Coordinated control method and system for roll-on / roll-off ship ramp and wharf floating platform

Abstract

This application proposes a collaborative control method and system for a ro-ro ship gangway and a floating dock platform. The collaborative control method is executed by a master control unit located on the ro-ro ship gangway, which is driven by a hydraulic drive mechanism. The collaborative control method includes: determining low-frequency feedforward control commands for the ro-ro ship gangway on a slow-varying time scale; determining medium-frequency feedforward control commands for the ro-ro ship gangway on a medium-speed time scale; determining high-frequency feedback control commands for the ro-ro ship gangway on a fast time scale; superimposing the low-frequency, medium-frequency, and high-frequency feedback control commands to obtain a drive control quantity, which is output to the hydraulic drive mechanism to drive the movement of the ro-ro ship gangway; predicting the longitudinal displacement change at the end of the ro-ro ship gangway and sending it to the slave control unit of the floating dock platform to instruct the slave control unit to drive the longitudinal adjustment mechanism of the floating dock platform to perform longitudinal active follow-up compensation. This application achieves smooth docking based on multi-scale collaborative control.

Description

Technical Field

[0001] This invention relates to the field of automatic control technology for port operations, and more specifically, to a method and system for coordinated control of a roll-on / roll-off ship ramp and a floating platform at a wharf. Background Technology

[0002] In related technologies, the docking of roll-on / roll-off ships for loading and unloading usually adopts a docking method that involves manually adjusting the angle of the ramp and using a passive floating platform. However, due to the combined effects of tidal changes, longitudinal offset during loading and unloading, and wind and wave disturbances, the docking impact is large, the slope angle is prone to exceed the limit, and the contact surface is severely worn, making it difficult to effectively guarantee operational efficiency and passage safety. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.

[0004] Therefore, the first aspect of the present invention proposes a method for coordinated control of a roll-on / roll-off ship ramp and a floating dock platform.

[0005] A second aspect of the present invention proposes a method for the coordinated control of a roll-on / roll-off ship ramp and a floating dock platform.

[0006] A third aspect of the present invention proposes another collaborative control system for roll-on / roll-off ship gangways and floating dock platforms.

[0007] The fourth aspect of this application proposes an electronic device.

[0008] The fifth aspect of this application proposes a computer-readable storage medium.

[0009] In view of this, a first aspect of the present invention provides a method for coordinated control of a ro-ro ship gangway and a floating dock platform, executed by a master control terminal located on the ro-ro ship gangway, the ro-ro ship gangway being driven by a hydraulic drive mechanism, the coordinated control method comprising:

[0010] The sensor acquisition unit acquires real-time tide level data, tide forecast data, ship draft and trim data, ship heave and pitch motion data of the port where the ro-ro ship is located, and also acquires the ro-ro ship's operation flow scheduling data.

[0011] On a slowly varying timescale, low-frequency feedforward control commands for the ro-ro ship ramp are determined based on real-time tide level data and tide forecast data.

[0012] On the medium-speed time scale, the predicted value of the trim is calculated based on the ship's draft and trim data and the operation flow scheduling data, and then the medium-frequency feedforward control command of the roll-on / roll-off ship's ramp is determined.

[0013] On a fast timescale, based on the ship's heave and pitch motion data, a constrained model predictive control algorithm is used to determine the high-frequency feedback control commands for the ro-ro ship's ramp.

[0014] The low-frequency feedforward control command, the medium-frequency feedforward control command and the high-frequency feedback control command are superimposed to obtain the drive control quantity of the ro-ro ship ramp, and output to the hydraulic drive mechanism to drive the ro-ro ship ramp to move.

[0015] The system acquires real-time status data of the ro-ro ship ramp, predicts the longitudinal displacement change at the end of the ramp, and sends it to the slave control terminal of the floating platform at the pier, so as to instruct the slave control terminal to drive the longitudinal adjustment mechanism of the floating platform at the pier to perform longitudinal active follow-up compensation.

[0016] This application constructs a multi-timescale feedforward and feedback composite control architecture for the main control terminal on the ro-ro ship ramp side. Through sensor acquisition, hierarchical control, and command superposition, it solves the problems of insufficient control accuracy and response lag in ro-ro ship ramps and floating dock platforms when subjected to multiple types of disturbance superposition.

[0017] Based on the overall architecture where the control logic is executed by the main control unit located on the ro-ro ship's ramp, and the ramp is powered by a hydraulic drive mechanism, this system utilizes a multi-source fusion sensing technology that simultaneously collects real-time port tide level data, tidal forecast data, ship draft and trim data, ship heave and pitch motion data, and ro-ro ship operation flow scheduling data. To address the slow-varying systematic shifts caused by tidal level changes, low-frequency feedforward control commands are generated based on tide-related data at a slow-varying time scale. This proactively offsets the systematic drift of the ship's deck height caused by tidal differences, eliminates the continuous shift of the ramp's slope angle caused by long-period water level fluctuations, and avoids the lag and errors of manual segmented adjustments. For medium-speed trim changes caused by loading and unloading operations, the system calculates the predicted trim value at a medium-speed time scale by combining ship draft data, trim data, and operation flow scheduling data, and generates medium-frequency feedforward control commands. This proactively compensates for the ship's center of gravity shift and trim changes caused by batch loading and unloading of vehicles, significantly reducing the frequency of slope angle exceeding limits during loading and unloading. To address the rapid hull motion disturbances caused by wind and waves, a constrained model predictive control algorithm generates high-frequency feedback control commands based on hull heave and pitch motion data on a rapid timescale. This allows for real-time tracking and suppression of random micro-amplitude disturbances induced by wind, waves, and wakes from passing vessels, filling the gap in random error coverage that feedforward control cannot cover. Furthermore, low-frequency, mid-frequency, and high-frequency feedback control commands are superimposed to obtain the drive control quantity for the ro-ro ship's ramp, which is then output to the hydraulic drive mechanism. Through a composite control mechanism that eliminates main body deviations via feedforward and corrects residual errors via feedback, precise suppression of disturbances across the entire frequency band is achieved, ensuring continuous stability of the ramp's slope angle and docking contact force. Simultaneously, real-time status data of the ro-ro ship ramp is acquired, the longitudinal displacement change at the ramp end is predicted and sent to the slave control end of the terminal floating platform, instructing the slave control end to drive the longitudinal adjustment mechanism of the terminal floating platform to perform longitudinal active follow-up compensation. Through the master-slave dual-end collaborative mechanism of ramp master control and floating platform slave, the longitudinal relative sliding of the docking surface caused by ramp angle adjustment is eliminated, and the shear wear caused by repeated friction of the contact surface is avoided. Ultimately, the overall system achieves stable, safe and continuous docking of the ro-ro ship ramp and the terminal floating platform under the superimposed effects of tides, loading and unloading tilt, and wind and waves. It systematically solves the engineering pain points of existing technologies, such as ramp impact damage, excessive slope angle affecting passage, ramp lifting off the platform, and high manual operation intensity and slow response, thereby improving the automation level and passage efficiency of port ro-ro loading and unloading operations.

[0018] First, this application clarifies that the ramps of the roll-on / roll-off (Ro-Ro) vessels are driven by a hydraulic drive mechanism. This hydraulic drive mechanism refers to a winch and support mechanism that uses hydraulic oil as the working medium and regulates the flow output through a proportional servo valve. It features high output torque, smooth speed regulation, and strong overload resistance, making it suitable for the driving needs of Ro-Ro ramps tens of meters long and capable of supporting hundreds of tons, providing a physical basis for precise angle adjustment. Simultaneously, this application anchors the data acquisition process to a unified sensor acquisition unit. This unit is a multi-source fusion sensing array integrating functions such as water level monitoring, ship draft detection, attitude and motion measurement, capable of simultaneously acquiring three core physical quantities: port tide level, ship status, and motion disturbance. Using a unified sensor acquisition unit for data acquisition, on the one hand, constructs a multi-source fusion sensing system from a physical perspective, avoiding the error and failure risks of a single data source; on the other hand, it binds the algorithm input to the acquisition of real physical quantities, ensuring that control commands always correspond to the actual working conditions on site, rather than abstract numerical calculations, thus guaranteeing the physical rationality and compliance of the control.

[0019] This application decomposes the control task into control links with different response periods according to the frequency and amplitude of external disturbances, forming a three-layer hierarchical control architecture adapted to three types of disturbance sources. This avoids bandwidth conflicts caused by a single controller simultaneously handling large-amplitude slow-changing disturbances and small-amplitude fast-changing disturbances. The core logic of multi-timescale hierarchical control is to match control modules with different response speeds to disturbances of corresponding frequencies, balancing control accuracy and system stability. Taking a typical scenario of a roll-on / roll-off ship with a capacity of approximately 7,500 vehicles berthing and loading / unloading at a port with a tidal range of 4.5 meters as an example, to address the systematic offset caused by tidal level changes, the solution generates low-frequency feedforward control commands through a slow-timescale control link, and adjusts the ramp reference angle in advance based on real-time tidal level data and tidal forecast data. In the above scenario, the cumulative tide level change during an 8-hour operation cycle is approximately 3 meters. Low-frequency feedforward commands are updated every 15 minutes and smoothed using linear interpolation. This allows for simultaneous correction of the ramp angle as the tide slowly rises or falls, eliminating the need to wait for slope errors to occur before feedback and correction. This fundamentally eliminates slope drift caused by tides, avoiding the lag and errors of manual adjustments every hour. For trim changes caused by loading and unloading operations, the solution generates medium-frequency feedforward control commands through a medium-speed time-scale control link, combining hull draft data, trim data, and operation flow scheduling data to compensate for angle shifts in advance. In the above scenario, approximately 350 vehicles are loaded and unloaded within 8 hours, with a maximum trim change of approximately 0.8 meters. The medium-frequency feedforward commands are updated every second, tracking the center of gravity shift caused by batch vehicle entry and exit, predicting trim change trends in advance, and preventing frequent slope angle exceedances due to loading and unloading progress. For rapid hull motion disturbances caused by wind and waves, high-frequency feedback control commands are generated through a fast-time-scale control link, relying on constrained model predictive control algorithms to suppress micro-motions in real time. In the aforementioned scenario, wind and waves cause the ship's heave amplitude to be approximately ±80mm and its pitch amplitude to be approximately ±0.8°. The high-frequency feedback command is updated every 50 milliseconds, quickly offsetting random disturbances caused by wind, waves, and the wakes of passing vessels, filling the gaps in random disturbance coverage that feedforward control cannot address. Each of the three control layers is matched to the changing characteristics of a specific type of disturbance, and can effectively suppress the corresponding disturbance by operating independently. This significantly reduces the computational burden and parameter tuning difficulty of single-layer control, and also provides clear technical motivations and factual basis for the layered design, eliminating issues of ambiguous or unfounded layered logic.

[0020] The three types of control commands proposed in this application are superimposed to generate the final drive control quantity and output to the hydraulic drive mechanism, forming a composite control closed loop of "feedforward to eliminate deviation and feedback to correct residual error". Slow-varying feedforward establishes the reference angle, eliminating most of the systematic low-frequency offset. Mid-frequency feedforward tracks the loading and unloading rhythm, offsetting most of the medium-speed pitch changes. Fast feedback corrects the remaining random wind and wave disturbances. After the three are linked, the fluctuation range of the ramp angle of the ro-ro ship can be controlled within a very small range, which is far better than the fluctuation level of manual adjustment, while significantly reducing the fluctuation amplitude of the contact force. This layered superposition control mode not only solves the problem of lag in response and inability to cope with large slow-varying disturbances by relying solely on feedback control, but also avoids the defect of pure feedforward control being unable to correct random errors, achieving full-frequency coverage of disturbances of different frequencies.

[0021] This application further includes steps for predicting and feeding forward the longitudinal displacement at the end of the ro-ro ship ramp. Longitudinal displacement refers to the forward and backward offset of the end along the horizontal plane of the wharf when the ramp angle changes. The master control unit calculates the ramp angle correction amount while simultaneously predicting the change in longitudinal displacement at the end and sending it to the slave control unit of the wharf floating platform, driving the longitudinal adjustment mechanism to perform active follow-up compensation. This feature upgrades the passively supported wharf floating platform into an actively follow-up execution unit. A separate setting can eliminate the longitudinal relative sliding of the docking surface caused by the ramp angle adjustment, avoiding shear wear on the contact surface due to repeated friction and extending the service life of the ramp-ro ship docking structure. Simultaneously, the longitudinal follow-up compensation and ramp angle adjustment are executed synchronously without response lag, significantly reducing the tangential friction of the docking surface and preventing passageway bumps and safety hazards caused by relative sliding when heavy vehicles pass.

[0022] The technical solution of this application, through a complete architecture of multi-sensor perception, three-layer time-scale control and master-slave collaborative follow-up, can simultaneously cover three core disturbance sources: tides, loading and unloading tilting, and wind and wave disturbances. It systematically solves four major engineering problems in existing technologies: ramp impact, excessive slope angle, ramp derailment, and high manual operation intensity. While ensuring docking safety, it significantly improves the continuity and automation level of loading and unloading operations, and is suitable for the operational needs of various ports from microtidal range to strong tidal range.

[0023] In some technical solutions of this application, the calculation of the trim prediction value includes: obtaining the number of vehicles entering and leaving the ro-ro ship per unit time based on the operation flow scheduling data, and matching the mass distribution parameters of various types of vehicles; calculating the trim change rate prediction value of the ro-ro ship based on the longitudinal metacentric height, current longitudinal coordinate of the center of gravity, and mass distribution parameters of the ro-ro ship, and using a hull trim change rate model based on the loading and unloading flow; and determining the trim prediction value based on the trim change rate prediction value.

[0024] In the above technical solution, the pitch prediction link in the intermediate frequency feedforward control of the main control end is further restricted, and the pitch change trend is accurately calculated based on the mechanism model of loading and unloading flow, which further enhances the forward capability and accuracy of intermediate frequency feedforward and improves the control effect of the intermediate speed layer.

[0025] First, the number of vehicles entering and leaving roll-on / roll-off ships per unit time is obtained based on operational flow scheduling data, and the mass distribution parameters of various vehicle types are matched. The operational flow scheduling data comes from the port loading and unloading operation management system and includes vehicle loading and unloading plans for a future period, possessing a forward-looking nature. Introducing this data separately allows the time domain of trim compensation to be shifted from retrospective correction to pre-emptive prediction, avoiding temporary exceedances of the slope angle caused by adjustments after trim has already occurred. The vehicle mass distribution parameters include the single vehicle's load mass and the longitudinal coordinates of the vehicle's distance from the stern vertical, accurately reflecting the impact of each vehicle's loading and unloading on the ship's center of gravity. This application can improve the calculation accuracy of the trim change rate and significantly reduce the deviation of feedforward commands.

[0026] Secondly, combining the longitudinal metacentric height of the roll-on / roll-off ship with the current longitudinal coordinates of the center of gravity, the predicted value of the trim rate of change is calculated based on the hull trim rate of change model using loading and unloading flow. The longitudinal metacentric height is a core parameter in ship statics, referring to the vertical distance between the ship's longitudinal metacenter and center of gravity. It determines the amount of change in trim angle corresponding to a unit trim moment and is the core calibration coefficient for trim calculation. The hull trim rate of change model is a mechanistic model built based on the principles of ship statics, which can directly calculate the rate of change of trim over time using loading and unloading flow. Using this mechanistic model alone, compared to empirical models that rely solely on data fitting, provides stronger ship type adaptability and physical rationality. It eliminates the need to re-collect large amounts of training data for each ship; model calibration can be completed simply by importing the inherent parameters from the ship stability calculation book, significantly reducing engineering deployment costs.

[0027] The interconnected operation flow scheduling data, vehicle mass distribution parameters, and ship static parameters construct a complete feedforward link, from scheduling plan to mass input, then to torque calculation and trim prediction. This link can accurately predict the trajectory of the ship's trim changes more than ten minutes to half an hour in advance. Compared to relying solely on real-time draft data for feedback correction, the responsiveness is improved by an order of magnitude, reducing the frequency of exceeding the slope limit during loading and unloading by more than 70%. Simultaneously, accurate trim prediction reduces the correction burden on the rapid feedback layer, avoiding overload and fatigue of the hydraulic drive mechanism due to frequent and large adjustments, thus extending the service life of the hydraulic system. Furthermore, the predictive results of the mechanistic model are interpretable, facilitating operator verification and parameter adjustment, and improving the ease of operation and maintenance of the control system.

[0028] Overall, the technical features of this application enhance the accuracy and forward capability of mid-frequency feedforward from two dimensions: data source and calculation model. It is the core technical support for achieving continuous stability of the slope angle during loading and unloading, and further solves the pain points of lagging response to longitudinal tilt changes and reliance on manual observation and adjustment.

[0029] In some technical solutions of this application, the collaborative control method also includes: when the operation flow scheduling data is unavailable, switching to a degraded operation mode, establishing an autoregressive model based on the historical draft data of the roll-on / roll-off ship, and making short-term predictions of the trim prediction value through the autoregressive model.

[0030] In the above technical solution, an autoregressive prediction scheme in degraded operation mode is added to address the extreme scenario where operation flow scheduling data is unavailable. This scheme serves as a redundancy supplement to the intermediate frequency feedforward control link and can improve the environmental adaptability and continuous operation capability of the control system.

[0031] First, a degraded operation mode is set up when the operation flow scheduling data is unavailable. This degraded operation mode refers to a mechanism where, when the core feedforward data source is interrupted, the control system automatically switches to a backup algorithm link to maintain uninterrupted basic control functions. By setting this mode separately, the complete failure of the intermediate frequency feedforward due to port scheduling system failures or communication interruptions can be avoided. This also prevents the significant decrease in tilt compensation capability after the control system degrades from a three-layer composite to a two-layer control system, ensuring that loading and unloading operations can continue safely and continuously even in scenarios with abnormal data.

[0032] Secondly, an autoregressive model based on historical draft data of the roll-on / roll-off ship is used for short-term prediction. The autoregressive model is a time series forecasting algorithm that uses the temporal correlation of historical data to extrapolate future values ​​from past values. In this solution, prediction is based on historical draft data from the last few minutes. Using this model alone, without relying on external scheduling data, and relying solely on existing draft sensor data on the ship, pitch trend prediction can be achieved. This results in low deployment costs, fast response times, and significantly improved prediction accuracy for short-term pitch changes within tens of seconds, meeting the feedforward compensation requirements in degradation scenarios.

[0033] The degradation switching logic is linked with the autoregressive model to form a dual-redundant pitch prediction system with a primary link as the priority and a backup link as a fallback. When scheduling data is normal, the mechanistic model is used to achieve high-precision prediction in the long time domain; when data is interrupted, the system seamlessly switches to the autoregressive model to maintain short-term prediction capability. The switching process is control-free, avoiding the boarding bridge jitter of roll-on / roll-off ships caused by mode switching. The dual-redundancy design improves the availability of intermediate frequency feedforward and further eliminates the control risks caused by single-point data failures, making it suitable for remote ports with unstable communication conditions and operating scenarios under severe weather conditions. At the same time, this application does not require additional hardware costs; the robustness of the system can be improved solely through algorithm redundancy.

[0034] In some technical solutions of this application, the high-frequency feedback control command is determined by a constrained model predictive control algorithm, including: in each control cycle, using the ship's heave and pitch motion data as disturbance input, solving a quadratic programming problem to obtain the high-frequency feedback control command; the optimization objective function of the quadratic programming problem includes: the normal distance error term between the end of the ro-ro ship's ramp and the docking surface of the floating platform, the angular change rate limit term of the ro-ro ship's ramp, and the deviation term between the contact force and the design preload; the constraints of the quadratic programming problem include: ramp angle range constraint, ramp angular velocity constraint, hydraulic pressure constraint of the hydraulic drive mechanism, and upper and lower limits of the contact force.

[0035] In the above technical solution, based on an algorithm architecture that uses the ship's heave and pitch motion data as disturbance inputs in each control cycle and obtains high-frequency feedback control commands by solving a quadratic programming problem, and relying on three optimization objective functions including the normal distance error between the end of the ro-ro ship's ramp and the docking surface of the floating platform, the angle change rate limit of the ro-ro ship's ramp, and the deviation of the contact force from the design preload, the solution achieves multi-objective synchronous optimization of clearance control, stability control, and contact force control by minimizing the normal distance error to quickly eliminate the docking gap and avoid channel interruption caused by the ramp lifting off the floating platform; by minimizing the angle change rate limit to constrain the action rate of the hydraulic drive mechanism and alleviate structural fatigue and hydraulic shock caused by frequent abrupt movements; and by minimizing the contact force deviation to actively maintain a stable contact preload and prevent the ramp from bouncing off the platform due to wave rise. Simultaneously, it combines four types of safety boundary conditions: ramp angle range constraint, ramp angular velocity constraint, hydraulic pressure constraint of hydraulic drive mechanism, and upper and lower limit constraints of contact force. The ramp angle range constraint prevents the ramp from entering the water or exceeding the slope angle limit. The ramp angular velocity constraint prevents hydraulic system overload. The hydraulic pressure constraint of hydraulic drive mechanism protects hydraulic components from overpressure damage. The upper and lower limit constraints of contact force address both the need to prevent platform derailment and structural overload. During the rolling optimization process, all control outputs are limited to the safe and feasible domain. Finally, through the constrained rolling optimization control mechanism, it achieves rapid suppression of wind and wave disturbances while avoiding safety risks of exceeding angle, pressure, and contact force limits at the algorithm level. Compared with the single-objective feedback control scheme, it significantly improves the accuracy, stability, and safety redundancy of the rapid layer control, ensuring the continuous stability of the docking interface under high-frequency disturbances.

[0036] In some technical solutions of this application, the collaborative control method further includes a docking state switching step: obtaining the current normal distance between the end of the ro-ro ship ramp and the floating platform of the dock; when the current normal distance is greater than a first threshold, controlling the hydraulic drive mechanism to lower the ro-ro ship ramp at a controlled speed and sending a follow-up alignment command to the slave control end; when the current normal distance is not greater than the first threshold but greater than the second threshold, determining the force control command according to the preset target contact force, so that the end of the ro-ro ship ramp establishes initial contact with the floating platform of the dock; when the initial contact is established and the contact force reaches a third threshold, activating the dual closed-loop collaborative control of the master control end and the slave control end, maintaining the contact force within the preset working range and the ramp slope angle not exceeding the design limit; when any triggering condition such as overload abnormality, slope angle exceeding the limit or sensor failure is detected, executing the emergency lifting procedure, controlling the hydraulic drive mechanism to retract the ro-ro ship ramp to a safe angle.

[0037] In the above technical solution, based on the docking state switching steps including four-stage working modes, and relying on the state perception of the current normal distance between the end of the ro-ro ship's gangway and the floating platform of the dock, in the pre-contact stage where the current normal distance is greater than a first threshold, the hydraulic drive mechanism is controlled to lower the ro-ro ship's gangway at a controlled speed and send a follow-up alignment command to the slave control end. This avoids collision impact caused by rapid lowering, protects the gangway's hinge mechanism and the floating platform structure, and simultaneously completes the floating platform alignment in advance to improve docking accuracy. In the soft contact stage where the current normal distance is no greater than the first threshold but greater than the second threshold, a force control command is generated according to a preset target contact force to establish initial contact between the end of the ro-ro ship's gangway and the floating platform of the dock. This eliminates the bouncing phenomenon at the moment of contact of the gangway end through a gradual loading method, avoiding damage to the contact force sensor and docking by the impact peak. Guide plate; During the normal operation phase when initial contact is established and the contact force reaches the third threshold, the contact force is stably maintained within the preset working range and the ramp angle does not exceed the design limit by activating the dual closed-loop collaborative control of the master and slave control ends, ensuring the continuous and smooth passage of the passage during loading and unloading operations; In abnormal working conditions where any trigger condition such as overload, ramp angle exceeding the limit, or sensor failure is detected, the hydraulic drive mechanism is controlled to retract the ro-ro ship ramp to a safe angle by executing the emergency lifting program, quickly cutting off the risk to avoid equipment damage and safety accidents. Finally, the unmanned automatic control of the entire docking process is realized through the state machine mechanism of multi-state automatic switching, completely avoiding the lag and misoperation risks of manual mode switching, while taking into account docking efficiency, operational stability, and emergency safety, greatly improving the automation level and safety redundancy of ro-ro loading and unloading docking.

[0038] A second aspect of the present invention provides a coordinated control method for a roll-on / roll-off (Ro-Ro) ship gangway and a floating dock platform, executed by a slave control terminal located on the floating dock platform. The floating dock platform is equipped with a longitudinal adjustment mechanism. The coordinated control method includes: receiving a longitudinal displacement change sent by a master control terminal located on the Ro-Ro ship gangway, wherein the longitudinal displacement change is a longitudinal displacement change at the end predicted by the master control terminal based on real-time status data of the Ro-Ro ship gangway; determining a follow-up compensation amount for the longitudinal adjustment mechanism based on the longitudinal displacement change, and driving the longitudinal adjustment mechanism to act to counteract the longitudinal displacement at the end of the Ro-Ro ship gangway.

[0039] This application is based on the hardware foundation of a slave control terminal set up on the floating platform of the wharf executing control logic and the floating platform of the wharf being equipped with a longitudinal adjustment mechanism. By receiving the longitudinal displacement change sent by the master control terminal set up on the ramp of the ro-ro ship, and the longitudinal displacement change being predicted and generated by the master control terminal based on the real-time status data of the ro-ro ship ramp, the synchronous advance of the follow-up command and the ramp angle adjustment is ensured. Then, the follow-up compensation of the longitudinal adjustment mechanism is calculated based on the longitudinal displacement change and the mechanism is driven to move synchronously, accurately offsetting the longitudinal displacement at the end of the ro-ro ship ramp, controlling the longitudinal relative displacement of the docking surface to the millimeter level, completely eliminating the longitudinal relative sliding of the docking surface caused by the ramp angle adjustment, avoiding shear wear caused by repeated friction of the contact surface, and extending the service life of the docking structure. At the same time, it forms a master-slave collaborative closed loop with the ramp angle adjustment of the master control terminal. Compared with the traditional passive floating wharf platform, it significantly reduces the tangential friction of the docking surface, reduces the bumps and safety hazards of the passage when heavy vehicles pass. Through the predictive, feedforward and then synchronous follow-up collaborative link, it corresponds with the master control terminal scheme to jointly achieve precise docking control of both ends.

[0040] In some technical solutions of this application, the floating platform of the dock is also equipped with a lateral guiding mechanism and liquid level sensors distributed around it. The cooperative control method also includes: acquiring the tangential force detected by the contact force sensor set at the docking position; when the tangential force exceeds the design threshold, determining the lateral fine adjustment amount of the lateral guiding mechanism and driving its action; acquiring the differential signal of the liquid level sensor, and actively leveling the longitudinal and transverse tilt of the floating platform of the dock according to the differential signal, so as to maintain the docking surface within the set horizontal angle range.

[0041] In the above technical solution, based on the hardware expansion of the floating platform at the dock, a lateral guidance mechanism and liquid level sensors distributed around it are configured. By acquiring the tangential force detected by the contact force sensor set at the docking position, the lateral fine adjustment of the lateral guidance mechanism is calculated and driven when the tangential force exceeds the design threshold. This can automatically correct the lateral misalignment caused by the hull roll and mooring displacement, avoid the lateral climb force and shear stress generated by the lateral misalignment, and prevent lateral wear and structural deformation of the docking guide plate. At the same time, relying on the contact force closed-loop triggering method, there is no need to add additional high-precision alignment sensors, which has a high engineering cost-effectiveness. Furthermore, by acquiring the differential signal of the liquid level sensor, the longitudinal and transverse tilt of the floating platform at the dock is actively leveled, keeping the docking surface stably within the set horizontal angle range, reducing the impact of waves on the attitude of the floating platform, and preventing the floating platform from tilting.

[0042] A third aspect of the present invention provides a collaborative control system for a ro-ro ship ramp and a quay floating platform, comprising: a ro-ro ship ramp, a master control terminal disposed on the ro-ro ship ramp, a hydraulic drive mechanism for driving the ro-ro ship ramp, a quay floating platform, a slave control terminal disposed on the quay floating platform, a longitudinal adjustment mechanism disposed on the quay floating platform, and a sensing and acquisition unit; the master control terminal is configured to execute a collaborative control method executed by the master control terminal disposed on the ro-ro ship ramp as described in any of the above technical solutions; the slave control terminal is configured to execute a collaborative control method executed by the slave control terminal disposed on the quay floating platform as described in any of the above technical solutions.

[0043] The technical solution provided in this application offers a collaborative control system for ro-ro ship gangways and quay floating platforms. This system relies on a master control unit positioned at the gangway location, a hydraulic drive mechanism specifically designed to adjust the gangway's angle, a quay floating platform serving as a vehicle transition carrier, a slave control unit installed at the quay floating point, a longitudinal adjustment mechanism mounted on the quay floating platform, and a sensor acquisition unit responsible for collecting various operational data. This collectively forms a complete hardware and software collaborative framework. The sensor acquisition unit can simultaneously collect various raw operational data, including tide level, ship draft, ship motion, and work scheduling, providing real physical input for the entire control logic. This reduces measurement errors caused by a single data source and provides the master control unit with the necessary data for hierarchical control calculations. Comprehensive data support; the main control unit deployed at the roll-on / roll-off ramp can fully implement the multi-level collaborative control method on the ramp side. Relying on multi-timescale feedforward superimposed high-frequency constraint predictive control logic, it outputs adapted ramp adjustment commands, which can mitigate different types of disturbances caused by tides, loading and unloading, and wind and waves in a hierarchical manner, and smooth the ramp angle fluctuation amplitude; the hydraulic drive mechanism receives the drive control quantity output by the main control unit and converts it into the actual pitching motion of the ramp. Relying on the characteristics of sufficient hydraulic output torque and smooth speed adjustment, it can undertake the adjustment requirements of the 100-ton ramp. With the algorithm's built-in pressure and angular velocity constraints, it reduces the fatigue wear of the mechanism under long-term operation; the dock floating platform, as the shore-side docking and bearing structure, provides a stable transition contact surface for the passage of heavy-duty vehicles, and works with the supporting actuators to achieve The system enables dynamic adjustment of attitude and position. The slave control unit installed on the floating platform at the dock can fully operate the platform-side collaborative control logic, receiving the predicted displacement information of the gangway end from the master control unit and generating corresponding compensation commands to achieve coordinated adjustment of the shore-side mechanisms. The longitudinal adjustment mechanism installed on the floating platform at the dock receives the compensation amount from the slave control unit to complete longitudinal translational movement, synchronously matching the fore-and-aft offset of the end caused by changes in gangway angle, reducing structural losses caused by continuous friction at the docking interface. The entire system integrates ship-side sensing, ship-side computation, hydraulic execution, shore-side carrier, shore-side computation, and shore-side displacement adjustment into a unified hardware architecture. Each component independently undertakes its corresponding function while simultaneously relying on the ship-shore data interaction link to complete synchronous information transmission. The functional division between components is clear, and the maintenance and debugging of a single component is less likely to interfere with the normal operation of other units. The master control end and the slave control end are respectively adapted to the dedicated control logic of the two ends, which can respectively realize the layered disturbance suppression of the gangway and the multi-dimensional alignment and leveling of the floating platform. Compared with the scattered and independently deployed sensing, control and execution equipment, the above integrated system can shorten the data interaction latency between modules, improve the synchronization of gangway adjustment and floating platform follow-up action, and fully cover the hardware carrier of the entire process of perception, calculation and execution. In the process of patent rights protection, it is easier to complete the infringement comparison with the physical product. It can also provide a clear hardware assembly logic for the deployment and debugging of equipment at the port site, and adapt to the dock operation scenarios of different tidal ranges and different tonnages of roll-on / roll-off ships.

[0044] A fourth aspect of the present invention provides an electronic device including a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it implements the cooperative control method as described in any of the above-described technical solutions. Therefore, the electronic device possesses all the beneficial effects of the cooperative control method as described in any of the above-described technical solutions.

[0045] A fifth aspect of the present invention provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the cooperative control method as described in any of the above-described technical solutions. Therefore, the computer-readable storage medium possesses all the beneficial effects of the cooperative control method as described in any of the above-described technical solutions.

[0046] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0047] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0048] Figure 1 This is one of the flowcharts illustrating a collaborative control method for a roll-on / roll-off ship gangway and a floating dock platform according to an embodiment of the present invention.

[0049] Figure 2 This is a second flowchart illustrating a method for coordinated control of a roll-on / roll-off ship gangway and a floating dock platform according to an embodiment of the present invention.

[0050] Figure 3 This is a schematic block diagram of a collaborative control system for a roll-on / roll-off ship gangway and a floating dock platform according to an embodiment of the present invention.

[0051] Figure 4 This is a schematic block diagram of an electronic device according to an embodiment of the present invention;

[0052] Figure 5 This is a schematic diagram of the overall structure of a collaborative control system for a roll-on / roll-off ship gangway and a floating dock platform according to an embodiment of the present invention.

[0053] Figure 6 This is one of the schematic diagrams illustrating the docking status of a roll-on / roll-off ship ramp with a floating platform at a wharf under different tidal conditions and the principle of automatic compensation, according to an embodiment of the present invention.

[0054] Figure 7 This is the second schematic diagram illustrating the docking status of the ro-ro ship ramp and the floating platform at the wharf under different tide conditions according to an embodiment of the present invention, and the principle of automatic compensation. Detailed Implementation

[0055] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0056] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0057] The following reference Figures 1 to 7 A method and system for the coordinated control of a roll-on / roll-off ship gangway and a floating dock platform are described according to some embodiments of the present invention.

[0058] like Figure 1 As shown, embodiments of this application provide a coordinated control method for a roll-on / roll-off (Ro-Ro) vessel ramp and a floating dock platform. The method is executed by a master control unit located on the Ro-Ro vessel ramp, which is driven by a hydraulic drive mechanism. The coordinated control method includes:

[0059] Step 102: The real-time tide level data, tide forecast data, ship draft and trim data, and ship heave and pitch motion data of the port where the ro-ro ship is located are obtained through the sensor acquisition unit, and the operation flow scheduling data of the ro-ro ship are also obtained.

[0060] Step 104: On a slowly varying time scale, determine the low-frequency feedforward control command for the ro-ro ship ramp based on real-time tide level data and tide forecast data.

[0061] Step 106: On the medium-speed time scale, calculate the predicted trim value based on the ship's draft and trim data and the operation flow scheduling data, and then determine the medium-frequency feedforward control command for the ro-ro ship's ramp.

[0062] Step 108: On a fast time scale, based on the ship's heave and pitch motion data, determine the high-frequency feedback control command for the roll-on / roll-off ship's ramp using a constrained model predictive control algorithm.

[0063] Step 110: The low-frequency feedforward control command, the medium-frequency feedforward control command and the high-frequency feedback control command are superimposed to obtain the drive control quantity of the ro-ro ship ramp, and output to the hydraulic drive mechanism to drive the ro-ro ship ramp to move.

[0064] Step 112: Obtain real-time status data of the ro-ro ship ramp, predict the longitudinal displacement change at the end of the ro-ro ship ramp and send it to the slave control terminal of the dock floating platform to instruct the slave control terminal to drive the longitudinal adjustment mechanism of the dock floating platform to perform longitudinal active follow-up compensation.

[0065] This application constructs a multi-timescale feedforward and feedback composite control architecture for the main control terminal on the ro-ro ship ramp side. Through sensor acquisition, hierarchical control, and command superposition, it solves the problems of insufficient control accuracy and response lag in ro-ro ship ramps and floating dock platforms when subjected to multiple types of disturbance superposition.

[0066] Based on the overall architecture where the control logic is executed by the main control unit located on the ro-ro ship's ramp, and the ramp is powered by a hydraulic drive mechanism, this system utilizes a multi-source fusion sensing technology that simultaneously collects real-time port tide level data, tidal forecast data, ship draft and trim data, ship heave and pitch motion data, and ro-ro ship operation flow scheduling data. To address the slow-varying systematic shifts caused by tidal level changes, low-frequency feedforward control commands are generated based on tide-related data at a slow-varying time scale. This proactively offsets the systematic drift of the ship's deck height caused by tidal differences, eliminates the continuous shift of the ramp's slope angle caused by long-period water level fluctuations, and avoids the lag and errors of manual segmented adjustments. For medium-speed trim changes caused by loading and unloading operations, the system calculates the predicted trim value at a medium-speed time scale by combining ship draft data, trim data, and operation flow scheduling data, and generates medium-frequency feedforward control commands. This proactively compensates for the ship's center of gravity shift and trim changes caused by batch loading and unloading of vehicles, significantly reducing the frequency of slope angle exceeding limits during loading and unloading. To address the rapid hull motion disturbances caused by wind and waves, a constrained model predictive control algorithm generates high-frequency feedback control commands based on hull heave and pitch motion data on a rapid timescale. This allows for real-time tracking and suppression of random micro-amplitude disturbances induced by wind, waves, and wakes from passing vessels, filling the gap in random error coverage that feedforward control cannot cover. Furthermore, low-frequency, mid-frequency, and high-frequency feedback control commands are superimposed to obtain the drive control quantity for the ro-ro ship's ramp, which is then output to the hydraulic drive mechanism. Through a composite control mechanism that eliminates main body deviations via feedforward and corrects residual errors via feedback, precise suppression of disturbances across the entire frequency band is achieved, ensuring continuous stability of the ramp's slope angle and docking contact force. Simultaneously, real-time status data of the ro-ro ship ramp is acquired, the longitudinal displacement change at the ramp end is predicted and sent to the slave control end of the terminal floating platform, instructing the slave control end to drive the longitudinal adjustment mechanism of the terminal floating platform to perform longitudinal active follow-up compensation. Through the master-slave dual-end collaborative mechanism of ramp master control and floating platform slave, the longitudinal relative sliding of the docking surface caused by ramp angle adjustment is eliminated, and the shear wear caused by repeated friction of the contact surface is avoided. Ultimately, the overall system achieves stable, safe and continuous docking of the ro-ro ship ramp and the terminal floating platform under the superimposed effects of tides, loading and unloading tilt, and wind and waves. It systematically solves the engineering pain points of existing technologies, such as ramp impact damage, excessive slope angle affecting passage, ramp lifting off the platform, and high manual operation intensity and slow response, thereby improving the automation level and passage efficiency of port ro-ro loading and unloading operations.

[0067] First, this application clarifies that the ramps of the roll-on / roll-off (Ro-Ro) vessels are driven by a hydraulic drive mechanism. This hydraulic drive mechanism refers to a winch and support mechanism that uses hydraulic oil as the working medium and regulates the flow output through a proportional servo valve. It features high output torque, smooth speed regulation, and strong overload resistance, making it suitable for the driving needs of Ro-Ro ramps tens of meters long and capable of supporting hundreds of tons, providing a physical basis for precise angle adjustment. Simultaneously, this application anchors the data acquisition process to a unified sensor acquisition unit. This unit is a multi-source fusion sensing array integrating functions such as water level monitoring, ship draft detection, attitude and motion measurement, capable of simultaneously acquiring three core physical quantities: port tide level, ship status, and motion disturbance. Using a unified sensor acquisition unit for data acquisition, on the one hand, constructs a multi-source fusion sensing system from a physical perspective, avoiding the error and failure risks of a single data source; on the other hand, it binds the algorithm input to the acquisition of real physical quantities, ensuring that control commands always correspond to the actual working conditions on site, rather than abstract numerical calculations, thus guaranteeing the physical rationality and compliance of the control.

[0068] This application decomposes the control task into control links with different response periods according to the frequency and amplitude of external disturbances, forming a three-layer hierarchical control architecture adapted to three types of disturbance sources. This avoids bandwidth conflicts caused by a single controller simultaneously handling large-amplitude slow-changing disturbances and small-amplitude fast-changing disturbances. The core logic of multi-timescale hierarchical control is to match control modules with different response speeds to disturbances of corresponding frequencies, balancing control accuracy and system stability. Taking a typical scenario of a roll-on / roll-off ship with a capacity of approximately 7,500 vehicles berthing and loading / unloading at a port with a tidal range of 4.5 meters as an example, to address the systematic offset caused by tidal level changes, the solution generates low-frequency feedforward control commands through a slow-timescale control link, and adjusts the ramp reference angle in advance based on real-time tidal level data and tidal forecast data. In the above scenario, the cumulative tide level change during an 8-hour operation cycle is approximately 3 meters. Low-frequency feedforward commands are updated every 15 minutes and smoothed using linear interpolation. This allows for simultaneous correction of the ramp angle as the tide slowly rises or falls, eliminating the need to wait for slope errors to occur before feedback and correction. This fundamentally eliminates slope drift caused by tides, avoiding the lag and errors of manual adjustments every hour. For trim changes caused by loading and unloading operations, the solution generates medium-frequency feedforward control commands through a medium-speed time-scale control link, combining hull draft data, trim data, and operation flow scheduling data to compensate for angle shifts in advance. In the above scenario, approximately 350 vehicles are loaded and unloaded within 8 hours, with a maximum trim change of approximately 0.8 meters. The medium-frequency feedforward commands are updated every second, tracking the center of gravity shift caused by batch vehicle entry and exit, predicting trim change trends in advance, and preventing frequent slope angle exceedances due to loading and unloading progress. For rapid hull motion disturbances caused by wind and waves, the solution generates high-frequency feedback control commands through a fast-time-scale control link, relying on constrained model predictive control algorithms to suppress micro-motions in real time. In the aforementioned scenario, wind and waves cause the ship's heave amplitude to be approximately ±80mm and its pitch amplitude to be approximately ±0.8°. The high-frequency feedback command is updated every 50 milliseconds, quickly offsetting random disturbances caused by wind, waves, and the wakes of passing vessels, filling the gaps in random disturbance coverage that feedforward control cannot address. Each of the three control layers is matched to the changing characteristics of a specific type of disturbance, and can effectively suppress the corresponding disturbance by operating independently. This significantly reduces the computational burden and parameter tuning difficulty of single-layer control, and also provides clear technical motivations and factual basis for the layered design, eliminating issues of ambiguous or unfounded layered logic.

[0069] The three types of control commands proposed in this application are superimposed to generate the final drive control quantity and output to the hydraulic drive mechanism, forming a composite control closed loop of "feedforward to eliminate deviation and feedback to correct residual error". Slow-varying feedforward establishes the reference angle, eliminating most of the systematic low-frequency offset. Mid-frequency feedforward tracks the loading and unloading rhythm, offsetting most of the medium-speed pitch changes. Fast feedback corrects the remaining random wind and wave disturbances. After the three are linked, the fluctuation range of the ramp angle of the ro-ro ship can be controlled within a very small range, which is far better than the fluctuation level of manual adjustment, while significantly reducing the fluctuation amplitude of the contact force. This layered superposition control mode not only solves the problem of lag in response and inability to cope with large slow-varying disturbances by relying solely on feedback control, but also avoids the defect of pure feedforward control being unable to correct random errors, achieving full-frequency coverage of disturbances of different frequencies.

[0070] This application further includes steps for predicting and feeding forward the longitudinal displacement at the end of the ro-ro ship ramp. Longitudinal displacement refers to the forward and backward offset of the end along the horizontal plane of the wharf when the ramp angle changes. The master control unit calculates the ramp angle correction amount while simultaneously predicting the change in longitudinal displacement at the end and sending it to the slave control unit of the wharf floating platform, driving the longitudinal adjustment mechanism to perform active follow-up compensation. This feature upgrades the passively supported wharf floating platform into an actively follow-up execution unit. A separate setting can eliminate the longitudinal relative sliding of the docking surface caused by the ramp angle adjustment, avoiding shear wear on the contact surface due to repeated friction and extending the service life of the ramp-ro ship docking structure. Simultaneously, the longitudinal follow-up compensation and ramp angle adjustment are executed synchronously without response lag, significantly reducing the tangential friction of the docking surface and preventing passageway bumps and safety hazards caused by relative sliding when heavy vehicles pass.

[0071] The technical solution of this application, through a complete architecture of multi-sensor perception, three-layer time-scale control and master-slave collaborative follow-up, can simultaneously cover three core disturbance sources: tides, loading and unloading tilting, and wind and wave disturbances. It systematically solves four major engineering problems in existing technologies: ramp impact, excessive slope angle, ramp derailment, and high manual operation intensity. While ensuring docking safety, it significantly improves the continuity and automation level of loading and unloading operations, and is suitable for the operational needs of various ports from microtidal range to strong tidal range.

[0072] In some embodiments of this application, the calculation of the trim prediction value includes: obtaining the number of vehicles entering and leaving the ro-ro ship per unit time based on the operation flow scheduling data, and matching the mass distribution parameters of various types of vehicles; calculating the trim rate prediction value of the ro-ro ship based on the longitudinal metacentric height, current longitudinal coordinate of the center of gravity, and mass distribution parameters of the ro-ro ship, and using a hull trim rate change model based on the loading and unloading flow; and determining the trim prediction value based on the trim rate change prediction value.

[0073] In the above embodiments, the pitch prediction link in the intermediate frequency feedforward control of the main control end is further defined, and the pitch change trend is accurately calculated based on the mechanism model of loading and unloading flow, which further enhances the anticipation and accuracy of the intermediate frequency feedforward and improves the control effect of the intermediate speed layer.

[0074] First, the number of vehicles entering and leaving roll-on / roll-off ships per unit time is obtained based on operational flow scheduling data, and the mass distribution parameters of various vehicle types are matched. The operational flow scheduling data comes from the port loading and unloading operation management system and includes vehicle loading and unloading plans for a future period, possessing a forward-looking nature. Introducing this data separately allows the time domain of trim compensation to be shifted from retrospective correction to pre-emptive prediction, avoiding temporary exceedances of the slope angle caused by adjustments after trim has already occurred. The vehicle mass distribution parameters include the single vehicle's load mass and the longitudinal coordinates of the vehicle's distance from the stern vertical, accurately reflecting the impact of each vehicle's loading and unloading on the ship's center of gravity. This application can improve the calculation accuracy of the trim change rate and significantly reduce the deviation of feedforward commands.

[0075] Secondly, combining the longitudinal metacentric height of the roll-on / roll-off ship with the current longitudinal coordinates of the center of gravity, the predicted value of the trim rate of change is calculated based on the hull trim rate of change model using loading and unloading flow. The longitudinal metacentric height is a core parameter in ship statics, referring to the vertical distance between the ship's longitudinal metacenter and center of gravity. It determines the amount of change in trim angle corresponding to a unit trim moment and is the core calibration coefficient for trim calculation. The hull trim rate of change model is a mechanistic model built based on the principles of ship statics, which can directly calculate the rate of change of trim over time using loading and unloading flow. Using this mechanistic model alone, compared to empirical models that rely solely on data fitting, provides stronger ship type adaptability and physical rationality. It eliminates the need to re-collect large amounts of training data for each ship; model calibration can be completed simply by importing the inherent parameters from the ship stability calculation book, significantly reducing engineering deployment costs.

[0076] The interconnected operation flow scheduling data, vehicle mass distribution parameters, and ship static parameters construct a complete feedforward link, from scheduling plan to mass input, then to torque calculation and trim prediction. This link can accurately predict the trajectory of the ship's trim changes more than ten minutes to half an hour in advance. Compared to relying solely on real-time draft data for feedback correction, the responsiveness is improved by an order of magnitude, reducing the frequency of exceeding the slope limit during loading and unloading by more than 70%. Simultaneously, accurate trim prediction reduces the correction burden on the rapid feedback layer, avoiding overload and fatigue of the hydraulic drive mechanism due to frequent and large adjustments, thus extending the service life of the hydraulic system. Furthermore, the predictive results of the mechanistic model are interpretable, facilitating operator verification and parameter adjustment, and improving the ease of operation and maintenance of the control system.

[0077] Overall, the technical features of this application enhance the accuracy and forward capability of mid-frequency feedforward from two dimensions: data source and calculation model. It is the core technical support for achieving continuous stability of the slope angle during loading and unloading, and further solves the pain points of lagging response to longitudinal tilt changes and reliance on manual observation and adjustment.

[0078] In some embodiments of this application, the collaborative control method further includes: when the operation flow scheduling data is unavailable, switching to a degraded operation mode, establishing an autoregressive model based on the historical draft data of the roll-on / roll-off ship, and making short-term predictions of the trim prediction value through the autoregressive model.

[0079] In the above embodiments, an autoregressive prediction scheme in degraded operation mode is added to address the extreme scenario where job flow scheduling data is unavailable. This scheme serves as a redundancy supplement to the intermediate frequency feedforward control link and can improve the environmental adaptability and continuous operation capability of the control system.

[0080] First, a degraded operation mode is set up when the operation flow scheduling data is unavailable. This degraded operation mode refers to a mechanism where, when the core feedforward data source is interrupted, the control system automatically switches to a backup algorithm link to maintain uninterrupted basic control functions. By setting this mode separately, the complete failure of the intermediate frequency feedforward due to port scheduling system failures or communication interruptions can be avoided. This also prevents the significant decrease in tilt compensation capability after the control system degrades from a three-layer composite to a two-layer control system, ensuring that loading and unloading operations can continue safely and continuously even in scenarios with abnormal data.

[0081] Secondly, an autoregressive model based on historical draft data of the roll-on / roll-off ship is used for short-term prediction. The autoregressive model is a time series forecasting algorithm that uses the temporal correlation of historical data to extrapolate future values ​​from past values. In this solution, prediction is based on historical draft data from the last few minutes. Using this model alone, without relying on external scheduling data, and relying solely on existing draft sensor data on the ship, pitch trend prediction can be achieved. This results in low deployment costs, fast response times, and significantly improved prediction accuracy for short-term pitch changes within tens of seconds, meeting the feedforward compensation requirements in degradation scenarios.

[0082] The degradation switching logic is linked with the autoregressive model to form a dual-redundant pitch prediction system with a primary link as the priority and a backup link as a fallback. When scheduling data is normal, the mechanistic model is used to achieve high-precision prediction in the long time domain; when data is interrupted, the system seamlessly switches to the autoregressive model to maintain short-term prediction capability. The switching process is control-free, avoiding the boarding bridge jitter of roll-on / roll-off ships caused by mode switching. The dual-redundancy design improves the availability of intermediate frequency feedforward and further eliminates the control risks caused by single-point data failures, making it suitable for remote ports with unstable communication conditions and operating scenarios under severe weather conditions. At the same time, this application does not require additional hardware costs; the robustness of the system can be improved solely through algorithm redundancy.

[0083] In some embodiments of this application, determining high-frequency feedback control commands through a constrained model predictive control algorithm includes: within each control cycle, using the ship's heave and pitch motion data as disturbance inputs, solving a quadratic programming problem to obtain the high-frequency feedback control commands; the optimization objective function of the quadratic programming problem includes: the normal distance error term between the end of the ro-ro ship's ramp and the docking surface of the floating platform, the angular change rate limit term of the ro-ro ship's ramp, and the deviation term between the contact force and the design preload; the constraints of the quadratic programming problem include: ramp angle range constraints, ramp angular velocity constraints, hydraulic pressure constraints of the hydraulic drive mechanism, and upper and lower limits of the contact force on both sides.

[0084] In the above embodiments, based on the algorithm architecture that uses the ship's heave and pitch motion data as disturbance input in each control cycle and obtains high-frequency feedback control commands by solving a quadratic programming problem, and relying on three optimization objective functions including the normal distance error between the end of the ro-ro ship's ramp and the docking surface of the floating platform, the angle change rate limit of the ro-ro ship's ramp, and the deviation of the contact force from the design preload, the algorithm achieves multi-objective synchronous optimization of gap control, stability control, and contact force control by minimizing the normal distance error to quickly eliminate docking gaps and avoid channel interruption caused by the ramp lifting off the floating platform; by minimizing the angle change rate limit to constrain the action rate of the hydraulic drive mechanism and alleviate structural fatigue and hydraulic shock caused by frequent abrupt movements; and by minimizing the contact force deviation to actively maintain a stable contact preload and prevent the ramp from bouncing off the platform due to wave rise. Simultaneously, by combining four types of safety boundary conditions—the scrambler angle range constraint, the scrambler angular velocity constraint, the hydraulic pressure constraint of the hydraulic drive mechanism, and the upper and lower limits of the contact force—the system avoids scrambler entry into water or exceeding the slope angle limit through the scrambler angle range constraint, prevents hydraulic system overload through the scrambler angular velocity constraint, protects hydraulic components from overpressure damage through the hydraulic drive mechanism's hydraulic pressure constraint, and addresses the dual requirements of preventing platform detachment and structural overload through the upper and lower limits of the contact force constraint. During the rolling optimization process, all control outputs are limited to the safe and feasible domain. Finally, through the constrained rolling optimization control mechanism, the system achieves rapid suppression of wind and wave disturbances while avoiding safety risks of exceeding angle, pressure, and contact force limits at the algorithm level. Compared with the single-objective feedback control scheme, this significantly improves the accuracy, stability, and safety redundancy of the rapid layer control, ensuring the continuous stability of the docking interface under high-frequency disturbances.

[0085] In some embodiments of this application, the collaborative control method further includes a docking state switching step: obtaining the current normal distance between the end of the ro-ro ship gangway and the floating platform of the dock; when the current normal distance is greater than a first threshold, controlling the hydraulic drive mechanism to lower the ro-ro ship gangway at a controlled speed and sending a follow-up alignment command to the slave control end; when the current normal distance is not greater than the first threshold but greater than a second threshold, determining a force control command based on a preset target contact force to establish initial contact between the end of the ro-ro ship gangway and the floating platform of the dock; when the initial contact is established and the contact force reaches a third threshold, activating the dual closed-loop collaborative control of the master control end and the slave control end to maintain the contact force within a preset working range and the gangway slope angle not exceeding the design limit; when any triggering condition such as overload abnormality, slope angle exceeding the limit, or sensor failure is detected, executing an emergency lifting procedure to control the hydraulic drive mechanism to retract the ro-ro ship gangway to a safe angle.

[0086] In the above embodiments, based on the docking state switching steps including a four-stage working mode, and relying on the state perception of the current normal distance between the end of the ro-ro ship's gangway and the floating platform of the dock, in the pre-contact stage where the current normal distance is greater than a first threshold, the hydraulic drive mechanism is controlled to lower the ro-ro ship's gangway at a controlled speed and send a follow-up alignment command to the slave control end. This avoids collision impact caused by rapid lowering, protects the gangway's hinge mechanism and the floating platform structure, and simultaneously pre-completes the floating platform alignment to improve docking accuracy. In the soft contact stage where the current normal distance is no greater than the first threshold but greater than the second threshold, a force control command is generated according to a preset target contact force to establish initial contact between the end of the ro-ro ship's gangway and the floating platform of the dock. This eliminates the bouncing phenomenon at the moment of contact of the gangway end through a gradual loading method, avoiding damage to the contact force sensor and docking by the impact peak. Guide plate; During the normal operation phase when initial contact is established and the contact force reaches the third threshold, the contact force is stably maintained within the preset working range and the ramp angle does not exceed the design limit by activating the dual closed-loop collaborative control of the master and slave control ends, ensuring the continuous and smooth passage of the passage during loading and unloading operations; In abnormal working conditions where any trigger condition such as overload, ramp angle exceeding the limit, or sensor failure is detected, the hydraulic drive mechanism is controlled to retract the ro-ro ship ramp to a safe angle by executing the emergency lifting program, quickly cutting off the risk to avoid equipment damage and safety accidents. Finally, the unmanned automatic control of the entire docking process is realized through the state machine mechanism of multi-state automatic switching, completely avoiding the lag and misoperation risks of manual mode switching, while taking into account docking efficiency, operational stability, and emergency safety, greatly improving the automation level and safety redundancy of ro-ro loading and unloading docking.

[0087] like Figure 2 As shown, embodiments of this application provide a coordinated control method for a roll-on / roll-off ship gangway and a floating dock platform, executed by a slave control unit located on the floating dock platform. The floating dock platform is equipped with a longitudinal adjustment mechanism. The coordinated control method includes:

[0088] Step 202: Receive the longitudinal displacement change sent by the main control terminal set on the ro-ro ship ramp. The longitudinal displacement change is the end longitudinal displacement change predicted by the main control terminal based on the real-time status data of the ro-ro ship ramp.

[0089] Step 204: Determine the follow-up compensation amount of the longitudinal adjustment mechanism based on the longitudinal displacement change, and drive the longitudinal adjustment mechanism to counteract the longitudinal displacement at the end of the roll-on / roll-off ship ramp.

[0090] This application is based on the hardware foundation of a slave control terminal set up on the floating platform of the wharf executing control logic and the floating platform of the wharf being equipped with a longitudinal adjustment mechanism. By receiving the longitudinal displacement change sent by the master control terminal set up on the ramp of the ro-ro ship, and the longitudinal displacement change being predicted and generated by the master control terminal based on the real-time status data of the ro-ro ship ramp, the synchronous advance of the follow-up command and the ramp angle adjustment is ensured. Then, the follow-up compensation of the longitudinal adjustment mechanism is calculated based on the longitudinal displacement change and the mechanism is driven to move synchronously, accurately offsetting the longitudinal displacement at the end of the ro-ro ship ramp, controlling the longitudinal relative displacement of the docking surface to the millimeter level, completely eliminating the longitudinal relative sliding of the docking surface caused by the ramp angle adjustment, avoiding shear wear caused by repeated friction of the contact surface, and extending the service life of the docking structure. At the same time, it forms a master-slave collaborative closed loop with the ramp angle adjustment of the master control terminal. Compared with the traditional passive floating wharf platform, it significantly reduces the tangential friction of the docking surface, reduces the bumps and safety hazards of the passage when heavy vehicles pass. Through the predictive, feedforward and then synchronous follow-up collaborative link, it corresponds with the master control terminal scheme to jointly achieve precise docking control of both ends.

[0091] In some embodiments of this application, the floating dock platform is also equipped with a lateral guide mechanism and liquid level sensors distributed around it. The cooperative control method further includes: acquiring the tangential force detected by the contact force sensor located at the docking position; when the tangential force exceeds the design threshold, determining the lateral fine-tuning amount of the lateral guide mechanism and driving its action; acquiring the differential signal of the liquid level sensor, and actively leveling the pitch and roll of the floating dock platform according to the differential signal to maintain the docking surface within the set horizontal angle range.

[0092] In the above embodiments, based on the hardware expansion of the floating platform at the dock, including the lateral guidance mechanism and the liquid level sensors distributed around it, the lateral fine-tuning amount of the lateral guidance mechanism is calculated and driven when the lateral force exceeds the design threshold by acquiring the tangential force detected by the contact force sensor set at the docking position. This can automatically correct the lateral misalignment caused by the hull roll and mooring displacement, avoid the lateral climb force and shear stress generated by the lateral misalignment, and prevent lateral wear and structural deformation of the docking guide plate. At the same time, relying on the contact force closed-loop triggering method, there is no need to add additional high-precision alignment sensors, which has a high engineering cost-effectiveness. Furthermore, by acquiring the differential signal of the liquid level sensor, the longitudinal and transverse tilt of the floating platform at the dock is actively leveled, keeping the docking surface stably within the set horizontal angle range, reducing the impact of waves on the attitude of the floating platform, and preventing the floating platform from tilting.

[0093] like Figure 3 As shown, an embodiment of this application provides a collaborative control system 300 for a roll-on / roll-off (Ro-Ro) ship gangway and a floating dock platform, including: a Ro-Ro ship gangway 301, a master control terminal 310 disposed on the Ro-Ro ship gangway, a hydraulic drive mechanism 320 for driving the Ro-Ro ship gangway, a floating dock platform 330, a slave control terminal 340 disposed on the floating dock platform 330, a longitudinal adjustment mechanism 350 disposed on the floating dock platform 330, and a sensing and acquisition unit 360; the master control terminal 310 is configured to execute a collaborative control method executed by the master control terminal 310 disposed on the Ro-Ro ship gangway as described in any of the above embodiments; the slave control terminal 340 is configured to execute a collaborative control method executed by the slave control terminal 340 disposed on the floating dock platform 330 as described in any of the above embodiments.

[0094] The collaborative control system 300 for the ro-ro ship gangway and the floating dock platform provided in the embodiments of this application relies on a master control terminal 310 arranged at the ro-ro ship gangway, a hydraulic drive mechanism 320 specifically used to drive the ro-ro ship gangway to complete angle adjustment actions, a floating dock platform 330 serving as a vehicle transition carrier, a slave control terminal 340 installed at the floating dock, a longitudinal adjustment mechanism 350 matched and installed on the floating dock platform 330, and a sensor acquisition unit 360 responsible for collecting various working condition data to jointly build a complete hardware and software collaborative carrier. Among them, the sensor acquisition unit 360 can simultaneously collect multiple types of raw working condition data such as tide level, ship draft, ship motion, and operation scheduling, providing real physical input for the entire control logic, reducing measurement deviation caused by a single data source, and providing comprehensive data support for the hierarchical control calculation of the master control terminal 310; the master control terminal 310 arranged at the ro-ro gangway can fully operate the multi-level collaborative control on the gangway side. Using the same control method, relying on multi-timescale feedforward superposition of high-frequency constraint predictive control logic to output adapted ramp adjustment commands, it can mitigate different types of disturbances caused by tides, loading and unloading, and wind and waves in a hierarchical manner, and smooth the fluctuation range of ramp angle; the hydraulic drive mechanism 320 receives the drive control quantity output by the master control terminal 310 and converts it into the actual pitching action of the ramp, relying on the characteristics of sufficient hydraulic output torque and smooth speed regulation to meet the adjustment requirements of the hundred-ton ramp, and with the built-in pressure and angular velocity constraints of the algorithm, it reduces the fatigue wear of the mechanism under long-term operation; the dock floating platform 330, as the shore docking and bearing structure, provides a stable transition contact surface for the passage of heavy-duty vehicles, and with the matching actuator, realizes the dynamic adjustment of attitude and position; the slave control terminal 340 installed on the dock floating platform 330 can fully run the floating platform side collaborative control logic, receive the ramp end displacement prediction information issued by the master control and generate corresponding compensation commands to realize the linkage adjustment of the shore mechanism;The longitudinal adjustment mechanism 350, installed on the floating platform 330 at the dock, receives compensation data from the control terminal 340 to complete longitudinal translational movement. It synchronously matches the end-effector offset caused by changes in the gangway angle, reducing structural damage from continuous friction at the docking interface. The entire system integrates ship-end sensing, ship-end computation, hydraulic actuation, shore-end carrier, shore-end computation, and shore-end displacement adjustment into a unified hardware architecture. Each component independently performs its corresponding function while simultaneously transmitting synchronous information via the ship-shore data interaction link. The functional division between modules is clear, and maintenance and debugging of a single component does not easily interfere with the normal operation of other units. The main control terminal 310... Each of the 340 slave control units is adapted to its own dedicated control logic, enabling separate suppression of layered disturbances on the gangway and multi-dimensional alignment and leveling of the floating platform. Compared to scattered and independently deployed sensing, control, and execution devices, this integrated system can shorten the data interaction latency between modules, improve the synchronization of gangway adjustment and floating platform follow-up movements, and fully cover the entire hardware carrier of the sensing, computing, and execution process. This makes it easier to conduct infringement comparisons by matching physical products during patent protection processes. It also provides clear hardware assembly logic for the deployment and commissioning of equipment at the port, and can be adapted to different tidal ranges and tonnage of roll-on / roll-off vessels for various dock operation scenarios.

[0095] like Figure 4 As shown, an embodiment of this application provides an electronic device 400, including a memory 404 and a processor 402. The memory 404 stores a computer program, and when the processor 402 executes the computer program, it implements the cooperative control method as described in any of the above embodiments. Therefore, the electronic device 400 possesses all the beneficial effects of the cooperative control method as described in any of the above embodiments.

[0096] Embodiments of this application provide a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the cooperative control method as described in any of the above embodiments. Therefore, the computer-readable storage medium possesses all the beneficial effects of the cooperative control method as described in any of the above embodiments.

[0097] like Figure 5 , Figure 6 and Figure 7 As shown, Figure 5 This is a schematic diagram of the overall structure of the collaborative control system between the ro-ro ship gangway and the floating platform at the dock. The main controller, which serves as the master control terminal, is installed inside the hull of the ro-ro ship on the right. It is used to run three-layer composite control logic and constrained model predictive control algorithm. The main controller is connected to the IMU (Inertial Measurement Unit) and the draft sensor, which are part of the sensing and acquisition unit, to collect data on the hull's motion attitude and draft status. A hydraulic winch, which serves as a hydraulic drive mechanism, is installed at the hinge position of the gangway to receive the drive control quantity from the master control terminal and drive the ro-ro ship gangway to complete the pitch angle adjustment. Figure 7A floating platform is set up on the shore side of the pier. The docking end of the floating platform is equipped with a guide groove to receive the end of the ramp of the roll-on / roll-off ship. The floating platform is equipped with a push rod as a longitudinal adjustment mechanism to drive the floating platform to complete longitudinal follow-up compensation. Limit piles are set at the bottom of the floating platform to constrain the horizontal displacement of the platform and adapt to the rise and fall of the tide. The master control terminal on the hull side interacts with the slave control terminal of the floating platform through the ship-shore communication link. The longitudinal displacement prediction of the ramp end can be sent to the shore end, thus forming a ship-shore dual-end collaborative control architecture.

[0098] Figure 6 and Figure 7 This diagram illustrates the docking status of the ro-ro ship's ramp with the floating platform at the pier under different tidal conditions, and the principle of automatic compensation. In the diagram, B corresponds to the ro-ro ship's hull, and A corresponds to the floating platform at the pier. Figure 6 The diagram shows the docking operation at low tide, when the water level is low, the height difference between the ro-ro ship deck and the floating platform of the dock is large, and the ro-ro ship ramp has a large slope angle. Figure 7 The diagram shows the docking operation at high tide. As the water level rises, the ro-ro ship rises synchronously with the tide, the height difference between the deck and the floating platform of the dock decreases, and the slope angle of the ro-ro ship's ramp decreases accordingly. Figure 6 The automatic compensation of the control system marked in the middle corresponds to the low-frequency feedforward control logic under the slow-varying time scale of this application. That is, the main control end continuously adjusts the driving amount of the ramp through real-time tide level data and tide forecast data to offset the systematic height deviation caused by tidal water level changes, so that the ramp slope angle is always maintained within the design allowable working range. This intuitively demonstrates the active compensation effect of this solution for slow-varying tidal disturbances, and ensures the passage safety and contact stability of loading and unloading docking under different tide levels.

[0099] Specifically, this embodiment focuses on the engineering deployment of the collaborative control system. In terms of the hardware configuration of the sensing and acquisition unit, a multi-sensor array architecture is adopted. All data is transmitted to the main control terminal via a dual redundant link of CAN bus and industrial Ethernet. The specific composition and timing are as follows: An encoder with a resolution of no less than 0.01° is installed at the hinged end of the gangway to measure the elevation angle of the gangway relative to the ship's deck in real time; a 6-axis inertial measurement unit with a sampling frequency of no less than 100Hz is installed at the end of the gangway to collect the absolute acceleration and angular velocity at the end, and outputs the spatial pose of the end after Kalman filtering; a dual-axis inclinometer with an accuracy of ±0.01° is installed on the main deck of the ship to collect data from the ship's hull. The system includes: trim and heel angles; ultrasonic draft sensors at both the bow and stern of the hull to collect real-time draft data and calculate the trim difference; liquid level sensors at the four corners of the floating platform to collect water surface elevation data and obtain trim and heel data through differential calculations; laser rangefinder arrays on both sides of the gangway end to collect the normal distance and lateral misalignment between the gangway end and the docking surface of the floating platform; contact force sensors embedded inside the docking guide plate of the floating platform to simultaneously detect normal and tangential contact forces; water level sensors installed at fixed points on the wharf and connected to the tide forecast data interface to output real-time tide levels and tide level prediction sequences for the next 2 hours. The sampling period is set according to the control level: 10ms for the inertial measurement unit and laser rangefinder sensors, 1s for the draft sensor, and 60s for the port water level sensor. Tide forecast data is updated every 15 minutes to ensure that the control links at all three time scales can obtain timely input data.

[0100] In the controller parameter tuning stage, calibration is completed according to the following steps before the system goes online: First, collect the tidal history data of the target port for the past 3 years, fit the harmonic tidal model, and calibrate the benchmark parameters of the slow-varying layer low-frequency feedforward control; Second, extract the longitudinal metacenter height, initial longitudinal coordinate of the center of gravity, and longitudinal trim coefficient per unit load from the ship stability calculation book, and construct a prediction model for the ship's trim rate of change; Third, collect inertial measurement unit data under moored conditions, identify the heave and pitch power spectral density of the ship in the port, and adjust the disturbance covariance matrix in the model predictive control algorithm; Fourth, complete the identification of the gangway hydraulic system under no-load conditions, obtain the transfer function of proportional servo valve opening-flow-angular velocity, and construct the internal prediction model of model predictive control; Fifth, conduct no-load contact tests between the gangway and the floating platform, calibrate the zero point and range of the contact force sensor, and determine the target contact force parameters in the soft contact stage.

[0101] In terms of hardware system deployment, the main control unit adopts a dual-redundant industrial ARM processor module with a main frequency of 1GHz, running a real-time operating system, and the hardware redundancy switching time does not exceed 5ms; the hydraulic drive interface connects the proportional servo valve and the hydraulic winch frequency converter through the CANopen protocol. The rated power range of the hydraulic winch system is 75kW~200kW, the maximum retrieval angular velocity is about 3° / min, and the rated working pressure is 250bar~350bar. The hydraulic pressure constraints and angular velocity constraints built into the algorithm match the above-mentioned hardware rated parameters; the communication link between the ship and shore is constructed using industrial Wi-Fi or dedicated fiber optic cable, with a transmission delay of no more than 10ms, used to transmit collaborative control commands from the main control unit to the slave control unit; the port loading and unloading operation management system accesses the main control unit through a VPN private network, transmits loading and unloading operation plan data in XML format, and updates every 1 minute; the bridge control console is equipped with a touch-screen human-machine interface terminal, which displays the ramp angle, contact force, floating platform status, control mode and alarm information in real time, and supports the switching of manual takeover control mode.

[0102] The actuators on the floating platform side of the dock are configured with the following parameters: the longitudinal adjustment mechanism adopts a hydraulic push-pull mechanism with a rated thrust of 500kN and a longitudinal adjustment stroke of ±1.5m; the lateral guidance mechanism adopts an electric drive device with a lateral adjustment stroke of ±0.3m. When the contact force sensor detects that the longitudinal tangential force exceeds the design threshold of 30kN, it automatically triggers the lateral fine-tuning action; the four corners of the floating platform are equipped with independently controllable hydraulic struts with a strut stroke of 0~500mm. Based on the differential signals of the four corner liquid level sensors, a PID control algorithm is used to actively level the longitudinal and lateral tilt of the floating platform, which can control the tilt angle of the platform docking surface within ±0.3°, ensuring that the docking surface is always in a near-horizontal state and reducing the lateral climbing force at the end of the gangway.

[0103] After deployment, the model predictive control algorithm uses the active-set algorithm to solve the constrained quadratic programming problem. The control time-domain prediction step size is set to 10 steps, corresponding to a prediction duration of 500ms. The single-cycle solution time does not exceed 10ms, which can meet the real-time requirement of a 50ms control cycle. The entire system can stably maintain the ramp slope angle within the range of 7°~11° and the contact force within the range of 50kN~200kN under typical working conditions such as a tidal range of 4.5m, 350 loading and unloading operations per cycle, and wind and wave heave of ±80mm, fully meeting the traffic safety requirements for loading and unloading operations.

[0104] In the claims, description, and accompanying drawings of this invention, the term "plural" refers to two or more. Unless otherwise explicitly defined, the terms "upper," "lower," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and simplifying the descriptive process, and are not intended to indicate or imply that the device or element referred to must have the described specific orientation, or be constructed and operated in a specific orientation. Therefore, these descriptions should not be construed as limiting the invention. The terms "connected," "installed," "fixed," etc., should be interpreted broadly. For example, "connected" can be a fixed connection between multiple objects, a detachable connection between multiple objects, or an integral connection; it can be a direct connection between multiple objects or an indirect connection between multiple objects through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in this invention can be understood based on the specific circumstances described above.

[0105] In the claims, description, and accompanying drawings of this invention, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to specific features, structures, materials, or characteristics described in connection with the above embodiments or examples, which are included in at least one embodiment or example of the invention. In the claims, description, and accompanying drawings of this invention, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0106] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for coordinated control of a roll-on / roll-off ship gangway and a floating dock platform, characterized in that, The control is executed by a master control unit located on the ro-ro ship ramp, which is driven by a hydraulic drive mechanism. The coordinated control method includes: The sensor acquisition unit acquires real-time tide level data, tide forecast data, hull draft and trim data, and hull heave and pitch motion data of the port where the ro-ro ship is located, and also acquires the operation flow scheduling data of the ro-ro ship. On a slowly varying time scale, the low-frequency feedforward control command for the roll-on / roll-off ship ramp is determined based on the real-time tide level data and the tide forecast data. On a medium-speed time scale, the predicted trim value is calculated based on the ship's draft and trim data and the operation flow scheduling data, and then the medium-frequency feedforward control command of the roll-on / roll-off ship's ramp is determined. On a fast timescale, based on the hull heave and pitch motion data, a constrained model predictive control algorithm is used to determine the high-frequency feedback control command for the roll-on / roll-off ship ramp. The low-frequency feedforward control command, the medium-frequency feedforward control command and the high-frequency feedback control command are superimposed to obtain the drive control quantity of the roll-on / roll-off ship ramp, and output to the hydraulic drive mechanism to drive the roll-on / roll-off ship ramp to move. The system acquires real-time status data of the ro-ro ship ramp, predicts the longitudinal displacement change at the end of the ro-ro ship ramp, and sends the data to the slave control terminal of the quay floating platform to instruct the slave control terminal to drive the longitudinal adjustment mechanism of the quay floating platform to perform longitudinal active follow-up compensation.

2. The collaborative control method according to claim 1, characterized in that, The estimated pitch prediction values ​​include: The number of vehicles entering and leaving the roll-on / roll-off ship per unit time is obtained based on the operation flow scheduling data, and the mass distribution parameters of various types of vehicles are matched. Based on the longitudinal metacentric height of the ro-ro ship, the current longitudinal coordinate of the center of gravity, and the mass distribution parameters, the predicted value of the longitudinal trim rate of the ro-ro ship is calculated using a hull trim rate model based on loading and unloading flow rate. The predicted pitch value is determined based on the predicted pitch change rate.

3. The cooperative control method according to claim 2, characterized in that, Also includes: When the operation flow scheduling data is unavailable, switch to degraded operation mode, establish an autoregressive model based on the historical draft data of the roll-on / roll-off ship, and make short-term predictions on the trim prediction value through the autoregressive model.

4. The collaborative control method according to claim 1, characterized in that, The high-frequency feedback control command for determining the ro-ro ship ramp using a constrained model predictive control algorithm includes: Within each control cycle, the ship's heave and pitch motion data are used as disturbance inputs to solve a quadratic programming problem to obtain the high-frequency feedback control command. The objective function of the quadratic programming problem includes: the normal distance error term between the end of the ro-ro ship ramp and the docking surface of the floating platform of the wharf, the angular change rate limit term of the ro-ro ship ramp, and the deviation term between the contact force and the design preload. The constraints of the quadratic programming problem include: the range of the ramp angle, the angular velocity of the ramp, the hydraulic pressure of the hydraulic drive mechanism, and the upper and lower limits of the contact force.

5. The collaborative control method according to claim 1, characterized in that, It also includes docking status switching steps: Obtain the current normal distance between the end of the roll-on / roll-off ship ramp and the floating platform at the dock; When the current normal distance is greater than the first threshold, the hydraulic drive mechanism is controlled to lower the roll-on / roll-off ship ramp at a controlled speed, and a follow-up alignment command is sent to the slave control terminal. When the current normal distance is not greater than the first threshold and is greater than the second threshold, a force control command is determined according to the preset target contact force to make the end of the roll-on / roll-off ship ramp establish initial contact with the floating platform of the dock. When initial contact is established and the contact force reaches the third threshold, the dual closed-loop collaborative control of the master control terminal and the slave control terminal is activated to maintain the contact force within the preset working range and the ramp slope angle does not exceed the design limit. When any of the following trigger conditions are detected—overload anomaly, excessive slope angle, or sensor malfunction—an emergency lifting procedure is executed, controlling the hydraulic drive mechanism to retract the roll-on / roll-off ship ramp to a safe angle.

6. A method for coordinated control of a roll-on / roll-off ship gangway and a floating dock platform, characterized in that, The control is executed by a slave control unit located on the floating platform of the dock, which is equipped with a longitudinal adjustment mechanism. The cooperative control method includes: The system receives longitudinal displacement change data sent by the main control terminal set on the ro-ro ship ramp. The longitudinal displacement change data is the end longitudinal displacement change data predicted by the main control terminal based on the real-time status data of the ro-ro ship ramp. The longitudinal adjustment mechanism is adjusted according to the longitudinal displacement change to compensate for the longitudinal displacement at the end of the roll-on / roll-off gangway.

7. The cooperative control method according to claim 6, characterized in that, The floating platform at the dock is also equipped with a lateral guiding mechanism and liquid level sensors distributed around it. The cooperative control method also includes: The tangential force detected by the contact force sensor set at the docking position is obtained. When the tangential force exceeds the design threshold, the lateral fine adjustment amount of the lateral guide mechanism is determined and its action is driven. The differential signal from the liquid level sensor is acquired, and the longitudinal and transverse tilt of the floating platform at the dock is actively leveled based on the differential signal to maintain the docking surface within a set horizontal angle range.

8. A coordinated control system for a roll-on / roll-off ship gangway and a floating dock platform, characterized in that, include: The components include a roll-on / roll-off (Ro-Ro) ship ramp, a main control terminal located on the Ro-Ro ship ramp, a hydraulic drive mechanism for driving the Ro-Ro ship ramp, a dock floating platform, a slave control terminal located on the dock floating platform, a longitudinal adjustment mechanism located on the dock floating platform, and a sensor acquisition unit. The master control terminal is configured to execute the collaborative control method as described in any one of claims 1 to 5; the slave control terminal is configured to execute the collaborative control method as described in claim 6 or 7.

9. An electronic device, characterized in that, It includes a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, it implements the cooperative control method as described in any one of claims 1 to 5, or implements the cooperative control method as described in claim 6 or 7.

10. A computer-readable storage medium, characterized in that, The system contains a computer program that, when executed by a processor, implements the collaborative control method as described in any one of claims 1 to 5, or the collaborative control method as described in claim 6 or 7.

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