Ship docking anti-collision alarm system

Abstract

The utility model discloses a ship docking anti-collision alarm system, which is characterized in that detection units are arranged on two sides of a ship from a bow to a stern, the detection units are connected with a controller and output induction signals to the controller, and the controller is connected with an interaction unit and outputs collected signals to the interaction unit. The detection unit is provided with a fixing groove fixed to a ship side guardrail, the fixing groove is a T-shaped groove, the fixing groove is provided with a T-shaped rod in clearance fit with the fixing groove in shape, the T-shaped rod is composed of a transverse rod and a vertical rod, one end of the vertical rod is fixedly connected to the middle of the transverse rod, and the outer end of the vertical rod extends out of the fixing groove and extends out of the ship guardrail. A sensor used for sensing distance information is fixed to the outer end of the vertical rod. According to the system, the infrared sensors are installed on the two sides of the bow and the stern, the distance between the ship and a wharf or other obstacles is detected in real time, sailors are reminded through the buzzer alarm, and therefore the collision risk when the ship is in shore is effectively reduced.

Description

Technical Field

[0001] This utility model relates to the field of ship warning technology. Background Technology

[0002] Docking is a crucial step in shipping operations, but due to the large size, high inertia, and complex operation of ships, especially in narrow ports or complex waters, collisions are prone to occur during docking. Traditional docking methods rely primarily on the experience and visual judgment of the crew, supplemented by radar, sonar, and other auxiliary navigation equipment. However, these devices are typically used for long-distance navigation and obstacle avoidance, and their capabilities for precise short-range distance measurement and real-time alarm functions are relatively limited. Furthermore, the large blind spots at the bow and stern when a ship is docking make it difficult to accurately judge the distance to the dock or other obstacles by sight or traditional equipment, increasing the risk of collision.

[0003] Currently, manual equipment is often used to measure and obtain relevant parameters when ships dock, serving as data for manual docking operations. For example, the patent document with publication number CN207318711 U, publication date May 4, 2018, entitled "A Radar Speed ​​Meter for Ship Docking," discloses a radar speed meter for ship docking, including a main board, a radar rangefinder on the upper part of the main board, an optical fiber receiving column on the top of the radar rangefinder, an automatic supplementary light on the right side of the optical fiber receiving column, a protective lamp connected to the back of the automatic supplementary light, a U-shaped bracket connected to the bottom of the protective lamp, a speed analysis system on the back of the U-shaped bracket, a speed display screen on the back of the speed analysis system, a power control button on the right side of the speed display screen, an instrument support column at the bottom of the main board, and a fixed base plate at the bottom of the instrument support column.

[0004] When using similar equipment for docking operations, the following problems exist:

[0005] 1. Reliance on human judgment: Existing technology mainly relies on the experience and visual judgment of crew members. Even when measuring with equipment, it is easily affected by environmental factors such as weather and lighting, resulting in significant errors and risks.

[0006] 2. Insufficient close-range detection capability: Existing radar, sonar and other equipment are mainly used for long-range navigation and obstacle avoidance, and have limited ability to accurately measure close-range distances when ships are approaching shore;

[0007] 3. Blind spot problem: When a ship is docking, the blind spots at the bow and stern are large, and traditional equipment is difficult to cover these areas, which increases the risk of collision.

[0008] 4. Lack of real-time alarm function: Existing technology lacks real-time distance detection and alarm functions when ships are approaching shore, and cannot promptly remind crew members to take evasive action. Summary of the Invention

[0009] The technical problem to be solved by this utility model is to realize a ship docking collision avoidance alarm system based on infrared sensors. By installing infrared sensors on both sides of the bow and stern, the distance between the ship and the dock or other obstacles can be detected in real time, and the crew can be alerted by a buzzer alarm, thereby effectively reducing the risk of collision when the ship docks.

[0010] To achieve the above objectives, the technical solution adopted by this utility model is as follows: a ship berthing anti-collision alarm system, wherein detection units are provided on both sides of the ship from bow to stern, each detection unit is connected to and outputs sensing signals to a controller, the controller is connected to and outputs the collected signals to an interactive unit, each detection unit is provided with a fixing groove fixed to the side railing of the ship, the fixing groove is a T-shaped groove, the fixing groove is equipped with a T-shaped rod that fits the shape of the T-shaped rod with clearance, the T-shaped rod is composed of a horizontal bar and a vertical bar, one end of the vertical bar is fixed to the middle part of the horizontal bar, the outer end of the vertical bar extends out of the fixing groove and extends to the outside of the ship railing, and a sensor for sensing distance information is fixed to the outer end of the vertical bar.

[0011] Both the horizontal and vertical bars are made of square steel, and the contact surfaces of the fixing groove and the T-shaped bar are provided with a matching magnetic attraction mechanism.

[0012] The length of the crossbar is greater than the length of the horizontal groove of the fixed groove.

[0013] The sensor is an infrared ranging sensor. The wiring harness of the controller connecting each detection unit is fixed on the outside of the corresponding fixing slot. The output line of the infrared sensor and the wiring harness are provided with matching connectors.

[0014] The interactive unit is a display screen and / or an alarm. The interactive unit is connected to the interactive communication interface of the controller via a wiring harness. The interactive unit is installed in the wheelhouse.

[0015] The display screen has an independent display area for displaying the data collected by each detection unit.

[0016] The detection units on both sides are symmetrically arranged, and the detection units on the same side are arranged at equal intervals.

[0017] The advantages of this utility model ship berthing anti-collision alarm system are:

[0018] 1. Improve safety: Real-time detection of the distance between the ship and obstacles using infrared sensors reduces the risk of collision.

[0019] 2. Reduced reliance on manual labor: The system's automatic detection and alarm functions reduce reliance on crew experience and lower the possibility of human error.

[0020] 3. Coverage of blind spots: By deploying infrared sensors on both sides of the bow and stern, the problem of blind spots that traditional equipment cannot cover is effectively solved.

[0021] 4. Real-time alarm: The system can immediately sound an alarm when it detects a dangerous distance, reminding crew members to take timely evasive action to avoid accidents.

[0022] 5. Simple structure: The system uses only infrared sensors, a microcontroller system, and a buzzer alarm, making it simple in structure and easy to install and maintain. Attached Figure Description

[0023] The following is a brief explanation of the content and markings in each of the accompanying drawings in this utility model specification:

[0024] Figure 1 A schematic diagram of the test unit structure for a ship berthing collision avoidance alarm system.

[0025] Figure 2 Schematic diagram of the control circuit for a ship berthing collision avoidance alarm system;

[0026] The markings in the above figures are: 1. Fixing groove; 2. T-shaped rod; 3. Sensor; 4. Magnetic attraction mechanism; 5. Connector. Detailed Implementation

[0027] The following description, with reference to the accompanying drawings, details the specific implementation of this utility model, including the shape and structure of each component, the relative positions and connections between the parts, the function and working principle of each part, the manufacturing process, and the operation and use methods. This will help those skilled in the art to have a more complete, accurate, and in-depth understanding of the inventive concept and technical solution of this utility model.

[0028] The ship berthing collision avoidance alarm system involves installing detection units on both sides of the ship. Detection units on the same side are installed from front to back, preferably with equal spacing between them. However, it is essential to ensure that detection units are installed on both sides of the bow and stern. The detection units on both sides are preferably symmetrically arranged, which makes it easier for staff to determine the distance to obstacles on both sides. The number of detection units installed on each side depends on the length of the ship; the longer the ship, the more detection units are required.

[0029] All detection units are connected to and output sensing signals to the same controller. The controller can be a microcontroller capable of processing signals from the ranging sensor 3. Each input interface is connected to one sensor 3 of the detection unit. Wiring harnesses are preferred to ensure reliable and timely signal transmission, avoiding issues caused by signal delays. Figure 2As shown, the microcontroller has multiple input ports for infrared sensors 3. Of course, the figure is just an example. If there are multiple sensors 3, more input interfaces are needed. Each input interface is electrically connected to a wiring harness, which extends to the location of each detection unit.

[0030] The sensor 3 and the fixing mechanism of the detection unit are separate structures, so users can choose to install the sensor 3. For example, only install the sensor 3 on the shore side when the ship is docked. This can avoid the sensor 3 being exposed to sun and rain during navigation, which would reduce its service life. It can also facilitate replacement and maintenance when some sensors 3 are damaged. In addition, the number of sensors 3 can be reduced to only ensure that a single side is arranged, since the ship only moves towards the dock on one side when docked, thus reducing equipment costs.

[0031] The split-type detection unit includes a mounting slot 1 fixed to the side railing of the ship, and a T-shaped rod 2 installed in the mounting slot 1, such as... Figure 1 As shown, the fixing groove 1 is a T-shaped square groove with a right-angled side structure inside and three open ends, which facilitates the extension of the T-shaped rod 2. The internal shape of the fixing groove 1 is clearance-fitted with the T-shaped rod 2. The contact surface of the fixing groove 1 and the T-shaped rod 2 is provided with a matching magnetic attraction mechanism 4 to ensure reliable attraction during fixing and easy removal during disassembly. The T-shaped rod 2 consists of a horizontal bar and a vertical bar. One end of the vertical bar is fixed to the middle part of the horizontal bar. Both the horizontal bar and the vertical bar are square steel, which are clearance-fitted with the square groove fixing groove 1 to ensure that the position of the T-shaped rod 2 is relatively fixed when placed in the fixing groove 1, which can help improve the measurement accuracy. Since the length of the horizontal bar is greater than the length of the horizontal groove of the fixing groove 1, both ends of the T-shaped rod 2 extend out of the fixing groove 1. The extension length is generally controlled at about 5-10 cm, which facilitates the removal and placement of the T-shaped rod 2.

[0032] The outer end of the vertical rod extends out of the fixing groove 1 and extends to the outside of the ship's railing. A sensor 3 for sensing distance information is fixed at the outer end of the vertical rod. The sensor 3 is an infrared ranging sensor 3. The wiring harness of the controller connecting each detection unit is fixed on the outside of the corresponding fixing groove 1. The output line of the infrared sensor 3 and the wiring harness are equipped with matching connectors 5. The connectors 5 fixed on the fixing groove 1 are equipped with protective sleeves, which can protect the internal joints of the connectors 5 from water immersion and corrosion when the sensor 3 is not installed.

[0033] The controller connects to and outputs the collected signals to the interactive unit, which is a display screen and / or an alarm. The interactive unit is connected to the interactive communication interface of the controller via a wiring harness. The interactive unit is installed in the ship's wheelhouse. The display screen has an independent display area for displaying the data collected by each detection unit, which facilitates monitoring.

[0034] This system uses infrared sensors 3 to detect the distance between the bow and obstacles. Infrared sensors 3 on both sides of the stern detect the distance between the stern and obstacles. The infrared sensors 3 upload the detected distance information to a microcontroller system. The microcontroller system determines whether an alarm should be triggered based on a preset safety threshold. Multiple alarms can be set, for example, two external buzzer alarms, one for the bow and one for the stern. When either the bow or stern infrared sensor 3 detects that the distance is too close, the corresponding buzzer alarm will sound. The system does not involve complex data fusion calculations; it directly triggers the buzzer alarm based solely on the detection results of the infrared sensors 3, achieving a simple and rapid response.

[0035] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A ship docking anti-collision warning system, characterized by: Detection units are installed on both sides of the ship from bow to stern. Each detection unit is connected to and outputs sensing signals to a controller. The controller is connected to and outputs the collected signals to an interactive unit. Each detection unit has a fixing groove fixed to the side railing of the ship. The fixing groove is a T-shaped groove. The fixing groove is equipped with a T-shaped rod that fits the shape of the groove. The T-shaped rod consists of a horizontal bar and a vertical bar. One end of the vertical bar is fixed to the middle part of the horizontal bar. The outer end of the vertical bar extends out of the fixing groove and extends beyond the ship railing. A sensor for sensing distance information is fixed to the outer end of the vertical bar.

2. A ship docking anti-collision warning system according to claim 1, characterised in that: Both the horizontal and vertical bars are made of square steel, and the contact surfaces of the fixing groove and the T-shaped bar are provided with a matching magnetic attraction mechanism.

3. A ship docking anti-collision warning system according to claim 2, characterised in that: The length of the crossbar is greater than the length of the horizontal groove of the fixed groove.

4. A ship docking anti-collision warning system according to claim 1, 2 or 3, characterised in that: The sensor is an infrared ranging sensor. The wiring harness of the controller connecting each detection unit is fixed on the outside of the corresponding fixing slot. The output line of the sensor and the wiring harness are equipped with matching connectors.

5. A ship docking anti-collision warning system according to claim 4, characterised in that: The interactive unit is a display screen and / or an alarm. The interactive unit is connected to the interactive communication interface of the controller via a wiring harness. The interactive unit is installed in the wheelhouse.

6. A ship docking anti-collision warning system according to claim 5, characterised in that: The display screen has an independent display area for displaying the data collected by each detection unit.

7. A ship docking anti-collision warning system according to claim 1 or 6, characterised in that: The detection units on both sides are symmetrically arranged, and the detection units on the same side are arranged at equal intervals.

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