Green intelligent pile-driving vessel operation management system and construction method

Abstract

Disclosed are a green intelligent pile-driving vessel operation management system and a construction method. The green intelligent pile-driving vessel operation management system comprises an energy management system and an operation management system. The energy management system is used for, on the basis of a current working condition of a pile-driving vessel, managing energy distribution of the pile-driving vessel, and the operation management system is used for managing operation distribution of the pile-driving vessel. In the present invention, on the basis of power load conditions of each process, an energy storage unit is introduced, power fluctuations of a power grid are stabilized, and the number of starting stations of a main generator set is reduced, so that the main generator set operates within an economical energy consumption range, achieving intelligent and efficient energy efficiency management of the pile-driving vessel. The influences of on-site wind, wave, and flow environment conditions and hull motion on piling precision are evaluated by means of an operation auxiliary decision-making system of the pile-driving vessel. During the pile-driving process, the hammering energy of a hydraulic pile-driving hammer and the number of hammer strikes are read, and a laser ranging radar is used for measurement to obtain the degree of penetration of each hammer, automatically generating a piling data table. Moreover, the hammering energy is adjusted by means of evaluating the total penetration depth of continuous multiple hammer strikes, thereby achieving automatic pile-driving operations and reducing the labor intensity of operators.

Description

A green and intelligent piling ship operation management system and construction method Technical Field

[0001] The present invention belongs to the technical field of pile driving construction on water by a pile-driving vessel, and in particular relates to an operation management system and a construction method of a green and intelligent pile-driving vessel. Background Art

[0002] Pile-driving vessels are the primary equipment used in pile foundation construction for bridges, docks, and water conservancy projects. A pile-driving vessel typically consists of a hull and a piling system, which comprises a pile frame and winch. In recent years, with the advancement of variable-frequency motor technology, electric winches have become increasingly common. With the electrification of piling systems, pile-driving vessels are also gradually evolving into fully electric-powered vessels. Currently, pile-driving vessels generally have high installed power, and during most piling operations, the overall electrical load is relatively low. This results in significant waste of main generator power and unnecessary energy consumption, which is inconsistent with the national green energy conservation and "dual carbon" strategies. Furthermore, the level of intelligent piling operations is low. For example, the crew's judgment of the wind, wave, and current conditions required to achieve piling accuracy is often subjective and relies on experience. Furthermore, piling process data, such as the number of blows, blow energy, and penetration rate, must be recorded by engineers and technicians in a form. Pile-driving operations often last for several hours, making them labor-intensive.

[0003] Summary of the Invention

[0004] In order to solve the problems raised by the background technology, the present invention proposes a green and intelligent piling ship operation management system and a construction method.

[0005] A green and intelligent piling vessel management system for achieving one of the objectives of the present invention includes: an energy management system and an operation management system, wherein the energy management system is used to manage the energy distribution of the piling vessel according to the current working condition of the piling vessel, and the operation management system is used to manage the operation distribution of the piling vessel;

[0006] The hardware equipment involved in the energy management system includes a main generator set, an auxiliary generator set, a primary DC busbar, a secondary AC busbar, a tertiary AC busbar, an energy storage unit, a pile system load, a ship positioning load, a 380V load, and a 220V load; the energy storage unit can be a supercapacitor or a lithium battery pack, but is not limited to this.

[0007] The method for managing the energy distribution of a pile-driving vessel based on its current operating conditions includes: configuring the entire vessel with M main generator sets to meet the maximum power demand that may occur during the operation of the pile-driving vessel, and configuring an additional generator set as a backup. Therefore, the total number of main generator sets configured in the pile-driving vessel is M+1. During operation, if the total power required by the ship's equipment requires the simultaneous operation of M main generator sets, all M main generator sets are activated to provide power. If the total power provided by all M main generator sets is slightly greater than the total power demand of the ship, the excess power provided by all M main generator sets is used to charge the energy storage unit.

[0008] It also includes coordinating the power provided by partial startup of the main generator sets and the discharge power of the energy storage unit; the operation method includes: obtaining the maximum required power under the working conditions, comparing and determining the difference between the maximum required power and the total rated output power of N main generator sets; if the total rated output power of the N main generator sets is equal to the maximum required power, starting the N main generator sets to provide electric energy; if the maximum required power is between the total rated output power of the N main generator sets and the total rated output power of N-1 main generator sets, and the sum of the standard discharge power of the energy storage unit and the rated output power of the N-1 main generator sets can cover the maximum required power during operation, then starting the N-1 main generator sets to provide electric energy, and at the same time starting the energy storage unit to discharge, and controlling the output power of the energy storage unit to be the difference between the maximum required power and the total rated output power provided by the N-1 main generator sets. If the energy storage unit continues to discharge for a period of time, and the energy storage unit's power drops below 20% of the total storage capacity, and at this time the total power demand of the ship's equipment is still greater than the total rated output power provided by N-1 main generator sets, an additional main generator set will be started to supply power, the energy storage unit will stop discharging, and it will switch to charging mode. If the total power demand of the ship's equipment drops to the total rated output power that can be provided by N-1 main generator sets during operation, the surplus power provided by N-1 main generator sets will be used to charge the energy storage unit simultaneously. When the energy storage unit reaches a fully charged state, and the total power demand of the ship's equipment is still lower than the total rated output power that can be provided by N-1 main generator sets, the rated speed of the main diesel engine will be reduced to balance the total rated output power provided by the N-1 main generator sets with the total power demand of the ship's equipment, thereby reducing fuel consumption.

[0009] Specifically, if the difference between the maximum power demand and the total rated output power of N-1 main generator sets is greater than or equal to a first set value, the N main generator sets are activated to provide power, thereby providing safe and stable power and ensuring operational safety. If the difference between the maximum power demand and the total rated output power of the N-1 main generator sets is less than the first set value, the N-1 main generator sets are activated to provide power, and the energy storage unit is simultaneously activated to discharge, and the energy storage unit output power is controlled to be the difference between the maximum power demand and the total output power provided by the N-1 main generator sets, thereby achieving energy conservation during operation. The first set value is 60% of the standard discharge power of the energy storage unit.

[0010] It is understood that an alternative technical solution to the above technical features is: if the difference between the total rated output power of N main generator sets and the maximum required power is less than a second set value, the N main generator sets are started to provide electricity; this provides safe and stable electricity to ensure the safety and continuity of operations; if the difference between the rated output power of N main generator sets and the maximum required power is greater than or equal to the second set value, the N-1 main generator sets are started to provide electricity; at the same time, the energy storage unit is started to discharge, and the energy storage unit output power is controlled to: the difference between the total output power provided by the N-1 main generator sets and the maximum required power, thereby achieving energy saving in operations. The second set value is 40% of the standard discharge power of the energy storage unit.

[0011] The above M is greater than N, and N is greater than 1.

[0012] When the maximum required power under the working conditions does not exceed the rated output power of a main generator, a main generator is started to provide power and the energy storage unit is charged and stored at the same time.

[0013] The method for managing the energy distribution of the pile-driving vessel according to the current working condition of the pile-driving vessel further includes: when the vessel is in a moored condition, when the power of the energy storage unit is lower than a first set power, starting an auxiliary generator set to provide power to the grid load, and charging the energy storage unit with surplus power; when the power of the energy storage unit is higher than a second set power, shutting down the auxiliary generator set, and discharging the energy storage unit to provide power to the grid load, and the second set power is higher than the first set power.

[0014] The energy management system further includes a working condition identification module for identifying the current working condition of the ship, which includes: operating conditions, berthing conditions, ship moving and pile hanging conditions, pile hanging and position adjustment conditions, and pile driving conditions.

[0015] The method for the working condition determination module to determine the working condition includes:

[0016] When the positioning winch is turned on, and the pile hoist and hammer winches in the pile frame system are turned on, the pile driving vessel is considered to be in the ship moving and pile hoisting working condition; the ship moving and pile hoisting operations are carried out simultaneously, which is collectively referred to as the ship moving and pile hoisting working condition;

[0017] When the positioning winch is closed and the pile hoist and hammer winches in the pile frame system are turned on, the pile driving vessel is considered to be in the pile hoisting and positioning working condition;

[0018] When the positioning winch is closed, the hoisting winch in the pile frame system is closed, the hanging hammer winch is opened, and the hydraulic pile hammer power station is opened, the pile driving vessel is considered to be in the piling working condition;

[0019] When the positioning winch is closed, the hoisting winch in the pile frame system is closed, and the hammer winch is closed, the pile driving vessel is considered to be in the mooring condition;

[0020] Generally speaking, the power required for ship moving and pile lifting conditions > the power required for pile lifting and position adjustment conditions > the power required for pile driving conditions > the power required for mooring conditions.

[0021] The operation management system includes a first operation auxiliary decision system and a second operation auxiliary decision system;

[0022] The first operation auxiliary decision-making system is used to evaluate the operation performance and identify and warn of dangerous working conditions based on the collected monitoring data of the working sea area of ​​the pile driving vessel and the key performance indicator data simulated by the simulation model; the key performance indicators include the center plane position of the pile and the verticality deviation;

[0023] The monitoring data of the working sea area of ​​the pile driving vessel include: wind (wind speed, wind direction); current (current speed, current direction); wave (wave height, wave direction, wave period);

[0024] The first operation assistance system includes a first hardware perception layer, a first acquisition and transmission layer, a simulation and analysis layer, and a first intelligent decision-making layer;

[0025] The first hardware perception layer includes an operating environment perception module and a hull state monitoring module; used to obtain monitoring data of the working sea area of ​​the pile driving vessel and the hull motion amplitude and floating state;

[0026] The operating environment perception module is used to collect monitoring data of the working sea area of ​​the pile-driving ship; the collection equipment used includes: multiple ultrasonic wind speed and direction meters, Doppler current meters and LiDAR laser wave measurement radars; the ultrasonic wind speed and direction meters are arranged on the roof of the living area, in the middle and on the top of the pile frame, and are used to measure wind speed and direction; the Doppler current meter is arranged in the middle of one side of the ship and can be retracted and used to measure wave speed and direction; the LiDAR laser wave measurement radar is arranged at the bow to measure wave height, thereby obtaining wave statistics.

[0027] The hull state monitoring module is used to monitor the hull motion amplitude and floating state. This is collected through hull state monitoring sensors located near the center of the ship. These monitoring sensors include high-precision MEMS or fiber optic gyroscopes. By measuring the hull's six degrees of freedom motion, the hull motion amplitude and floating state are calculated based on the sensor data. The hull motion amplitude includes pitch, roll, and heave motion; the floating state includes the hull's average draft, trim, and roll.

[0028] The first acquisition and transmission layer is used to collect monitoring data from sensors in the hardware perception layer at a certain frequency using digital or analog IO acquisition modules according to the acquisition protocols of different types of sensors in the hardware perception layer, and transmit the monitoring data to the central processing computer in the control room via wired or wireless means.

[0029] The simulation analysis layer maps the real-world ship monitoring data transmitted by the acquisition and transmission layer to the built-in virtual simulation model. The real-world ship monitoring data is then passed to the stability and seakeeping virtual simulation assessment module within the built-in virtual simulation model. The simulation model uses real-time online calculations to predict the ship's stability and kinematic performance. Stability includes still water stability and high-angle stability, predicting whether they meet stability requirements. Kinematic performance includes the ship's roll, pitch, and heave motions.

[0030] The first intelligent decision-making layer is used to compare the stability and motion performance of the ship predicted by the virtual simulation model of the simulation analysis layer with the set threshold. When it is greater than the operation threshold, the current working condition is considered to be a dangerous condition and an early warning is issued to realize auxiliary decision-making for ship operation.

[0031] The operational performance evaluation includes comparing the stability and ship motion data with set thresholds. When any of the data in still water stability, large inclination angle, roll, pitch and heave motion of the ship is within the set threshold range, the current ship state is considered to be an operational state; when it exceeds the set operational threshold range, the current ship state is considered to be a dangerous operational state.

[0032] The second operation auxiliary decision-making system is used to calculate the pile top elevation and change in real time based on the collected hull position and bow direction, hull attitude, pile frame inclination angle and pile top elevation, and judge whether the pile plane position and inclination angle meet the pile driving accuracy requirements, and issue a timely warning if there is a trend of exceeding the accuracy range; the pile top elevation and change are used to calculate the footage data of each hammer and the total footage of multiple consecutive hammers during the piling process.

[0033] The second operation auxiliary decision system includes a second hardware perception layer, a second acquisition and transmission layer, a data analysis layer and a second intelligent decision-making layer; the hardware involved includes hull position and bow direction measurement sensors, attitude measurement sensors, pile frame inclination sensors, pile body inclination measuring instruments and pile top elevation measurement sensors.

[0034] The second hardware perception layer is used to collect the position and heading of the hull, the hull attitude, the pile frame inclination angle and the pile top elevation;

[0035] The second acquisition and transmission layer is used to collect sensor monitoring data at a certain frequency using a digital or analog IO acquisition module according to the sensor's acquisition protocol, and transmit the monitoring data to the central processing computer in the control room via wired or wireless means.

[0036] During the precise positioning phase of the pile, the data analysis layer maps the real-time measurement results of the pile plane position, inclination angle, and pile top elevation into a visual interface. During the piling process, the pile top elevation and its variation are calculated in real time. The variation can be used to determine the penetration amount of each hammer blow, and the penetration amount can be used to determine whether the hammer energy needs to be adjusted.

[0037] The second intelligent decision-making layer determines whether the pile plane position and inclination angle meet the pile driving accuracy requirements during the pile positioning and driving stages, and issues an early warning when the accuracy range is exceeded;

[0038] Furthermore, the second intelligent decision-making layer is also used to evaluate the penetration depth of the pile during the piling stage. When the penetration depth is abnormal, the hammer energy is automatically adjusted; when the design elevation is reached or the hammer energy reaches the upper limit and the penetration depth is less than the set value, the hammer is stopped and an alarm is issued; the method for determining whether the penetration depth is less than the set value in the present invention includes: the total footage of 3 consecutive 10 hammers is less than 3 cm.

[0039] A construction method for a green and intelligent piling vessel for achieving the second object of the present invention comprises the following steps:

[0040] Establish the hull space coordinate system 0-XYZ;

[0041] Establishing an instantaneous ship horizontal coordinate system OX"Y"Z" according to the ship space coordinate system 0-XYZ;

[0042] During pile driving, the real-time spatial coordinates and verticality of the pile in the ship's spatial coordinate system (OX, Y, Z) are calculated based on the measured offsets of each pile layer and the center position of the pile cross section. During the pile positioning phase, these real-time spatial coordinates and verticality are used to determine whether the pile's plane position and inclination angle meet the required pile driving accuracy. If these requirements are not met, an alert is issued.

[0043] Furthermore, the method also includes: evaluating the penetration depth of the pile during the piling stage, and automatically adjusting the hammer energy when the penetration depth is abnormal; when the design elevation is reached or the hammer energy reaches the upper limit and the penetration depth is less than the set distance, stopping the hammer and issuing an early warning.

[0044] The method for automatically adjusting hammer energy comprises:

[0045] Obtain the planar position, inclination, hammer energy, number of hammer blows, footage of each hammer, and total footage of N consecutive hammer blows;

[0046] During the piling process, if the total penetration of multiple consecutive N hammers is less than the first set distance, the penetration is considered abnormal and it is determined that the hammer energy needs to be increased. The total hammer energy is increased in increments according to the set gradient.

[0047] When the total penetration of multiple N consecutive hammers during piling is greater than the second set distance, the penetration is considered abnormal and it is determined that the hammer energy needs to be reduced. The total hammer energy is reduced in a set gradient each time.

[0048] The beneficial effects of the present invention include:

[0049] (1) Combining the characteristics of fast charging and discharging speed and large discharge power of the energy storage unit and the characteristic that the main generator under the DC busbar can run at a reduced speed, the power load of each piling operation process is cut and leveled. During the piling process, the main generator has excess power to charge the supercapacitor. When the power load is large during the next pile hoisting or ship moving operation, the supercapacitor is discharged, thereby reducing the number of main engines to be started, achieving peak shaving and leveling, green energy saving, and improving the efficiency of the main generator;

[0050] (2) The pile driving ship operation auxiliary decision-making system is used to determine whether the conditions for the deviation of the pile center position and inclination caused by the on-site wind, waves, currents and the movement of the ship meet the pile driving accuracy requirements;

[0051] (3) During the piling process, the hammering energy and number of hammering of the hydraulic pile hammer are read, and the penetration of each hammer is measured by laser ranging radar, so that the pile sinking data table is automatically generated. Furthermore, the system adjusts the increase or decrease of hammering energy by evaluating the total footage of multiple consecutive hammers, thereby realizing automatic piling operations and reducing the labor intensity of on-site workers. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 is a schematic diagram of the energy management system decision process;

[0053] Figure 2 is a diagram of the power system of a pile-driving vessel;

[0054] Figure 3 is the power-time curve of different processes under working conditions;

[0055] Figure 4 is an energy balance model;

[0056] Figure 5-1 shows the energy flow during the ship moving and pile hanging conditions;

[0057] Figure 5-2 shows the energy flow in the pile-hanging adjustment condition;

[0058] Figure 5-3 shows the energy flow during pile driving;

[0059] Figure 6 shows the energy flow in the parking condition;

[0060] Figure 7 is the hardware perception layer of the job assistance system;

[0061] Figure 8 shows the measurement of the ship's position, heading and attitude;

[0062] Figure 9 Pile inclination measurement;

[0063] Figure 10 shows the pile top elevation measurement;

[0064] Figure 11 is a schematic diagram of the pile driving construction system. DETAILED DESCRIPTION

[0065] The following detailed description is intended to explain the technical solutions of the present invention claims, so that those skilled in the art can understand the present claims. The scope of protection of the present invention is not limited to the specific implementation structures described below. Any implementation schemes created by those skilled in the art that incorporate the technical solutions of the present invention claims but differ from the following detailed descriptions are also within the scope of protection of the present invention.

[0066] As shown in Figure 1, an embodiment of the present invention provides a management system for a green and intelligent piling vessel, comprising a green and energy-saving energy management system and an intelligent operation management system. The energy management system manages the energy distribution of the piling vessel based on its current operating conditions, while the operation management system manages the operation distribution of the piling vessel.

[0067] As shown in Figure 2, the hardware part of the energy management system described in this embodiment includes a main generator set, an auxiliary generator set, a primary DC busbar, a secondary AC busbar, a tertiary AC busbar, an energy storage unit, a pile frame system load (including a hanging pile load and a hanging hammer load), a ship moving positioning load, a 380V load, a 220V load and a working condition judgment module. Specifically, the energy storage unit is a supercapacitor.

[0068] The main generator set includes a main diesel engine and a generator, which is used to provide power for the pile-driving operation of the pile-driving ship. There are three main generator sets in total, two in use and one in standby (with a single rated output power of 1500kW). They are converted into DC power through a rectifier and then connected to the primary DC busbar. The load end and the primary DC busbar are converted into AC power through an inverter and connected to the pile frame load (pile winch and hammer winch) and the ship positioning load (positioning winch). The primary DC busbar is also connected to a supercapacitor with a capacity of 300kWh and a standard discharge power of approximately 1750kW.

[0069] The auxiliary generator set, comprising an auxiliary diesel engine and generator, provides power for the moored piling vessel. This embodiment includes two auxiliary generator sets (each with a rated output of 400 kW), each connected to the secondary DC busbar. The load side and the secondary AC busbar are connected to 380V loads such as pumps, ventilation systems, and boilers.

[0070] The primary DC busbar is used to provide power for the pile frame system load and the ship positioning load. In this embodiment, it is a 1000V DC busbar, which is connected to the main generator set and supercapacitor; the primary DC busbar is also connected to the secondary AC busbar through an inverter and a transformer.

[0071] The secondary AC busbar is used to provide power for 380V loads. In this embodiment, it is a 400V AC busbar, which is connected to the auxiliary generator set. It is also connected to the primary DC busbar through a transformer and inverter.

[0072] The tertiary AC busbar provides power for 220V loads. In this embodiment, it is a 230V AC busbar. It is connected to the 400V AC busbar via a 380V / 230V lighting transformer. The tertiary AC busbar is connected to the secondary AC busbar via a transformer. The load end and the tertiary AC busbar are connected to 220V loads such as lighting and air conditioning.

[0073] Supercapacitors are used to quickly store and release electrical energy, absorb excess power from generator sets, and serve as output to make up for power shortages when the grid is under heavy instantaneous load.

[0074] The pile frame system load is used to meet the needs of piling operations, including main and auxiliary hook winches, hammer winch, and auxiliary winch.

[0075] The ship shifting and positioning load is used to meet the shifting requirements of the pile driving vessel when it is anchored, and includes a positioning winch.

[0076] 380V loads include fans, water pumps and other equipment; 220V loads include lighting and other equipment.

[0077] The energy management system software described in this embodiment manages the power supply, distribution, and power consumption of the entire network differently according to the different operating conditions of the pile-driving vessel. Its specific management logic or method includes operating power and berthing conditions, among which the operating conditions are divided into ship moving and pile lifting conditions, pile lifting and position adjustment conditions, and pile driving conditions. The power-time curves corresponding to these three conditions are shown in Figure 3, and the energy balance model is shown in Figure 4.

[0078] (1) Ship moving and pile lifting working conditions

[0079] As shown in the energy flow diagram of Figure 5-1, under the ship moving and pile lifting working condition described in this embodiment, the positioning winch is turned on, the pile lifting and hammer winch in the pile frame system are turned on, and the 380V and 220V loads are turned on. The working condition judgment module determines that the pile driving ship is in the ship moving and pile lifting working condition based on the opening and closing signals of the above equipment, which is the maximum power demand working condition.

[0080] Judgment condition 1: When the difference between the maximum power demand condition and the total rated output power of one main generator set (1500kW) is greater than the first set value (60% of the supercapacitor standard discharge power, i.e. 1750*60%=1050kW), the maximum power demand condition is greater than 2550kW;

[0081] Judgment condition 2: When the difference between the total rated output power of the two main generator sets (3000kW) and the maximum power demand condition is less than the second set value (40% of the standard discharge power of the supercapacitor, that is, 1750*40%=700kW), the maximum power demand condition is greater than 2300kW.

[0082] Case 1: When the maximum power demand is greater than or equal to 2550kW, two main generator sets are turned on. The main generator sets adjust the speed of the main diesel engine according to the power demand to balance the output power with the grid power load, thus achieving fuel saving.

[0083] Case 2: When the maximum power demand condition is greater than 2300kW and less than 2550kW, the decision to activate both main generator sets or one depends on the duration of the maximum power demand condition. When both main generator sets are activated, the main generator sets adjust the speed of the main diesel engine based on the load demand to balance the output power with the grid power load, thereby achieving fuel savings. If one main generator set is activated, and the maximum power demand condition lasts longer than the time it takes for the supercapacitor to discharge at a certain power level to 20% of its total capacity, an additional main generator set is activated to supply power, stopping the supercapacitor discharge and switching to charging mode. Fuel savings are achieved by reducing the number of main generator sets activated and the duration of their operation.

[0084] Case 3: When the maximum power demand is less than or equal to 2300kW and greater than 1500kW, one main generator set is activated, and the grid power shortfall is filled by supercapacitor discharge. If the maximum power demand persists for longer than the supercapacitor discharges to 20% of its total capacity at a certain power level, an additional main generator set is activated, and the supercapacitor stops discharging and switches to charging mode. This reduces the number of main generator sets activated and their start-up time, thereby saving fuel.

[0085] Case 4: When the maximum power demand is less than 1500kW, operating one main generator set can meet the grid power load. Excess grid power can be used to charge the supercapacitor. When the supercapacitor is fully charged, the main diesel engine speed is reduced to balance the output power with the grid power load, saving fuel.

[0086] (2) Pile adjustment working conditions

[0087] As shown in the energy flow diagram of Figure 5-2, under the ship moving and pile lifting working condition described in this embodiment, the positioning winch is turned off, the pile lifting and hammer winches in the pile frame system are turned on, and the 380V and 220V loads are turned on. The working condition judgment module determines that the pile driving ship is in the pile lifting and positioning working condition based on the opening and closing signals of the above equipment. At this time, the power demand is reduced to about 60% of the maximum power demand, that is, the maximum power demand will not exceed 1800kW.

[0088] Case 1: If grid power is supplied by two main generator sets during the ship-moving and pile-lifting operation, one of the generator sets can be shut down for pile-lifting adjustments. When the grid's power demand exceeds 1500kW and is less than 1800kW, the grid power shortfall is filled by supercapacitor discharge. When this condition persists for longer than the supercapacitor's discharge to 20% of its total capacity, the additional main generator set is restarted, the supercapacitor stops discharging, and switches to charging mode. When the grid's power demand is less than 1500kW, one main generator set is restarted, and the grid's excess power can be used to charge the supercapacitor. When the supercapacitor is fully charged, the main diesel engine's speed is reduced to balance the output power with the grid's power load, achieving fuel savings.

[0089] Case 2: If the grid power is provided by a main generator set and supercapacitors during the ship moving and pile lifting operation, then when the pile lifting operation is adjusted, the grid power is less than 1500kW, and only one main generator set can meet the grid power demand. The supercapacitor switches from discharge mode to charging mode. When the supercapacitor reaches a fully charged state, the output power is balanced with the grid power load by reducing the speed of the main diesel engine, thereby saving fuel.

[0090] Case 3: During the ship-moving and pile-lifting operation, the grid power is provided by only one main generator set. When the pile-lifting operation is performed, the grid power is less than 900kW, and only one main generator set can meet the grid power demand. The supercapacitor is always in charging mode. When the supercapacitor reaches a fully charged state, the output power is balanced with the grid power load by reducing the speed of the main diesel engine, thereby saving fuel.

[0091] (3) Pile driving conditions

[0092] As shown in the energy flow diagram in Figure 5-3, under the piling operation described in this embodiment, the positioning winch is off, the pile hoisting winch in the pile frame system is off, the hanging hammer winch is on, the hydraulic pile hammer power station is on, and the 380V and 220V loads are on. The operating condition identification module determines that the piling vessel is in the piling operation mode based on the on / off signals of the above-mentioned equipment. At this time, the power demand will be reduced to 30% of the maximum power demand, that is, the grid power will not exceed 900kW. Therefore, a single main generator set can meet the entire vessel's power demand and has surplus power. The surplus power in the system can be used to charge the supercapacitor. In this case, the supercapacitor acts as a "battery."

[0093] Under piling conditions, the power load of all ship equipment is relatively small. When the energy-saving management system detects that the power load of the power grid is less than the rated output power of one main generator set, it can be set to turn on only one main generator set.

[0094] (4) Mooring conditions

[0095] As shown in the energy flow diagram in Figure 6, under the mooring condition described in this embodiment, the positioning winch is turned off, the pile hoist and hammer winches in the pile frame system are turned off, and the 380V and 220V loads are turned on. The working condition identification module determines that the pile driver is in the mooring condition based on the on / off signals of these devices. At this time, the power demand of the entire ship is minimal. Energy can be supplied by two auxiliary generator sets (a conventional practice, but not energy-efficient); alternatively, supercapacitors can be used for low-power, long-term discharge to provide power to the 220V loads. In this case, the supercapacitors act as "auxiliary generator sets."

[0096] Under the moored condition, the main power load is not working, only the living electricity is used, and the grid load is small, about 60kW. This can be achieved by the following steps:

[0097] Step 1: When the energy-saving management system detects that the supercapacitor power level is lower than the set power level, it starts an auxiliary generator set (approximately 400kW) to supply power to the grid, and the excess power is used to charge the supercapacitor. This allows the auxiliary generator set to operate in the optimal fuel economy zone (80% rated power, approximately 320kW).

[0098] Step 2: When the energy-saving management system detects that the supercapacitor is fully charged, it shuts down the auxiliary generator set and discharges the supercapacitor to provide power to the grid load.

[0099] Step 3: Repeat steps 1 and 2.

[0100] The operation management system of the pile-driving vessel described in this embodiment includes a first operation auxiliary decision system and a second operation auxiliary decision system;

[0101] The first operation auxiliary decision system is vertically divided into a four-layer architecture: a first hardware perception layer, a first acquisition and transmission layer, a simulation and analysis layer, and a first intelligent decision layer.

[0102] The first hardware perception layer is composed of operating environment perception and hull status monitoring hardware sensors.

[0103] The operating environment perception system measures the operating conditions of the piling vessel in the working sea area in real time, including three sets of ultrasonic wind speed and direction meters, one set of Doppler current meter and one set of LiDAR laser wave measurement radar;

[0104] As shown in Figures 7 and 8, the ultrasonic anemometers are respectively arranged on the roof of the living area, in the middle and on the top of the pile frame to measure wind speed and direction; the Doppler current meter is arranged in the middle of one side of the ship and can be retracted to measure wave velocity and direction; the LiDAR laser wave radar is arranged at the bow to measure wave height, thereby obtaining wave statistics;

[0105] The hull state monitoring is to monitor key parameters such as hull motion and buoyancy through sensors. The hull state monitoring sensor is arranged near the center of the ship and can use high-precision MEMS or fiber optic gyroscopes to measure the hull's six degrees of freedom motion, thereby statistically obtaining the hull motion amplitude and buoyancy.

[0106] The first acquisition and transmission layer uses digital or analog IO acquisition modules to collect sensor monitoring data in the hardware perception layer at a certain frequency according to the acquisition protocols of different types of sensors in the hardware perception layer, and then transmits the monitoring data to the central processing computer in the control room via wired or wireless means.

[0107] The simulation analysis layer performs virtual-to-real mapping between the real ship monitoring data collected by the collection and transmission layer and the built-in virtual simulation model, and transmits the real ship monitoring data to the virtual simulation evaluation modules such as stability and seakeeping. The simulation model obtains the stability and motion performance prediction of the ship through real-time online calculation.

[0108] The first intelligent decision-making layer is used to extract, analyze and display the key performance indicator data monitored by different types of sensors in the hardware perception layer and predicted by the simulation model of the simulation analysis layer, carry out operation performance evaluation and dangerous working condition identification and warning based on the key performance indicators, and realize auxiliary decision-making for ship operations.

[0109] The second industry auxiliary decision-making system is also divided into a four-layer architecture vertically: the second hardware perception layer, the second acquisition and transmission layer, the data analysis layer and the second intelligent decision-making layer.

[0110] The second hardware perception layer is used to measure the hull position and bow direction, hull attitude, pile frame inclination and pile top elevation data, including hull position and bow direction side measurement sensor, attitude measurement sensor, pile frame inclination sensor, pile body inclination measuring instrument and pile top elevation measurement sensor.

[0111] The hull position and heading measurement sensor includes three global satellite system positioning signal receiving devices, two of which are symmetrically arranged on the roof of the living area, and one is arranged on the side of the ship.

[0112] Preferably, centimeter-level RTK technology is used for positioning in scenarios requiring high-precision positioning. In this case, the global satellite system positioning signal receiving device is fixed on the ship, and the base station is set on a nearby fixed structure.

[0113] The attitude measurement sensor is used to measure the hull's pitch and roll angles in real time and includes a high-precision inclinometer, which is located near the center of the ship. The installation location is shown in Figure 8.

[0114] The pile frame inclination sensor is used to measure the inclination angle of the pile frame in real time, and includes an inclinometer arranged on the pile frame, as shown in FIG9 ;

[0115] The pile body inclination sensor is used to measure the actual verticality of the pile body in real time, and includes two laser scanners, which are respectively arranged near the upper and lower dragon mouths of the pile frame;

[0116] The pile top elevation measurement sensor is used to measure the elevation of the pile top in real time, as shown in FIG10 , and includes a distance meter installed on the top of the pile frame.

[0117] With reference to the pile driving construction system diagram in FIG11 , the second acquisition and transmission layer uses a digital or analog IO acquisition module to collect sensor monitoring data at a certain frequency according to the acquisition protocols of different types of sensors, and then transmits the monitoring data to the central processing computer in the control room via wired or wireless means.

[0118] The data analysis layer maps the real-time measurement results of the pile plane position, inclination angle, and pile top elevation in a visual interface during the pile precise positioning stage; during the pile driving process, the pile top elevation and change are obtained through real-time analysis and calculation.

[0119] The second intelligent decision-making layer determines whether the pile plane position and inclination angle meet the pile driving accuracy requirements during the pile positioning and pile driving stages, and issues a timely warning if there is a trend of exceeding the accuracy range; during the pile driving process, the penetration depth of the pile is evaluated, and when the penetration depth decreases or increases significantly, the hammer energy is automatically adjusted; when the design elevation is reached or the hammer energy reaches the upper limit, and the total penetration of 10 hammers for three consecutive times is less than 3 cm, the hammer is stopped and a warning is issued.

[0120] Specifically, the pile positioning stage and the pile driving stage include the following steps:

[0121] Step 1: Before piling, input the plane coordinates of the center point of the pile top at the designed elevation and the inclination of the pile;

[0122] Step 2: Enter the allowable deviation range of the pile plane position and the inclination deviation value according to industry standards;

[0123] Step 3: Compare the plane coordinates of the pile center point at the actual pile design elevation obtained through measurement conversion and the measured inclination of the pile body with the theoretical value. If the deviation range is within the allowable range of the specification, the requirements are met. If the deviation value exceeds the specified value of the specification, an early warning is issued.

[0124] Specifically, the piling process includes the following steps:

[0125] Step 1: Based on the pile top elevation measured and calculated by the sensor, the penetration data of each hammer and the total penetration of 10 or 20 consecutive hammers can be obtained;

[0126] Step 2: When the total footage of 3 consecutive 10 hammers is less than 5cm during the pile driving process, it is considered that the hammer energy needs to be increased, and the total hammer energy should be increased by 10% each time; conversely, when the pile driving encounters a weak layer, if the total footage of 3 consecutive 10 hammers is greater than 50cm, it is considered that the hammer energy needs to be reduced, and the total hammer energy should be decreased by 10% each time, thereby realizing automatic adjustment of the pile driving energy.

[0127] Specifically, the method for stopping the hammer and issuing an early warning includes:

[0128] Step 1: Before piling, input the pile length and pile top design elevation;

[0129] Step 2: During the piling process, the pile top elevation calculated by sensor measurement is compared with the pile top design elevation in real time. When the pile top elevation is equal to the design elevation, pile sinking is completed and the hammer is stopped normally. If the design elevation is not reached, but the hammer energy of the hydraulic pile hammer reaches the maximum, and the total footage of three consecutive 10 hammers is less than 3 cm, pile sinking is considered difficult and a hammer stop warning is issued.

[0130] The construction method of the green intelligent piling barge described in this embodiment includes:

[0131] 1. Establish the hull space coordinate system 0-XYZ;

[0132] As shown in Figure 8, the X-axis is established with the ship axis parallel to the center of the pile, the direction from the stern to the bow is the X-direction, the Y-axis is established with the center of the positioning signal receiving device arranged on the side of the ship, the high-precision inclinometer position is the elevation 0 point, and the vertical upward is the Z-axis, and the ship space coordinate system 0-XYZ is established;

[0133] 2. Establishing the instantaneous ship horizontal coordinate system OX"Y"Z" according to the ship spatial coordinate system 0-XYZ;

[0134] The O-XYZ coordinate system corresponds to the three-dimensional ship-fixed coordinate system. The hull's pitch angle α and heel angle β are obtained using a high-precision inclinometer. The O-XYZ coordinate system is rotated counterclockwise around the X-axis by an angle β and then clockwise around the Y-axis by an angle α to obtain the instantaneous ship's horizontal coordinate system OX"Y"Z, which passes through the origin of the three-dimensional ship-fixed coordinate system and is located in the horizontal plane. This coordinate system can be used to obtain the spatial coordinates of various locations on the hull and the spatial attitude of the ship. The rotation matrices between the three-dimensional coordinate systems are:

[0135] The rotation angle is viewed from the positive direction of each rotation axis, with counterclockwise rotation angle being positive and clockwise rotation angle being negative. The transformation matrix from the three-dimensional ship-fixed coordinate system O-XYZ to the instantaneous ship horizontal coordinate system OX"Y"Z" is: R=R x (-β)·R y (α)

[0136] So the engineering coordinates (x p ,y p ,z p ) corresponds to the point (X p ,Y p ,Z p ) is as follows:

[0137] 3. During piling, the real-time spatial position coordinates and verticality of the pile in the hull spatial coordinate system OX, Y, and Z are obtained based on the measured offsets of each layer of the pile and the center position of the pile cross section. During the pile positioning phase, the real-time spatial position coordinates and verticality of the pile are used to determine whether the pile plane position and inclination angle meet the pile driving accuracy requirements. If the requirements are not met, an early warning is issued. The details are as follows:

[0138] During the pitching process of the pile frame, the spatial coordinates of various parts of the pile frame can be solved in the OX"Y"Z" coordinate system through the inclination sensor arranged on the pile frame. Assuming that the inclination angle of the pile frame measured by the inclination sensor is θ, the coordinates of the hinge point between the pile frame and the hull in the instantaneous horizontal coordinate system OX"Y"Z" of the hull are (x1, y1, z1), and the coordinates of any point on the pile frame relative to the hinge point between the pile frame and the hull are (x2, y2, z2). According to actual working conditions, the coordinate y2 of the pile frame will not change when the pile frame is variable, so y2 can be measured before work, and at the same time, the distance L between the projection of any point on the pile frame on the XZ plane and the hinge point can be measured. Then the coordinates of any point on the pile frame in the instantaneous horizontal coordinate system OX"Y"Z" of the hull are (x3, y3, z3):

[0139] Since the coordinates of the hinge point (x1, y1, z1) are known, the y2 coordinate value of any point on the pile frame and the distance L between the projection of this special point on the XZ plane and the hinge point are known, the coordinates of this point in the instantaneous hull horizontal coordinate system OX"Y"Z" can be known through the above formula.

[0140] During the piling process, two laser scanners fixed near the upper and lower dragon mouths of the pile frame respectively measure the offset of each layer of the pile body and the center position of the pile cross-section, and can determine the real-time spatial position and verticality of the pile body in the OX"Y"Z" coordinate system. During the pile positioning and piling stages, the above method can be used to determine whether the pile plane position and inclination angle meet the pile driving accuracy requirements, and timely warnings can be issued if there is a trend of exceeding the accuracy range.

[0141] The distance meter on the top of the pile frame is driven into a fixed position of the pile hammer, and the relative distance between the distance meter and the pile hammer is measured in real time. The real-time height of the distance meter is calculated based on the inclination sensor of the pile frame, and the relative distance between the distance meter and the pile hammer is used to calculate the pile top elevation, thereby obtaining the penetration degree of each hammer blow.

[0142] During the piling phase, the total footage of 10 or 20 consecutive hammer strikes is evaluated to determine whether to increase or decrease the hammering energy, thereby achieving automatic piling operations. After the piling is completed, a pile sinking record is automatically generated. The specific steps include:

[0143] Step 1: The sensors in the hardware perception layer measure the planar position and inclination of the pile. The hammer energy and number of blows are obtained through the hydraulic pile hammer control system. The pile top elevation measurement sensor is used to obtain the footage of each hammer and the total footage of 10 or 20 consecutive hammer strikes.

[0144] Step 2: During the piling process, if the total footage of 3 consecutive 10 hammers is less than 5 cm, it is determined that the hammer energy needs to be increased, and the hammer energy is increased gradually by 10% each time the total hammer energy is increased; conversely, when the piling encounters a weak layer, if the total footage of 3 consecutive 10 hammers is greater than 50 cm, it is determined that the hammer energy needs to be reduced, and the hammer energy is decreased gradually by 10% each time the total hammer energy is reduced, thereby realizing automatic pile sinking operation.

[0145] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0146] The contents not described in detail in this specification belong to the prior art known to professional and technical personnel in this field.

Claims

1. A green and intelligent piling vessel management system, characterized in that: It includes an energy management system and an operation management system. The energy management system is used to manage the energy distribution of the piling ship according to the current working condition of the piling ship, and the operation management system is used to manage the operation distribution of the piling ship.

2. The green and intelligent piling vessel management system according to claim 1, characterized in that: The energy management system includes a main generator set and an energy storage unit. The energy distribution method for managing the pile driving ship according to the current working condition of the pile driving ship includes: obtaining the total power required for the operation of the ship equipment; if the electric energy provided by the M main generator sets after being turned on meets the total power, all the M main generator sets are turned on to provide electric energy; if the electric energy provided by all the M main generator sets when being turned on does not meet the total power, the energy storage unit of the ship is discharged to provide electric energy; if the electric energy provided by the M main generator sets when being turned on is greater than the total power, the electric energy provided by all the M main generator sets when being turned on is used to charge the energy storage unit at the same time; the method for determining M units includes: according to the maximum power that may occur in the operation of the pile driving ship, configuring the M main generator sets to meet the maximum power demand that may occur.

3. The green and intelligent piling vessel management system according to claim 1 or 2, characterized in that: The energy management system includes a main generator set and an energy storage unit. The energy distribution method for managing the pile driving ship according to the current working condition of the pile driving ship includes: obtaining the maximum required power under the working condition, comparing and determining the difference between the maximum required power and the total rated output power of N main generator sets; if the total rated output power of the N main generator sets is equal to the maximum required power, starting the N main generator sets to provide electric energy; if the maximum required power is between the total rated output power of the N main generator sets and the total rated output power of N-1 main generator sets, and the sum of the standard discharge power of the energy storage unit and the total rated output power of the N-1 main generator sets can cover the maximum required power during operation, then starting the N-1 main generator sets to provide electric energy, and at the same time starting the energy storage unit to discharge, and controlling the output power of the energy storage unit to be: the difference between the maximum required power and the total rated output power provided by the N-1 main generator sets, N>1.

4. The green intelligent piling vessel management system according to claim 1 or 2, characterized in that: The operation management system includes a first operation auxiliary decision system, which is used to evaluate the operation performance and identify and warn of dangerous working conditions based on the collected monitoring data of the working sea area of ​​the pile driving ship and the key performance indicator data simulated by the simulation model; The key performance indicators include pile center plane position and verticality deviation.

5. The green and intelligent piling vessel management system according to claim 1 or 2, characterized in that: The operation management system includes a second operation auxiliary decision system, which is used to calculate the pile top elevation and change in real time based on the collected hull position and bow direction, hull attitude, pile frame inclination angle and pile top elevation, and determine whether the pile center plane position and inclination angle meet the pile driving accuracy requirements, and issue an early warning when it exceeds the range of the pile driving accuracy requirements.

6. The green and intelligent piling vessel management system according to claim 4, characterized in that: The first operation auxiliary decision system includes a first hardware perception layer, a simulation analysis layer and a first intelligent decision layer; The first hardware perception layer is used to obtain monitoring data of the working sea area of ​​the pile-driving ship and the amplitude of the hull motion and the floating state; The simulation analysis layer is used to perform virtual-to-real mapping with the virtual simulation model according to the monitoring data collected by the first hardware perception layer, and the virtual simulation model calculates the monitoring data to obtain a prediction of the stability and motion performance of the ship; The first intelligent decision-making layer is used to compare the stability and motion performance of the ship predicted by the virtual simulation model of the simulation analysis layer with the set threshold value. When it is greater than the operating threshold value, the current working condition is considered to be a dangerous condition and an early warning is issued.

7. The green and intelligent piling vessel management system according to claim 5, characterized in that: The second operation auxiliary decision system includes a second hardware perception layer, a data analysis layer, and a second intelligent decision layer; The second hardware perception layer is used to collect the position and bow direction of the hull, the hull attitude, the inclination angle of the pile frame and the pile top elevation; The data analysis layer maps the real-time measurement results of the pile plane position, inclination angle, and pile top elevation in the visual interface during the pile precise positioning stage; during the pile driving process, the pile top elevation and change are calculated in real time; The second intelligent decision-making layer is used to determine whether the pile plane position and inclination angle meet the pile driving accuracy requirements during the pile positioning stage, and to issue an early warning when the accuracy range is exceeded.

8. The green and intelligent piling vessel management system according to claim 7, characterized in that: The second intelligent decision-making layer is also used to evaluate the penetration of the pile during the piling stage. When the penetration is abnormal, the hammer energy is automatically adjusted; when the design elevation is reached or the hammer energy reaches the upper limit and the penetration is less than the set distance, the hammer is stopped and an alarm is issued.

9. A construction method of a green intelligent piling vessel based on the system according to any one of claims 1 to 8, characterized in that: include: Establish the hull space coordinate system 0-XYZ; Establishing an instantaneous ship horizontal coordinate system OX"Y"Z" according to the ship space coordinate system 0-XYZ; Under the piling condition, the real-time spatial position coordinates and verticality of the pile body in the hull spatial coordinate system OX"Y"Z" are obtained according to the measured offset of each layer of the pile body and the center position of the pile body section; In the pile positioning stage, according to the real-time spatial The position coordinates and verticality of the pile are used to determine whether the pile plane position and inclination angle meet the pile driving accuracy requirements. If the pile driving accuracy requirements are not met, an early warning will be issued.

10. The construction method of the green intelligent piling ship according to claim 9, characterized in that: Also includes: In the piling stage, the hammering energy and number of the hydraulic piling hammer are read, and the penetration of each hammer is measured by the laser ranging radar, so that the pile driving data table can be automatically generated; By evaluating the penetration depth of the pile, the hammer energy is automatically adjusted when the penetration depth is abnormal; when the design elevation is reached or the hammer energy reaches the upper limit and the penetration depth is less than the set distance, the hammer is stopped and an alarm is issued.

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