A vehicle passenger ferry having a stable landing platform

Abstract

This invention relates to the field of marine engineering technology, and more particularly to a vehicle-passenger ferry with a stable connecting platform. The ferry includes a main body, with a connecting platform rotatably connected to its bow and stern. The end of the connecting platform furthest from the main body is connected to the road surface. The main body provides clearance for the connecting platform to move. A first drive assembly is located at the end of the connecting platform closest to the road surface, and a second drive assembly is located at the hinge between the main body and the connecting platform. A sensor network consisting of several sensors is provided on the connecting platform. The sensor network, the first drive assembly, and the second drive assembly are all connected to a controller. This invention enables automatic identification of objects passing on the connecting platform and dynamic switching of cooperative motion control strategies based on the identification results, without manual intervention, significantly improving the adaptability of the connecting platform to different usage scenarios.

Description

Technical Field

[0001] This invention relates to the field of marine engineering technology, and in particular to a vehicle and passenger ferry with a stable connection platform. Background Technology

[0002] As a means of transportation connecting the two sides of a waterway, car ferries serve both vehicle and passenger transport functions. During the berthing operation of car ferries, the gangway (also known as a ramp) is an important passageway for vehicles and personnel to pass between the vessel and the dock. Traditional car ferry gangways typically employ a passive support structure, with one end hinged to the hull and the other end directly resting on the dock floor, relying on gravity for stability.

[0003] However, in actual operation, the vehicle-passenger ferry connection platform faces the following technical problems:

[0004] First, the swaying caused by waves affects the stability of passage. Affected by factors such as tides and waves, ships still experience slight heave and swaying during berthing operations. This swaying is transmitted to the berthing platform through the hinge point between the hull and the berthing platform, causing the end of the berthing platform to have a vertical displacement relative to the dock ground. This creates gaps or impacts between the berthing platform and the ground, which not only affects the smoothness of vehicle passage but also poses a safety risk to pedestrians.

[0005] Secondly, different types of pedestrians have different requirements for the stability of the connecting platform. When vehicles pass, the connecting platform mainly bears static and dynamic loads. The weight of the vehicle itself plays a certain "anchoring" role and is not sensitive to the shaking of the connecting platform. However, when pedestrians pass, even a slight vibration of the connecting platform can cause discomfort and instability risk to pedestrians. Studies have shown that when the excitation frequency (about 1 to 2.5 Hz) generated by pedestrians' steps is close to the low-order natural frequency of the connecting platform, resonance is likely to occur, which further aggravates the vibration of the platform.

[0006] Third, existing active wave compensation technologies do not have a collaborative optimization design for mixed pedestrian and vehicle traffic scenarios. The existing wave compensation ramps are mostly driven by hydraulic winches, which have complex actuators and limited response speed. Their control strategies focus on the overall heave compensation of the ramp, without distinguishing and processing interference in different frequency bands, and without considering the essential differences in frequency domain between vehicle traffic loads and pedestrian footstep vibrations.

[0007] How to automatically identify objects on the current bonding platform and dynamically switch collaborative motion control strategies based on the identification results, without manual intervention, significantly improving the bonding platform's adaptability to different usage scenarios, has become a technical problem that needs to be solved.

[0008] In conclusion, the existing technology obviously has inconveniences and defects in practical use, so it is necessary to improve it. Summary of the Invention

[0009] To address the aforementioned shortcomings, the present invention aims to provide a vehicle-passenger ferry with a stable docking platform, which can automatically identify the objects passing on the current docking platform and dynamically switch the cooperative motion control strategy based on the identification results, without the need for manual intervention, thus significantly improving the docking platform's adaptability to different usage scenarios.

[0010] To achieve the above objectives, the present invention provides a vehicle and passenger ferry with a stable connecting platform, comprising a vehicle and passenger ferry body, wherein a connecting platform is rotatably connected to the bow and stern of the vehicle and passenger ferry body, the end of the connecting platform away from the vehicle and passenger ferry body is connected to the road surface, the vehicle and passenger ferry body is provided with a clearance space for the connecting platform to move, a first drive component is provided at the end of the connecting platform near the road surface, and a second drive component is provided at the hinge between the vehicle and passenger ferry body and the connecting platform.

[0011] The platform is equipped with a sensor network consisting of several sensors, and the sensor network, the first drive component, and the second drive component are all connected to the controller.

[0012] The controller identifies the traffic status on the platform based on vibration signals collected by the sensor network, including vehicle traffic status (Sveh), pedestrian traffic status (Sped), and empty status (Semp). It performs frequency band decomposition on the vibration signals and matches the interference of different frequency bands (Plow, Pmid, Phigh) to the first drive component and the second drive component for collaborative control. Based on the traffic status identification results, it dynamically sets the output limiting threshold of the first drive component so that the output limiting threshold of the first drive component in the pedestrian traffic status is less than the output limiting threshold in the vehicle traffic status.

[0013] According to the present invention, the standard for frequency band decomposition of the vehicle-passenger ferry with a stable connection platform is as follows: Plow corresponds to the 0~0.5Hz frequency band, Pmid corresponds to the 0.5~5Hz frequency band, and Phigh corresponds to the ≥5Hz frequency band.

[0014] According to the present invention, in a vehicle-passenger ferry with a stable mounting platform, the second drive assembly includes at least one piezoelectric stack actuator, which is subjected to pre-stress during installation.

[0015] According to the present invention, a passenger ferry with a stable docking platform, the first drive assembly includes at least one electric cylinder, the electric cylinder including a cylinder body, a piston rod, a servo motor for driving the piston rod to extend and retract, and a transmission mechanism, and a support base is provided at the lower end of the electric cylinder, the support base including an elastic buffer pad and a replaceable wear-resistant contact plate.

[0016] According to the present invention, a vehicle-passenger ferry with a stable connecting platform includes a sensor network comprising a first accelerometer arranged at the hinge point between the connecting platform and the vehicle-passenger ferry body, a second, third, and fourth accelerometer arranged on the upper surface at 1 / 3, 1 / 2, and 2 / 3 of the length direction of the connecting platform, a fifth accelerometer arranged on the lower surface of the connecting platform, a displacement sensor or laser rangefinder arranged at the front end of the connecting platform, and attitude sensors arranged at the middle of the two side edges of the connecting platform.

[0017] The present invention also provides a method for coordinated motion control of the connecting platform of a vehicle-passenger ferry, comprising the following steps:

[0018] S1. The sensor network collects the vibration and pose signals of the erection platform in real time. S2. The controller performs a Fourier transform on the collected vibration signals to obtain the spectral distribution information.

[0019] S3. Identify traffic conditions based on spectral distribution information and acceleration signal amplitude characteristics, including vehicle traffic condition (Sveh), pedestrian traffic condition (Sped), and empty vehicle condition (Semp). S4. Select the corresponding gain coefficient and output limiting threshold based on the traffic condition. S5. Perform frequency band decomposition on the vibration signal, matching low-frequency interference to the first drive component and mid-to-high-frequency interference to the second drive component. S6. Calculate the actuator output control quantity and output control commands according to the preset control algorithm. S7. The first drive component performs pose adjustment, and the second drive component performs vibration suppression, achieving coordinated motion control of the platform.

[0020] According to the vehicle-passenger ferry docking platform coordinated motion control method of the present invention, in step S4, when the identification result is vehicle passage state Sveh, the first drive component is used as the dominant actuator, and the second drive component does not output control force or only outputs a preset minimum holding force.

[0021] When the recognition result is pedestrian crossing status Sped, the second drive component is used as the main actuator and the first drive component is used as the auxiliary actuator, so that the output force of the first drive component is more strictly constrained, avoiding excessive adjustment when pedestrians are crossing.

[0022] When the identification result is the no-load state Semp, both the first drive component and the second drive component remain in standby state with low gain, and only perform position holding control.

[0023] According to the collaborative motion control method for the connecting platform of the vehicle-passenger ferry of the present invention, the calculation of the actuator output control quantity in S6 is performed using the following formula:

[0024] Uout=Ga·(Kd·D+Kv·V+Ka·A)·σ.

[0025] Where Uout is the actuator output control quantity, D is the displacement deviation of the front end of the platform relative to the target position, V is the vibration velocity of the platform, A is the vibration acceleration of the platform, Kd, ​​Kv, and Ka are control coefficients, Ga is the gain coefficient, σ is the passage state decision factor, and σ(Sveh)>σ(Sped)>σ(Semp).

[0026] According to the cooperative motion control method for the connecting platform of a vehicle-passenger ferry of the present invention, the controller calculates the output control force of the second drive component using the following formula:

[0027] Uact=η2·Gpz(Pmid)+η3·Gpz(Phigh).

[0028] Where η2+η3=1, Gpz(Pmid) and Gpz(Phigh) are the output gain functions of the second driving component in the mid-frequency and high-frequency bands, respectively.

[0029] The purpose of this invention is to provide a vehicle-passenger ferry with a stable connection platform, including the vehicle-passenger ferry body and sensor network, etc., which realizes intelligent recognition and decision-making in mixed human and vehicle traffic scenarios. By setting up a sensor network to collect vibration signals from the platform and performing Fourier transform analysis, the system can automatically identify objects passing on the platform and dynamically switch the cooperative motion control strategy based on the identification results, without manual intervention, significantly improving the platform's adaptability to different usage scenarios. A frequency band division mechanism between the first and second drive components is established, precisely matching interference from different frequency bands to the corresponding actuators, with the two actuators complementing each other in the frequency domain. The introduction of output limiting and dynamic adjustment of frequency band weight coefficients enables adaptive optimization of cooperative motion, allowing actuators to have different output intensities under different traffic conditions. Simultaneously, the frequency band weight adaptive submodule dynamically adjusts the weight coefficients based on the spectral characteristics of the platform's real-time dynamic response, enabling the control system to continuously optimize the compensation force distribution across frequency bands, resulting in stronger anti-interference capabilities and environmental adaptability. Through the precise suppression of mid-to-high frequency bands by the second drive component, combined with the low-gain auxiliary support of the first drive component during pedestrian passage, the system ensures the basic stability of the platform while avoiding excessive platform sway caused by large-scale electric cylinder movements, effectively improving pedestrian comfort and safety.

[0030] In summary, the beneficial effects of the present invention are: it can automatically identify the objects passing through the current bonding platform and dynamically switch the collaborative motion control strategy based on the identification results, without the need for manual intervention, which significantly improves the bonding platform's adaptability to different usage scenarios. Attached Figure Description

[0031] Figure 1 This is a structural diagram of the present invention;

[0032] Figure 2 This is a structural diagram of the platform connection area;

[0033] In the diagram: 1-Car and passenger ferry body, 11-Connecting platform, 12-First drive assembly, 13-Second drive assembly, 2-Road surface. Detailed Implementation

[0034] 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. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0035] See Figure 1 and Figure 2 This invention provides a vehicle ferry with a stable connecting platform, comprising a vehicle ferry body 1, with connecting platforms 11 rotatably connected to the bow and stern of the vehicle ferry body 1 (the following description of the connecting platform 11 uses one connecting platform 11 as an example; the structures of the two connecting platforms 11 are identical). The connecting platform 11 has a long strip-shaped structure, with one end hinged to the vehicle ferry body 1, and the other end connecting to the road surface 2 (i.e., the dock surface) after the vessel is moored and unfolded. The vehicle ferry body 1 is provided with certain adjustable features for the connecting platform 11 to move. The clearance space allows the connecting platform 11 to move a certain distance to the left and right. The end of the connecting platform 11 closest to the road surface 2 is provided with a first drive component 12. The hinge between the vehicle and passenger ferry body 1 and the connecting platform 11 is provided with a second drive component 13. The connecting platform 11 is provided with a sensor network composed of several sensors. The sensor network, the first drive component 12 and the second drive component 13 are all connected to the controller. After the information collected by the sensor network is analyzed by the controller, an adjustment signal is issued to adjust the first drive component 12 and the second drive component 13.

[0036] See Figure 1 and Figure 2 Specifically, the first drive assembly 12 includes electric cylinders symmetrically arranged on both sides of the front end of the overlapping platform in the width direction. Each electric cylinder includes a cylinder body, a piston rod, a servo motor for driving the piston rod to extend and retract, and a ball screw transmission mechanism. The lower end of the electric cylinder is provided with a support base, which includes an elastic buffer pad and a replaceable wear-resistant contact plate to adapt to the flatness of different road surfaces and reduce maintenance costs.

[0037] See Figure 1 and Figure 2Specifically, the second drive assembly 13 includes four piezoelectric stacked actuators, symmetrically arranged in pairs on the front and rear sides and left and right sides of the hinge. One end is fixedly connected to the rear structure of the connecting platform 11, and the other end is fixedly connected to the vehicle ferry body 1. The piezoelectric stacked actuators are stacked piezoelectric ceramic actuators with a maximum output force of not less than 500N and a frequency response range of 0~500Hz, with the best output efficiency in the mid-to-high frequency range of 1~100Hz. Pre-stressing mechanisms are provided at the connections between the piezoelectric stacked actuators and the connecting platform 11 and the vehicle ferry body 1 to ensure that the actuators can work effectively in both tensile and compressive directions.

[0038] See Figure 1 and Figure 2 Specifically, the sensor network includes a first accelerometer located at the hinge between the connecting platform 11 and the vehicle-passenger ferry body 1; second, third, and fourth accelerometers located on the upper surface of the connecting platform 11 at 1 / 3, 1 / 2, and 2 / 3 of its length; a fifth accelerometer located on the lower surface of the connecting platform 11; a laser displacement sensor located at the front end of the connecting platform 11; and attitude sensors located at the middle of the two side edges of the connecting platform 11. All accelerometers have a detection range of 0~200Hz and a measurement accuracy of not less than 0.1mg. The laser displacement sensor has a measurement range of 0~1m and an accuracy of not less than 1mm. The attitude sensor uses a miniature electronic gyroscope with an angle detection accuracy of not less than 0.1 degrees.

[0039] See Figure 1 and Figure 2 Specifically, the controller is installed on the vehicle-passenger ferry body 1 and is electrically connected to all sensors in the sensor network, the electric cylinder servo driver of the first drive component 12, and the piezoelectric stack actuator driver of the second drive component 13. The controller adopts an embedded industrial control computer and integrates a cooperative motion decision arbitration module.

[0040] See Figure 1 and Figure 2 The control method of the controller of the present invention is as follows:

[0041] S1. The controller collects the detection signals of all sensors in the sensor network in real time, performs Fourier transform processing on the collected vibration signals, converts the time domain signals into frequency domain signals, and obtains the vibration spectrum distribution information of the lap platform 11.

[0042] S2. The controller identifies the type of object currently passing on the overlapping platform based on the amplitude and waveform characteristics of the signals detected by the accelerometers located on the upper surface of the overlapping platform 11.

[0043] When the amplitude of the detected signal exhibits periodic step pulse characteristics and has a high peak value and a long duration, it is determined to be a vehicle passage state (Sveh).

[0044] When the amplitude of the detected signal exhibits low amplitude and high frequency continuous fluctuation characteristics, it is determined to be a pedestrian crossing state (Sped).

[0045] When the amplitude of the detected signal is lower than the first threshold and remains so for a certain period of time, it is determined to be in an unloaded state (Semp).

[0046] S3. The controller performs frequency band decomposition on the collected vibration signal, and defines the frequency band division according to the frequency f as follows:

[0047] When 0 ≤ f < 0.5 Hz, it is classified as the low-frequency band Plow.

[0048] When 0.5Hz≤f<5Hz, it is classified as the mid-frequency band Pmid.

[0049] When f≥5Hz, it is classified as the high-frequency band Phigh.

[0050] The low-frequency band Plow (0~0.5Hz) mainly corresponds to the interference caused by the overall heave and roll motion of the ship due to wave action. The first drive component 12 performs heave compensation for this frequency band interference. The mid-frequency band Pmid (0.5~5Hz) mainly corresponds to the interference caused by pedestrian footsteps (typical frequency 1~2.5Hz). The second drive component 13 performs active vibration reduction for this frequency band interference, while the first drive component 12 participates in auxiliary support with a lower gain. The high-frequency band Phigh (≥5Hz) mainly corresponds to structural elastic vibration and random environmental vibration. The second drive component 13 performs high-frequency micro-amplitude vibration suppression for this frequency band interference.

[0051] S4. The cooperative motion decision arbitration module executes the following output arbitration logic based on the traffic status identification result and the spectral distribution of the interference signal:

[0052] When the identification result is vehicle passage status Sveh, the first drive component 12 acts as the main actuator, and the second drive component 13 does not output control force or only outputs a preset minimum holding force. At the same time, the controller sets the output limiting threshold of the first drive component 12 to the first output limiting threshold Ulim1. This first output limiting threshold is dynamically adjusted according to the load size when the vehicle passes, so as to avoid the first drive component 12 causing severe vibration of the connecting platform 11 due to excessive output force.

[0053] When the identification result is pedestrian crossing status Sped, the second drive component 13 is used as the main actuator and the first drive component 12 is used as the auxiliary actuator. At this time, the controller sets the output limiting threshold of the first drive component 12 to the second output limiting threshold Ulim2. The second output limiting threshold is less than the first output limiting threshold Ulim1, so that the output force of the first drive component 12 is more strictly constrained, avoiding excessive adjustment when pedestrians are crossing. The second drive component 13 outputs corresponding compensation control force according to the vibration amplitude of the mid-frequency band and the high-frequency band.

[0054] When the identification result is the no-load state Semp, both the first drive component 12 and the second drive component 13 remain in standby state with low gain and only perform position holding control.

[0055] S5. The controller calculates the final output of each actuator according to the following formula:

[0056] Formula 1: Uout=Ga·(Kd·D+Kv·V+Ka·A)·σ

[0057] Wherein, Uout is the output control quantity of the actuator (output force of the first drive component 12 or output displacement of the second drive component 13); Ga is the gain coefficient selected according to the traffic state S; D is the displacement deviation of the front end of the overlapping platform relative to the target position; V is the vibration velocity of the overlapping platform; A is the vibration acceleration of the overlapping platform; Kd, Kv, and Ka are the corresponding control coefficients; σ is the traffic state decision factor. For the vehicle traffic state Sveh, σ(Sveh) = α, where α takes a value of 0.8 to 1.0; for the pedestrian traffic state Sped, σ(Sped) = β, where β takes a value of 0.3 to 0.6; for the unloaded state Semp, σ(Semp) = γ, where γ takes a value of 0 to 0.2, and α > β > γ.

[0058] Formula 2: Uact=η2·Gpz(Pmid)+η3·Gpz(Phigh)

[0059] Wherein, Uact is the control force vector output by the second drive component 13; η2 and η3 are frequency band weighting coefficients, satisfying η2+η3=1; Gpz(Pmid) is the output gain function of the second drive component 13 in the mid-frequency band Pmid; and Gpz(Phigh) is the output gain function of the second drive component 13 in the high-frequency band Phigh.

[0060] The collaborative motion decision arbitration module sends control commands to the first drive component 12 and the second drive component 13 respectively based on the output control quantities calculated by formula 1 and formula 2, thereby realizing the collaborative motion control of the connecting platform 11.

[0061] Preferably, the collaborative motion decision arbitration module also includes a frequency band weight adaptive submodule, which dynamically adjusts the frequency band weight coefficients η2 and η3 in Formula 2 according to the real-time dynamic response characteristics of the bonding platform 11. This is a mature existing technology in the field and will not be described in detail here.

[0062] In use, after the ferry body 1 docks and the connecting platform 11 unfolds, to avoid dangerous situations, pedestrians and vehicles are separated, for example, pedestrians pass first and then vehicles. The sensor network collects the detection data of each sensor at a sampling frequency of 1000Hz and transmits the detection data to the controller in real time. The controller performs real-time Fourier transform processing on the collected vibration signals, converting the time domain signal into a frequency domain signal to obtain the vibration spectrum distribution information of the connecting platform 11. The collaborative motion decision arbitration module identifies the passage status based on the amplitude and waveform characteristics of the signals detected by the second, third, and fourth acceleration sensors (assuming the root mean square of the acceleration detection value is Arms, when Arms > 0.5g and the signal shows obvious step pulse characteristics, it is determined to be a vehicle). The system is categorized into two states: pedestrian crossing and no-load states. The pedestrian crossing state is defined as follows: when 0.05g ≤ Arms ≤ 0.5g and the signal exhibits continuous random fluctuations; when Arms < 0.05g and lasts for more than 5 seconds, the no-load state is defined. In this embodiment, g is taken as 9.81 m / s². Based on the spectral distribution information, the vibration signal is decomposed into frequency bands: the frequency band from 0 to 0.5 Hz is defined as the low-frequency band (Plow), 0.5 to 5 Hz as the mid-frequency band (Pmid), and ≥ 5 Hz as the high-frequency band (Phigh). The actuator output is calculated using formulas 1 and 2. In formula 1, the pedestrian crossing state decision factor is defined as: σ(Sveh) = 0.9, σ(Sped) = 0.5, and σ(Semp) = 0.1. In Formula 2, the initial values ​​of the frequency band weight coefficients are set to η2=0.7 and η3=0.3. The frequency band weights are adaptively adjusted: the frequency band weight adaptive submodule dynamically updates η2 and η3 according to the adjustment rules based on the difference between the real-time dynamic response spectrum R of the bonding platform 11 and the expected response spectrum Rdes. The learning rate λ is set to 0.1, and the weight coefficients are updated every 0.5 seconds. The controller sends control commands to the first drive component 12 and the second drive component 13 respectively according to the calculation results of Formula 1 and Formula 2 to achieve coordinated motion control.

[0063] This invention provides a vehicle-passenger ferry with a stable connection platform, including the vehicle-passenger ferry body and sensor network, etc., which realizes intelligent recognition and decision-making in mixed human and vehicle traffic scenarios. By setting up a sensor network to collect vibration signals from the platform and performing Fourier transform analysis, the system can automatically identify objects passing on the platform and dynamically switch the cooperative motion control strategy based on the identification results, without manual intervention, significantly improving the platform's adaptability to different usage scenarios. A frequency band division mechanism between the first and second drive components is established, precisely matching interference from different frequency bands to the corresponding actuators, with the two actuators complementing each other in the frequency domain. The introduction of output limiting and dynamic adjustment of frequency band weight coefficients enables adaptive optimization of cooperative motion, allowing actuators to have different output intensities under different traffic conditions. Simultaneously, the frequency band weight adaptive submodule dynamically adjusts the weight coefficients based on the spectral characteristics of the platform's real-time dynamic response, enabling the control system to continuously optimize the compensation force distribution across frequency bands, resulting in stronger anti-interference capabilities and environmental adaptability. Through the precise suppression of mid-to-high frequency bands by the second drive component, combined with the low-gain auxiliary support of the first drive component during pedestrian passage, the system ensures the basic stability of the platform while avoiding excessive platform sway caused by large-scale electric cylinder movements, effectively improving pedestrian comfort and safety. In summary, the beneficial effects of the present invention are: it can automatically identify the objects passing through the current bonding platform and dynamically switch the collaborative motion control strategy based on the identification results, without the need for manual intervention, which significantly improves the bonding platform's adaptability to different usage scenarios.

[0064] Of course, the present invention may have other various embodiments. Without departing from the spirit and essence of the present invention, those skilled in the art can make various corresponding changes and modifications according to the present invention, but these corresponding changes and modifications should all fall within the protection scope of the appended claims.

Claims

1. A vehicle and passenger ferry with a stable connecting platform, characterized in that, Includes a vehicle and passenger ferry body, with a connecting platform rotatably connected to the bow and stern of the vehicle and passenger ferry body. The end of the connecting platform away from the main body of the vehicle and passenger ferry is connected to the road surface. The main body of the vehicle and passenger ferry is provided with clearance space for the connecting platform to move. The end of the connecting platform closer to the road surface is provided with a first drive component. The hinge between the main body of the vehicle and passenger ferry and the connecting platform is provided with a second drive component. The platform is equipped with a sensor network consisting of several sensors. The sensor network, the first drive component, and the second drive component are all connected to the controller. The controller identifies the traffic status on the platform based on vibration signals collected by the sensor network, including vehicle traffic status (Sveh), pedestrian traffic status (Sped), and empty status (Semp). It performs frequency band decomposition on the vibration signals and matches the interference of different frequency bands (Plow, Pmid, Phigh) to the first drive component and the second drive component for collaborative control. Based on the traffic status identification results, it dynamically sets the output limiting threshold of the first drive component so that the output limiting threshold of the first drive component in the pedestrian traffic status is less than the output limiting threshold in the vehicle traffic status.

2. The vehicle-passenger ferry with a stable connecting platform according to claim 1, characterized in that, The standard for frequency band decomposition is that Plow corresponds to the 0~0.5Hz frequency band, Pmid corresponds to the 0.5~5Hz frequency band, and Phigh corresponds to the ≥5Hz frequency band.

3. The vehicle-passenger ferry with a stable connecting platform according to claim 1, characterized in that, The second drive assembly includes at least one piezoelectric stack actuator, which is prestressed during installation.

4. The vehicle-passenger ferry with a stable connecting platform according to claim 1, characterized in that, The first drive assembly includes at least one electric cylinder, which includes a cylinder body, a piston rod, a servo motor for driving the piston rod to extend and retract, and a transmission mechanism. The lower end of the electric cylinder is provided with a support base, which includes an elastic buffer pad and a replaceable wear-resistant contact plate.

5. The vehicle-passenger ferry with a stable connecting platform according to claim 1, characterized in that, The sensor network includes a first accelerometer located at the hinge between the connecting platform and the vehicle-passenger ferry body; a second, third, and fourth accelerometer located on the upper surface at 1 / 3, 1 / 2, and 2 / 3 of the length of the connecting platform; a fifth accelerometer located on the lower surface of the connecting platform; a displacement sensor or laser rangefinder located at the front end of the connecting platform; and attitude sensors located at the middle of the two side edges of the connecting platform.

6. A method for coordinated motion control of the connecting platform of a vehicle-passenger ferry, based on the vehicle-passenger ferry according to any one of claims 1 to 5, characterized in that, Includes the following steps: S1. The sensor network collects the vibration and pose signals of the overlapping platform in real time; S2. The controller performs a Fourier transform on the collected vibration signal to obtain the spectral distribution information. S3. Identify traffic status based on spectrum distribution information and acceleration signal amplitude characteristics, including vehicle traffic status Sveh, pedestrian traffic status Sped, and empty vehicle status Semp. S4. Select the corresponding gain coefficient and output limiting threshold according to the traffic status; S5. Perform frequency band decomposition on the vibration signal, match low-frequency interference to the first drive component, and match mid-to-high frequency interference to the second drive component; S6. Calculate the actuator output control quantity and output control command according to the preset control algorithm; S7. The first drive component performs pose adjustment, and the second drive component performs vibration suppression, thereby realizing coordinated motion control of the lap platform.

7. The vehicle-passenger ferry with a stable connecting platform according to claim 6, characterized in that, In S4, when the identification result is vehicle passage status Sveh, the first drive component acts as the dominant actuator, and the second drive component does not output control force or only outputs a preset minimum holding force. When the recognition result is pedestrian crossing status Sped, the second drive component is used as the main actuator and the first drive component is used as the auxiliary actuator, so that the output force of the first drive component is more strictly constrained, avoiding excessive adjustment when pedestrians are crossing. When the identification result is the no-load state Semp, both the first drive component and the second drive component remain in standby state with low gain, and only perform position holding control.

8. The vehicle-passenger ferry with a stable connecting platform according to claim 6, characterized in that, The formula used to calculate the actuator output control quantity in S6 is as follows: Uout=Ga·(Kd·D+Kv·V+Ka·A)·σ; Where Uout is the actuator output control quantity, D is the displacement deviation of the front end of the platform relative to the target position, V is the vibration velocity of the platform, A is the vibration acceleration of the platform, Kd, ​​Kv, and Ka are control coefficients, Ga is the gain coefficient, σ is the passage state decision factor, and σ(Sveh)>σ(Sped)>σ(Semp).

9. The vehicle-passenger ferry with a stable connecting platform according to claim 6, characterized in that, The controller calculates the output control force of the second drive component using the following formula: Uact=η2·Gpz(Pmid)+η3·Gpz(Phigh); Where η2+η3=1, Gpz(Pmid) and Gpz(Phigh) are the output gain functions of the second driving component in the mid-frequency and high-frequency bands, respectively.

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