most reliable decision-making basis for the controller to subsequently perform precise damping adjustments or trigger ultimate safety protection.

[0045] Impacts from heavy-tonnage ships often involve highly irregular point or line contacts. If sensors are placed directly at the front of the force transmission chain, localized stress concentration can easily cause some sensors to overload and explode, while other sensors experience zero force. This solution innovatively endows the aft support plate 2 with a pressure equalization plate mechanical function. Utilizing its large-area distribution effect and structural stiffness, it smoothly diffuses the complex and distorted impact loads transmitted from the front, then uniformly applies them to the sensor array at the rear. This not only protects the sensors from extreme stress damage but also physically ensures the accuracy of the summation of multi-point measurements.

[0046] As a precision microelectromechanical device, the pressure sensor 5 is extremely vulnerable in heavy-duty collision avoidance engineering. This solution conceals it within a closed interlayer formed by the rear support plate 2 and the connecting plate 8. This rear-mounted layout not only completely isolates the sensor from the physical erosion of external seawater and high-salt-spray corrosion, but also avoids the risk of the sensor being directly torn apart by shear forces during severe collisions, greatly improving the survivability and lifespan of the intelligent sensing network under extreme working conditions.

[0047] Furthermore, an external rigid limiting component is also provided between the front support plate and the rear support plate; The external rigid limiting component includes multiple sets of symmetrically arranged rigid limiting blocks 21. Each rigid limiting block 21 is fixedly installed on the side of the rear support plate facing the front support plate and extends toward the front support plate in a direction parallel to the piston rod. The extension length L of the rigid limiting block 21 satisfies the formula: L=L0-S limit Where L0 is the initial relative distance between the front support plate and the rear support plate when they are not impacted, and S limit This represents the maximum allowable backward movement distance of the front support plate. When an extreme impact causes the displacement of the front support plate to reach the ultimate deformation threshold S limit At this time, the back side of the front support plate rigidly abuts against the end face of each of the rigid limiting blocks 21, so that the rigid limiting blocks 21 form a support between the front support plate and the rear support plate, forcibly preventing the piston from continuing to advance into the cylinder.

[0048] This solution uses a rigid limiting block 21 to engage a purely mechanical physical support when the deformation reaches the limit threshold. By utilizing the inherent rigidity of the material, the unrestricted thrust of the piston is forcibly stopped, and the remaining enormous kinetic energy is directly transferred to the underlying foundation structure through the rigidity of the limiting block. This provides a safety barrier for high-value, precision hydraulic and electronic sensing components, greatly improving the system's ultimate load-bearing capacity and survivability under extreme conditions.

[0049] Multiple sets of rigid limiting blocks 21 are symmetrically arranged between the front and rear support plates. When the panel displacement reaches the critical point, the back side of the front support plate can achieve multi-point, balanced rigid abutment with the end faces of multiple limiting blocks. This balanced force transmission mode eliminates the local stress concentration and bending moment caused by eccentric impact at the physical level, effectively preventing the front support plate from bending, twisting, or the overall structure from becoming unstable and overturning under extreme pressure. It also avoids the piston rod from jamming or breaking due to lateral force, ensuring the structural integrity of the device at the failure critical point.

[0050] Furthermore, a temperature sensor 47 is also provided inside the cylinder 41 to monitor the temperature data of the damping medium 43 in real time. The controller is pre-programmed with a temperature-viscosity dynamic compensation curve for the damping medium 43. The controller can call the corresponding compensation coefficient based on the temperature data measured in real time by the temperature sensor 47 to adaptively correct the valve orifice opening command of the proportional solenoid valve 46.

[0051] In the field of anti-collision buffering, the viscosity characteristics of the damping medium 43, i.e., hydraulic oil, are significantly affected by ambient temperature. When the ambient temperature decreases, the viscosity of the damping medium 43 increases, and its fluidity decreases; conversely, when the ambient temperature increases, the viscosity of the damping medium 43 decreases, and its fluidity increases. Without measures to address temperature changes, the proportional solenoid valve 46 at the same opening degree will generate vastly different damping forces for the damping medium 43 at different temperatures, directly affecting the accuracy of the intelligent anti-collision damping device's buffering response to ship impacts. By installing a temperature sensor 47 inside the cylinder 41, the intelligent anti-collision damping device can obtain the real temperature of the damping medium 43, which is located inside the cylinder 41 and directly participates in the buffering operation, in real time, eliminating reliance on external temperature estimations and ensuring the timeliness and objectivity of the feedback data.

[0052] The pre-written temperature-viscosity dynamic compensation curve within the controller forms the logical basis for intelligent adaptive adjustment. This curve systematically describes the viscosity evolution trend of the damping medium 43 at different temperatures, enabling the controller to grasp the intrinsic characteristics of the damping medium 43 as environmental conditions change. When a ship berths and impact monitoring is triggered, the controller no longer executes a single control mapping. Instead, it first retrieves the corresponding compensation coefficient based on real-time data measured by the temperature sensor 47. This calculation step achieves digital perception of the fluid characteristics of the damping medium 43, transforming the adverse environmental disturbance factor of temperature fluctuations into deterministic parameters that can be calculated and corrected within the controller.

[0053] By adaptively correcting the valve orifice opening command of the proportional solenoid valve 46, consistent management of damping force output is achieved. When the temperature of the damping medium 43 is low, resulting in higher viscosity, the controller calculates the corresponding compensation coefficient and automatically commands the proportional solenoid valve 46 to appropriately increase the valve orifice opening to compensate for the excess fluid resistance caused by the viscosity of the oil. When the temperature of the damping medium 43 is high, resulting in lower viscosity, the controller commands the proportional solenoid valve 46 to appropriately decrease the valve orifice opening to supplement the damping force lost due to the thinness of the oil. This dynamic correction of the valve orifice opening based on real-time temperature feedback effectively offsets the damping force attenuation or overload caused by differences in ambient temperature, enabling the intelligent anti-collision and vibration damping device to maintain a stable buffering performance curve in environments with varying day and night temperature differences, both in winter and summer.

[0054] This adaptive adjustment mechanism also significantly improves the reliability and versatility of the intelligent anti-collision and vibration damping device in all-weather operation. Due to the differences in geographical environment and large temperature ranges in different regions, ports, or cross-sea bridges, the hardware configuration of the same intelligent anti-collision and vibration damping device can adapt to various extreme climatic conditions through the software-level temperature-viscosity compensation algorithm, eliminating the need for cumbersome oil changes of the damping medium or manual calibration of mechanical valves for specific regions.

[0055] Furthermore, an anti-shear guide assembly 9 is also provided between the front support plate 1 and the rear support plate 2; The anti-shear guide assembly 9 includes an outer guide sleeve 91 fixed on the rear support plate 2 and an inner guide post 92 hinged on the front support plate 1. Both the inner guide post 92 and the outer guide sleeve 91 are parallel to the piston rod 45, and the inner guide post 92 is slidably inserted into the outer guide sleeve 91.

[0056] Firstly, from the perspective of force guidance, the design of both the inner guide post 92 and the outer guide sleeve 91 being parallel to the piston rod 45 provides a strict linear constraint on the movement trajectory of the front support plate 1 towards the rear support plate 2. During ship berthing, the impact force often has complex multidirectional characteristics, which can easily cause the front support plate 1 to deflect, twist, or tilt when it retreats. Since the inner guide post 92 is slidably inserted into the outer guide sleeve 91, and both are parallel to the piston rod 45, this parallel and sliding engagement ensures that the front support plate 1 can only translate along the axial direction of the piston rod 45. This strict linear guidance constraint prevents the front support plate 1 from becoming unstable during compression deformation, ensuring the controllability of the overall compression deformation trajectory of the intelligent anti-collision and vibration damping device.

[0057] Secondly, regarding protection against lateral shear forces, the anti-shear guide assembly 9 plays a crucial role in resisting lateral loads. When a ship is docked at the protected foundation structure 100, in addition to the forward compressive thrust, it often experiences tangential sliding friction along the surface of the front support plate 1, or lateral forces generated by eccentric impacts. These lateral forces pose destructive lateral shear loads to the anti-vibration soft steel 3 and dampers 4 inside the intelligent anti-collision and vibration damping device. Through the insertion and engagement of the inner guide post 92 fixed to the front support plate 1 and the outer guide sleeve 91 fixed to the rear support plate 2, the robust tubular and columnar structures of the inner guide post 92 and the outer guide sleeve 91 can directly withstand and resist these lateral shear forces. Lateral loads are transmitted to the outer guide sleeve 91 through the inner guide post 92, and are finally distributed to the protected base structure 100 by the rear support plate 2, thereby isolating the internal vulnerable components from the complex lateral force environment and greatly improving the upper limit of the intelligent anti-collision and vibration reduction device to cope with eccentric impacts and lateral friction.

[0058] Furthermore, the anti-shear guide assembly 9 plays a crucial role in ensuring the safe operation of the damper 4, especially the piston rod 45. As the core long-axis component of the damper 4 that transmits positive pressure, the piston rod 45 is primarily designed to bear axial tensile and compressive loads. If the front support plate 1 experiences lateral displacement, the piston rod 45 will inevitably bear a bending moment. A large bending moment can cause the piston rod 45 to bend and deform, and may even cause excessive wear on one side of the sealing ring inside the cylinder 41, leading to leakage of the damping medium 43. The anti-shear guide assembly 9 absorbs all the lateral shear force, ensuring that the piston rod 45 only bears pure axial thrust, maintaining the ideal working state of concentric sliding between the piston rod 45 and the inner wall of the cylinder 41. This not only ensures the long-term reliability of the internal sealing structure of the damper 4 but also extends the overall service life of the damper 4.

[0059] Reference Figure 2 According to another aspect of the present invention, an intelligent anti-collision and vibration reduction method based on the aforementioned intelligent anti-collision and vibration reduction device is also provided, comprising the following steps: 1) The controller obtains the tonnage of the target ship through the Automatic Identification System (AIS), acquires the impact pressure data collected by the pressure sensor 5, the deformation displacement data of the intelligent anti-collision and vibration reduction device collected by the laser displacement sensor, and the temperature data of the damping medium 43 collected by the temperature sensor 47 in real time. 2) Perform real-time numerical integration based on the impact pressure data and the deformation displacement data of the anti-collision and vibration damping device to calculate the cumulative impact energy during the current impact process; 3) Based on the temperature data of the damping medium 43, calculate the viscosity drift of the damping medium 43 caused by temperature, and generate the corresponding temperature compensation coefficient to correct the change in damping force; 4) Input the tonnage of the target ship, the cumulative impact energy, and the temperature compensation coefficient into the preset control model for calculation to obtain the target opening adjustment signal of the proportional solenoid valve 46; The control model employs hierarchical control logic, including: a feedforward control layer that queries a preset mapping correlation matrix based on the tonnage and outputs a basic opening signal; and a feedback fine-tuning layer that generates a corresponding PID deviation signal based on the real-time calculated cumulative impact energy and temperature compensation coefficient, and superimposes the PID deviation signal onto the basic opening signal to fit and generate the final target opening adjustment signal. 5) The target opening adjustment signal is output to the proportional solenoid valve 46 to dynamically adjust the damping force of the damper 4; wherein, during the dynamic adjustment process, if the deformation displacement data of the intelligent anti-collision and vibration damping device reaches the preset limit deformation threshold, the controller forcibly outputs the preset safety opening signal to the proportional solenoid valve 46 so that the opening of the valve orifice of the proportional solenoid valve 46 reaches the preset safety value, so as to prevent the intelligent anti-collision and vibration damping device from undergoing excessive deformation beyond the limit.

[0060] In step 1), the tonnage of the target vessel is obtained through the Automatic Identification System (AIS), providing crucial feedforward prediction information for the intelligent anti-collision and vibration damping device. Knowing the tonnage in advance through the AIS allows the control system to establish a targeted predictive model before the impact occurs. Combining real-time impact pressure data from pressure sensor 5, deformation displacement data of the intelligent anti-collision and vibration damping device from laser displacement sensor, and temperature data of the damping medium 43 from temperature sensor 47, this method constructs a multi-dimensional, high-frequency data input matrix. This real-time data covers the stress state, spatial displacement, and ambient temperature field, providing a realistic and comprehensive physical benchmark for subsequent energy calculation and adjustment, ensuring that the control logic is built on a reliable real-time observation foundation.

[0061] In steps 2) and 3), the cumulative impact energy calculation and viscosity drift correction are performed respectively. By calculating the cumulative impact energy in real time using impact pressure data and deformation displacement data of the anti-collision damping device, this method can accurately quantify the actual dissipated dynamic potential energy during the ship's berthing process, overcoming the one-sidedness of judging the collision intensity solely based on the peak impact force, and can more accurately characterize the dynamic characteristics of the entire impact event. Simultaneously, calculating the viscosity drift based on the temperature data of the damping medium 43 and generating a temperature compensation coefficient ensures that the entire adjustment algorithm can dynamically adapt to changes in ambient temperature. This correction process transforms the differences in the rheological properties of the damping medium 43 into calculable compensation values, ensuring that the output damping force of the damper 4 always meets the requirements of the control strategy under different seasons or climatic conditions.

[0062] In step 4), the tonnage, cumulative impact energy, and temperature compensation coefficient are input into the preset control model for calculation, demonstrating the rigor of the hierarchical control logic. The feedforward control layer uses the ship's tonnage information to query the mapping correlation matrix and outputs the basic opening signal, realizing a rapid initial response to berthing events. The feedback fine-tuning layer generates a PID deviation signal based on real-time energy consumption data and temperature correction values, and then superimposes and fits the two to form the final target opening adjustment signal. This control strategy combining feedforward and feedback takes into account both the system's response speed to sudden loads and the adjustment accuracy under steady-state operation. This allows the intelligent anti-collision and vibration reduction device to provide damping resistance matching the current impact energy under various complex berthing conditions, avoiding insufficient damping when handling large-tonnage ships or excessive vibration reduction when handling small ships.

[0063] In step 5), by dynamically adjusting the damper 4 and combining the ultimate deformation threshold judgment with a forced safety strategy, the overall safety control of the structure is achieved. The target opening adjustment signal is output to the proportional solenoid valve 46, so that the damping force can evolve synchronously with the collision process, giving full play to the synergistic energy dissipation properties of the seismic-resistant soft steel 3 and the damper 4. During the dynamic adjustment process, if the deformation displacement data of the intelligent anti-collision vibration reduction device reaches the preset ultimate deformation threshold, the controller forcibly outputs a safety opening signal, forcibly adjusting the valve opening of the proportional solenoid valve 46 to the preset safety value. This forced closed-loop action, when the device travel is detected to be approaching its limit, instantly increases the fluid damping and uses fluid rigidity to limit the continued retreat of the front support plate 1, ensuring that the intelligent anti-collision vibration reduction device body and the protected foundation structure 100 at the rear end are not damaged by excessive impact, demonstrating the timely response and passive defense capability of the intelligent control method in dealing with the critical state of structural safety.

[0064] In summary, this intelligent anti-collision and vibration reduction method, through the deep embedding of a feedforward and feedback dual-layer control architecture, organically integrates sensor perception, data fusion calculation, environmental parameter compensation, and safety limiting defense, significantly enhancing the adaptive adjustment level of the intelligent anti-collision and vibration reduction device for berthing operations and ensuring the dynamic stability of the entire protection system when dealing with different levels of impact loads.

[0065] Furthermore, in step 1), the controller obtains the tonnage of the target vessel through the Automatic Identification System (AIS). M est Real-time acquisition of impact pressure data collected by pressure sensors and deformation displacement data of the intelligent anti-collision and vibration reduction device collected by laser displacement sensors. S(k) and temperature data of the damping medium collected by the temperature sensor. T(k) ,in, k This is the current sampling period; Among them, at the initial trigger sampling time when the controller determines that an impact has occurred k 0 The controller utilizes the continuous impact at the initial stage n The initial impact velocity of the ship is calculated by numerically differentiating the deformation displacement data from each sampling period. v 0 : ; In step 2), the specific formula for calculating the actual cumulative impact energy based on the impact pressure data and displacement data is as follows: ; ; in, F(k) and F(k-1) These are the equivalent impact forces for the current and previous sampling periods, respectively. P avg (k) This represents the average impact pressure data collected by multiple pressure sensors during the current cycle. A eff The effective pressure-bearing area of ​​the pressure equalization plate that transmits the impact force to the sensor; S(k) and S(k-1) These are the deformation and displacement data of the intelligent anti-collision and vibration reduction device for the current and previous sampling periods, respectively. E actual (k) and E actual (k-1) These represent the actual cumulative impact energy of the current and previous sampling periods, respectively. In step 3), the formula for calculating the temperature compensation coefficient is: ; in, K T (k) This is the temperature compensation coefficient for the current sampling period. T(k) This is the current real-time measured temperature data of the damping medium. T 0 The calibrated standard reference temperature, α The preset temperature-viscosity sensitivity coefficient of the damping medium and α >0; In step 4), the solution process of the control model includes: The controller is based on the tonnage M est Initial impact speed of the ship v 0 Calculate the ideal target energy at the current displacement. E ideal (k) : in, S limit This represents the maximum allowable backward movement distance of the front support plate. c The shape factor of the energy-consuming trajectory; Calculate the normalized energy deviation rate for the current sampling period. e (k) : in, C 0 A preset, extremely small positive number, used to prevent when v 0 A division-by-zero error occurs when the value approaches zero. The formula for calculating the basic opening signal of the feedforward control layer is: ; in, O ff For the feedforward base opening signal, M est For tonnage information, O max This refers to the maximum design opening of the proportional solenoid valve. β This is the preset tonnage matching coefficient; The formula for calculating the PID deviation signal of the feedback fine-tuning layer is: in, O pid （k） This represents the PID deviation adjustment amount for the current sampling period. e (k) and e(k-1)These are the normalized energy deviation rates between the current sampling period and the previous sampling period, respectively. △t The duration of the sampling period. K p 、K i 、K d These are proportional control gain, integral control gain, and derivative control gain, respectively. In step 5), the controller outputs the final opening command to the proportional solenoid valve. O final (k) The logical judgment function is: Where min[·] and max(·) are the boundary constraint functions for taking the minimum and maximum values, respectively; O min The preset minimum allowable opening boundary and O min >0; O safe To ensure the valve orifice opening reaches the preset safety value; S max_history This is the largest displacement ever recorded since the berthing and impact event, and once... S max_history Reaching the maximum allowable backward movement distance of the front support plate S limit The controller triggers a safety protection mechanism, keeping the valve orifice opening of the proportional solenoid valve constant. O safe .

[0066] Set O safe The purpose is to prevent excessive deformation. To prevent piston 44 from retracting further, maximum damping force must be provided. According to fluid dynamics principles, for hydraulic dampers, the smaller the damping orifice, the greater the resistance to fluid flow. safe The value should be set very small (close to 0). min (or a very small value), even close to complete closure. When the valve orifice opening is forcibly reduced to 0... safeAt its minimum value, the damping medium (silicone oil or hydraulic oil) inside the damper can hardly flow out of the high-pressure chamber. Because the liquid has a bulk modulus (almost incompressible), when the valve orifice is reduced to its minimum size, the fluid is trapped inside the cylinder 41. For the piston rod 45 to move forward further, it must overcome the high pressure of the liquid itself, but at this point, the liquid has nowhere to go, and the damper 4 instantly transforms from a movable damping device into a rigid liquid support. This instantaneous locking or drastically increased damping force forcibly converts the remaining impact energy into instantaneous high pressure inside the cylinder 41. safe This indicates that the vibration damping device has reached its critical point, at which point the damper 4 will output maximum resistance at full power. If the front support plate 1 still tends to continue moving at this point, the rigid limit block 21 will take effect, forcibly stopping the piston 44 from moving further through mechanical hard limiting, thus forming a dual protection mechanism.

[0067] By acquiring displacement data from multiple consecutive cycles at the moment of triggering and performing numerical differentiation to obtain the true initial impact velocity, the high-frequency noise and data jumps from the sensor, which are easily generated by single-point sampling, are effectively filtered out. This establishes the most realistic physical kinetic energy benchmark for the entire system, enabling the system to accurately distinguish between a low-speed, slight approach and a high-speed, violent impact, thus avoiding misjudgment of the impact intensity by the control system.

[0068] To address the significant impact of ambient temperature on the physical properties of hydraulic damping media, this solution incorporates a temperature adaptive compensation mechanism. The system can sense the internal fluid temperature in real time and automatically correct for viscosity drift caused by thinning at high temperatures or thickening at low temperatures. This effectively avoids the safety hazards of insufficient damping due to soft damping in the high temperatures of summer, or valve lockup due to a sudden increase in damping in the low temperatures of winter, ensuring a high degree of consistency in damping force output.

[0069] The normalized energy deviation rate was adopted as the core control variable, replacing the traditional absolute energy error. This improvement maps the vastly different absolute impact kinetic energy between micro-boats and heavy-duty cargo ships of hundreds of thousands of tons into a relative deviation in percentage form. This allows the same set of adjustment parameters to be compatible with ships of various extreme tonnage ranges, preventing the controller from overflowing commands, experiencing violent oscillations, or momentary lock-up due to excessively large calculated values ​​when dealing with large tonnage ships.

[0070] The system collects pressure and displacement data in real time for integral calculation, and performs a closed-loop comparison between the actual accumulated energy consumption and the ideal target energy derived from the actual initial velocity. Compared with traditional passive vibration reduction that only considers the peak impact force, this scheme achieves continuous control over the work process, ensuring that the actual damping and buffering process closely follows the optimal physical expectation curve, greatly improving the smoothness of berthing and unloading, and reducing reverse impact damage to the hull.

[0071] The algorithm model employs a hierarchical architecture combining feedforward control and feedback PID fine-tuning. The feedforward layer rapidly provides a macroscopic baseline valve opening based on the ship's tonnage, ensuring that the system can establish basic resistance within milliseconds of a collision. The feedback fine-tuning layer then performs precise corrections based on real-time energy deviations. This combination ensures both extremely fast response and eliminates overshoot and lag during the adjustment process.

[0072] When outputting the final opening command, the system employs a dual-layer protection mechanism. The first layer utilizes boundary constraint logic to strictly limit the calculated result to the maximum and minimum physically permissible opening of the valve, preventing invalid outputs or even out-of-bounds commands that could cause errors in the underlying drive. The second layer is a limit displacement triggering mechanism; once the device is detected to be compressed to a critical deformation position, the controller directly interrupts normal regulation and instantly outputs a safe opening command to lock the valve. This mechanism utilizes the incompressibility of the fluid to forcibly brake the system, preventing the vibration damping device from being crushed and providing a final safety line for the bridge piers and docks behind it.

[0073] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An intelligent anti-collision and vibration damping device, characterized in that, It includes a front support plate, a rear support plate, seismic-resistant mild steel, multiple dampers, a controller, and multiple pressure sensors, among which: The front support plate is arranged opposite to the rear support plate for installation on the protected foundation structure, and the seismic-resistant soft steel is located between the front support plate and the rear support plate and is fixedly connected to the front support plate and the rear support plate respectively. Each damper includes a cylinder, an accumulator, a piston, a piston rod, a proportional solenoid valve, and a signal line. The cylinder is hinged to the rear support plate, and the piston is slidably mounted on the inner wall of the cylinder. The cylinder is filled with damping medium. One end of the piston rod is fixedly connected to the piston, and the other end is hinged to the front support plate. The proportional solenoid valve is mounted on the piston. The piston and the proportional solenoid valve cooperate to divide the inner cavity of the cylinder into a rod chamber and a rodless chamber. The valve orifice of the proportional solenoid valve connects the rod chamber and the rodless chamber. The accumulator is disposed in the rodless chamber. The proportional solenoid valve is connected to the controller through the signal line. The controller is located outside the cylinder. The signal line passes through the cylinder and is sealed to the cylinder. The portion of the signal line extending into the cylinder has a redundant length to accommodate piston movement. Multiple pressure sensors are mounted on the rear support plate to acquire the impact force of the ship hitting the support plate and transmit it to the controller, which then controls the opening of the proportional solenoid valve orifice, thereby adjusting the damping force of the damper.

2. The intelligent anti-collision and vibration damping device according to claim 1, characterized in that, It also includes a wear-resistant plate, which is installed on the side of the front support plate away from the rear support plate.

3. The intelligent anti-collision and vibration damping device according to claim 1, characterized in that, The earthquake-resistant mild steel is in multiple sets and they are arranged sequentially along the direction from the front support plate to the rear support plate. Any two adjacent sets of the earthquake-resistant mild steel abut against each other and are fixedly connected together. For each group of seismic-resistant mild steel, there are two of them, and each of the seismic-resistant mild steels is U-shaped, with the openings of the two U-shaped seismic-resistant mild steels facing each other.

4. The intelligent anti-collision and vibration damping device according to claim 1, characterized in that, The rear support plate is also equipped with multiple laser displacement sensors to obtain the distance between the front support plate and the rear support plate in real time.

5. The intelligent anti-collision and vibration damping device according to claim 1, characterized in that, An anti-shear guide assembly is also provided between the front support plate and the rear support plate; The anti-shear guide assembly includes an outer guide sleeve fixed to the rear support plate and an inner guide post hinged to the front support plate. Both the inner guide post and the outer guide sleeve are parallel to the piston rod, and the inner guide post is slidably inserted into the outer guide sleeve.

6. The intelligent anti-collision and vibration damping device according to claim 1, characterized in that, Multiple pressure sensor arrays are distributed on the rear support plate, which is a pressure equalization plate; A connecting plate is installed on the rear support plate so that it can be fixedly installed on the protected foundation structure. Each pressure sensor is arranged between the rear support plate and the connecting plate.

7. The intelligent anti-collision and vibration damping device according to claim 1, characterized in that, An external rigid limiting component is also provided between the front support plate and the rear support plate; The external rigid limiting component includes multiple sets of symmetrically arranged rigid limiting blocks. Each rigid limiting block is fixedly installed on the side of the rear support plate facing the front support plate and extends toward the front support plate in a direction parallel to the piston rod. The extension length L of the rigid limiting block satisfies the formula: L=L0-S limit Where L0 is the initial relative distance between the front support plate and the rear support plate when they are not impacted, and S limit This represents the maximum allowable backward movement distance of the front support plate.

8. The intelligent anti-collision and vibration damping device according to claim 1, characterized in that, A temperature sensor is also installed inside the cylinder to monitor the temperature data of the damping medium in real time. The controller is pre-programmed with a temperature-viscosity dynamic compensation curve for the damping medium. The controller can call the corresponding compensation coefficient based on the temperature data measured in real time by the temperature sensor to adaptively correct the valve orifice opening command of the proportional solenoid valve.

9. An intelligent anti-collision and vibration reduction method based on the intelligent anti-collision and vibration reduction device according to any one of claims 1 to 8, characterized in that, Includes the following steps: 1) The controller acquires impact pressure data collected by the pressure sensor, deformation displacement data of the intelligent anti-collision and vibration reduction device collected by the laser displacement sensor, and damping medium temperature data collected by the temperature sensor in real time. The controller obtains the tonnage of the target ship through the Automatic Identification System. 2) Perform real-time numerical integration based on the impact pressure data and the deformation displacement data of the anti-collision and vibration damping device to calculate the cumulative impact energy during the current impact process; 3) Based on the temperature data of the damping medium, calculate the viscosity drift of the damping medium caused by temperature, and generate the corresponding temperature compensation coefficient to correct the change in damping force; 4) Input the tonnage of the target ship, the cumulative impact energy, and the temperature compensation coefficient into the preset control model for calculation to obtain the target opening adjustment signal of the proportional solenoid valve; The control model employs hierarchical control logic, including: a feedforward control layer that queries a preset mapping correlation matrix based on the tonnage and outputs a basic opening signal; and a feedback fine-tuning layer that generates a corresponding PID deviation signal based on the real-time calculated cumulative impact energy and temperature compensation coefficient, and superimposes the PID deviation signal onto the basic opening signal to fit and generate the final target opening adjustment signal. 5) The target opening adjustment signal is output to the proportional solenoid valve to dynamically adjust the damping force of the damper; wherein, during the dynamic adjustment process, if the deformation displacement data of the intelligent anti-collision and vibration damping device reaches the preset limit deformation threshold, the controller forcibly outputs the preset safety opening signal to the proportional solenoid valve to make the valve orifice opening of the proportional solenoid valve reach the preset safety value, so as to prevent the intelligent anti-collision and vibration damping device from undergoing excessive deformation beyond the limit.

10. The intelligent anti-collision and vibration reduction method according to claim 9, characterized in that, In step 1), the controller obtains the tonnage of the target vessel through the Automatic Identification System (AIS). M est Real-time acquisition of impact pressure data collected by pressure sensors and deformation displacement data of the intelligent anti-collision and vibration reduction device collected by laser displacement sensors. S(k) and temperature data of the damping medium collected by the temperature sensor. T(k) ,in, k This is the current sampling period; Among them, at the initial trigger sampling time when the controller determines that an impact has occurred k 0 The controller utilizes the continuous impact at the initial stage n The initial impact velocity of the ship is calculated by numerically differentiating the deformation displacement data from each sampling period. v 0 : ； In step 2), the specific formula for calculating the actual cumulative impact energy based on the impact pressure data and displacement data is as follows: ； ； in, F(k) and F(k-1) These are the equivalent impact forces for the current and previous sampling periods, respectively. P avg (k) This represents the average impact pressure data collected by multiple pressure sensors during the current cycle. A eff The effective bearing area of ​​the pressure equalization plate that transmits the impact force to the sensor; S(k) and S(k-1) These are the deformation and displacement data of the intelligent anti-collision and vibration reduction device for the current and previous sampling periods, respectively. E actual (k) and E actual (k-1) These represent the actual cumulative impact energy of the current and previous sampling periods, respectively. In step 3), the formula for calculating the temperature compensation coefficient is: ； in, K T (k) This is the temperature compensation coefficient for the current sampling period. T(k) This is the current real-time measured temperature data of the damping medium. T 0 The calibrated standard reference temperature, α The preset temperature-viscosity sensitivity coefficient of the damping medium and α >0; In step 4), the solution process of the control model includes: The controller is based on the tonnage M est Initial impact speed of the ship v 0 Calculate the ideal target energy at the current displacement. E ideal (k) : in, S limit This represents the maximum allowable backward movement distance of the front support plate. γ The shape factor of the energy-consuming trajectory; Calculate the normalized energy deviation rate for the current sampling period. ε(k) : in, C 0 A preset, extremely small positive number, used to prevent when v 0 A division-by-zero error occurs when the value approaches zero. The formula for calculating the basic opening signal of the feedforward control layer is: ； in, O ff For the feedforward base opening signal, M est For tonnage information, O max This refers to the maximum design opening of the proportional solenoid valve. β This is the preset tonnage matching coefficient; The formula for calculating the PID deviation signal of the feedback fine-tuning layer is: in, O pid （k） This represents the PID deviation adjustment amount for the current sampling period. ε(k) and ε(k-1) These are the normalized energy deviation rates between the current sampling period and the previous sampling period, respectively. △t The duration of the sampling period. K p 、K i 、K d These are proportional control gain, integral control gain, and derivative control gain, respectively. In step 5), the controller outputs the final opening command to the proportional solenoid valve. O final (k) The logical judgment function is: Where min[·] and max(·) are the boundary constraint functions for taking the minimum and maximum values, respectively; O min The preset minimum allowable opening boundary and O min >0; O safe To ensure the valve orifice opening reaches the preset safety value; S max_history This is the largest displacement ever recorded since the berthing and impact event, and once... S max_history Reaching the maximum allowable backward movement distance of the front support plate S limit The controller triggers a safety protection mechanism, keeping the valve orifice opening of the proportional solenoid valve constant. O safe .

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