Control method for auxiliary structure for ship mooring stability

Abstract

A control method for an auxiliary structure for ship mooring stability. The method comprises the following specific steps: S10: acquiring a design breaking force of a mooring line of a ship and the dimensions of the ship; S20: setting the auxiliary thrust and auxiliary quantity of tugboats, and auxiliary connection positions between magnetic suction cups and the ship; S30: starting the tugboats of the auxiliary thrust and auxiliary quantity, and connecting the magnetic suction cups to the ship according to the auxiliary connection positions; S40: on the basis of the dimensions of the ship, the auxiliary thrust, the auxiliary quantity and the auxiliary connection positions, calculating the maximum post-auxiliary tension of the mooring line; S50: on the basis of the design breaking force of the mooring line and the maximum post-auxiliary tension, determining whether ship mooring is safe; and S60: if ship mooring is unsafe, adjusting the auxiliary thrust and the auxiliary connection positions, and repeating steps S20 to S50 until it is determined that ship mooring is safe. By means of continuously adjusting an auxiliary thrust and auxiliary connection positions, the control method realizes feedforward of an auxiliary structure for ship mooring stability, thereby facilitating adaptation to different loads during ship mooring.

Description

A control method for auxiliary structures for ship mooring stability Technical Field

[0001] This invention relates to the field of ship mooring technology, and in particular to a control method for an auxiliary structure for ship mooring stability. Background Technology

[0002] Ships are connected to the dock via mooring equipment such as mooring lines, bollards, and winches, which ensures their stability while berthed and facilitates cargo loading and unloading, as well as personnel embarking and disembarking. However, when the berthing area encounters adverse conditions such as strong winds, swells, or long-period waves, the ship's movement is significant. Relying solely on the restraint of mooring lines is insufficient to guarantee the ship's stability during loading and unloading operations, and can easily lead to excessive stress on the mooring lines, potentially causing them to break.

[0003] Harbor tugboats are tugboats that perform towing operations within port areas, primarily assisting large vessels in entering and leaving the port, entering and leaving dry docks, berthing and unberthing at wharves, turning around, shifting berths, and towing barges. In harsh environmental conditions, harbor tugboats typically push against the moored vessel on its seaward side to suppress its movement. This method of assisting mooring stability plays a positive role in ensuring the stability and safety of moored vessels under adverse conditions. However, existing harbor tugboat methods for assisting vessel mooring still have many shortcomings:

[0004] (1) The point of action between the harbor tugboat and the moored vessel is fixed near the waterline. This position cannot be adjusted, so it is impossible to optimize the mooring stability of the moored vessel.

[0005] (2) Harbor tugboats rely on rubber products such as fenders for collision protection and buffering between themselves and moored vessels. However, there is a lot of friction between the rubber products and the vessels, and they are easily damaged and fail during operation, which can lead to direct collision between the tugboats and moored vessels.

[0006] (3) After working for a period of time, the tugboats in the harbor need to return to the workboat dock for energy replenishment. This may lead to the interruption of the mooring assistance operation, which in turn affects the mooring stability of the moored vessels.

[0007] Therefore, in order to address the problems existing in the operation of tugboats in ensuring the mooring stability of berthed vessels, it is of great practical significance to design a device and method for assisting mooring that can adjust the operating position, maintain a good connection with the berthed vessel during operation, and recover energy during operation. Summary of the Invention

[0008] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a control method for a ship mooring stability auxiliary structure.

[0009] The objective of this invention can be achieved through the following technical solutions:

[0010] A control method for a ship mooring stability auxiliary structure, the ship mooring stability auxiliary structure comprising a tugboat, a robotic arm, and a magnetic chuck connected in sequence, the robotic arm comprising multiple sequentially hinged arm segments, and a telescopic drive component provided between adjacent two arm segments, including:

[0011] S10: Obtain the design breaking force of the ship's mooring cables and the ship's dimensions;

[0012] S20: Set the auxiliary thrust, number of auxiliary tugs, and auxiliary connection position between the magnetic chuck and the ship;

[0013] S30: Activate the auxiliary thrust and the number of auxiliary tugboats, and connect the magnetic chuck to the ship according to the auxiliary connection position;

[0014] S40: Calculate the maximum tension of the mooring cable after assistance based on the ship's dimensions, auxiliary thrust, number of auxiliary cables, and auxiliary connection locations;

[0015] S50: Determine whether the ship is safe to moor based on the design breaking force and maximum tension after assistance of the mooring cable;

[0016] S60: If the vessel is not safely moored, adjust the auxiliary thrust and auxiliary connection position, and repeat steps S20 to S50 until it is determined that the vessel is safely moored.

[0017] In one embodiment, between step S10 and step S20, the following step is further included:

[0018] Step S11: Obtain the maximum auxiliary pre-tension of the mooring cable when the ship is moored;

[0019] Step S12: Determine whether the ship is safely moored based on the design breaking force of the mooring cable and the maximum tension before the auxiliary cable.

[0020] Step S13: If the ship is safely moored, determine that no stability auxiliary structure is needed; otherwise, determine that a stability auxiliary structure is needed, and proceed to steps S20 to S60.

[0021] In one embodiment, step S12 includes the following steps:

[0022] The maximum tension before assistance satisfies the following relationship: F1≤βF s Where Fs is the design breaking force of the mooring cable, F1 is the maximum tension of the mooring cable before auxiliary operation, and β is the safety factor, which satisfies 45%≤β≤75%.

[0023] In one embodiment, prior to step S20, the following specific steps are included:

[0024] Obtain the tugboat model and calculate the tugboat's auxiliary thrust based on the tugboat model;

[0025] In one embodiment, in step S20, the auxiliary connection position between the magnetic chuck and the ship includes the horizontal and vertical distance between the center point of the magnetic chuck and the center point of gravity of the ship, as well as the distance between the center points of two adjacent tugboats.

[0026] In one embodiment, in step S20, the ship dimensions include ship length and ship depth.

[0027] In one embodiment, in step S40, when the number of tugboats is 1, the maximum tension of the mooring cable after assistance satisfies the following relationship:

[0028] Wherein, F2 is the maximum tension after the mooring cable is assisted, x is the horizontal distance between the center point of the magnetic chuck and the center of gravity of the ship, y is the vertical distance between the center point of the magnetic chuck and the center of gravity of the ship, L is the ship's length, D is the ship's depth, and f is the auxiliary thrust of the tugboat.

[0029] In one embodiment, in step S40, when the number of tugboats is greater than 1, the maximum tension of the mooring cable after assistance satisfies the following relationship:

[0030] F2 is the maximum tension of the mooring cable after assistance, x n Let y be the horizontal distance between the center point of the magnetic chuck of the nth tugboat from left to right and the center of gravity of the vessel. n Let l be the horizontal distance between the center point of the magnetic chuck of the nth tugboat from left to right and the center of gravity of the vessel. n Let L be the distance between the center point of the nth ship and the adjacent tugboat on the right, where L is the ship's length, D is the ship's depth, and f is the tugboat's auxiliary thrust.

[0031] In one embodiment, step S50 includes the following steps:

[0032] The maximum tension after assistance satisfies the following relationship: F2≤βF s , where F s F1 is the design breaking force of the mooring cable, F2 is the maximum tension of the mooring cable after auxiliary treatment, and β is the safety factor, which satisfies 45%≤β≤75%.

[0033] In one embodiment, after step S30, the following step is further included:

[0034] Obtain the motion amplitude of the ship;

[0035] The damping force of the telescopic drive component is controlled according to the motion range of the ship.

[0036] Compared with the prior art, the present invention has the following advantages:

[0037] 1. The above-mentioned control method for ship mooring stability auxiliary structures can obtain the maximum tension of the mooring cable after assistance by considering the ship size, auxiliary thrust, auxiliary quantity, and auxiliary connection position. By comparing the design breaking force of the mooring cable with the maximum tension after assistance, the safety of ship mooring can be determined. By continuously adjusting the auxiliary thrust and auxiliary connection position, positive feedback of the ship mooring stability auxiliary structure can be achieved until the ship is moored safely. This method is beneficial for adapting to different wind loads, wave loads, and water flow loads when the ship is moored.

[0038] 2. Before using the ship's mooring stability auxiliary structure, the design breaking force of the mooring cable and the maximum tension before assistance can be used to determine whether the ship is safe to moor. If it is safe, the ship's mooring stability auxiliary structure is not needed to assist mooring, which helps to save auxiliary energy consumption. If it is not safe, then the auxiliary structure is activated. The judgment criteria are clear, which helps to control the ship's mooring stability auxiliary structure. Attached Figure Description

[0039] Figure 1 is a schematic diagram of the ship mooring stability auxiliary structure and the tugboat in this invention.

[0040] Figure 2 is a schematic diagram of the connection structure between the ship mooring stability auxiliary structure and the tugboat and ship in this invention.

[0041] Figure 3 is a schematic diagram of the first structure of the auxiliary structure for ship mooring stability in this invention.

[0042] Figure 4 is a schematic diagram of the second structure of the auxiliary structure for ship mooring stability in this invention.

[0043] Figure 5 is a schematic diagram of the connection structure between the robotic arm and the magnetic chuck in this invention.

[0044] Figure 6 is a schematic diagram of the structure of the robotic arm and the connecting bracket in this invention.

[0045] Figure 7 is a schematic diagram of the magnetic chuck in this invention.

[0046] Figure 8 is a schematic diagram of the telescopic drive component in this invention.

[0047] Figure 9 is a schematic diagram of the controller and energy storage device in this invention.

[0048] Figure 10 is a flowchart illustrating the auxiliary structure control method for ship mooring stability in this invention.

[0049] Reference numerals: 100, Ship mooring stability auxiliary structure; 10, Magnetic chuck; 11, Magnetic block; 12, Corner magnetic block; 13, Central control panel; 20, Robotic arm; 21, Arm segment; 22, Telescopic drive component; 221, Permanent magnet; 222, Electromagnetic coil; 23, Protective cover; 231, Rigid shell; 232, Protective cloth; 233, Telescopic corrugated pipe; 30, Connecting bracket; 31, First telescopic rod; 32, Second telescopic rod; 33, Transition component; 34, First folding rod; 35, Second folding rod; 36, L-shaped bracket; 40, Controller; 41, Energy storage device; 50, Tugboat; 60, Ship. Detailed Implementation

[0050] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are based on the technical solution of the present invention and provide detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.

[0051] As shown in Figures 1 to 5, in one embodiment, a ship mooring stability auxiliary structure 100 is provided, including a magnetic chuck 10 and a robotic arm 20.

[0052] The magnetic chuck 10 includes a plurality of magnetic blocks 11, which are arranged in a magnetic row group along a first direction. The magnetic row group is arranged in a second direction. In the first direction, two adjacent magnetic blocks 11 are hinged to each other, and in the second direction, two adjacent magnetic blocks 11 are hinged to each other.

[0053] Furthermore, one end of the robotic arm 20 is connected to the magnetic chuck 10, and the other end of the robotic arm 20 is used to connect to the tugboat 50; the robotic arm 20 includes a plurality of arm segments 21 that are hinged in sequence, and a telescopic drive member 22 is provided between two adjacent arm segments 21 to change the included angle between two adjacent arm segments 21.

[0054] The aforementioned ship mooring stability auxiliary structure 100 includes a robotic arm 20 connected to a magnetic chuck 10 and a tugboat 50. The magnetic chuck 10 is also connected to the ship 60, thus establishing a connection between the tugboat 50 and the ship 60. Because the magnetic chuck 10 connects to the ship 60, the tightness of the connection between the tugboat 50 and the ship 60 can be adjusted by changing the magnetic force of the magnetic chuck 10. The connection can also be controlled by switching the magnetic chuck 10 on and off. Furthermore, the robotic arm 20 includes multiple sequentially hinged arm segments 21, with telescopic drive members 22 between the arm segments 21. Therefore, the multiple telescopic drive members 22 can control the length and height of the robotic arm 20 by extending and retracting at different lengths, thereby controlling the magnetic chuck 10. The connection position between the 0 and the vessel 60 can also be adjusted so that the telescopic drive component 22 extends and retracts with the amplitude of the swaying when the vessel 60 moves back and forth along the water. At the same time, the magnetic chuck 10 includes multiple magnetic blocks 11, which are hinged to each other to form a flexible magnetic chuck 10 with a variable shape, which can adapt to the curved shell of the vessel 60 and make the connection between the magnetic chuck 10 and the vessel 60 more reliable. Therefore, the vessel mooring stability auxiliary structure 100 can control the connection position between the magnetic chuck 10 and the vessel 60 according to the mooring situation, and adjust the shape of the magnetic chuck 10 according to the curved shell of the vessel 60, so as to facilitate the tugboat 50 to assist the vessel 60 in mooring and improve the mooring stability of the vessel 60.

[0055] Specifically, in one embodiment, the second direction is perpendicular to the first direction. In the first direction, two adjacent magnetic blocks 11 are hinged to each other so that they can rotate about the axis of the second direction. In the second direction, two adjacent magnetic blocks 11 are hinged to each other so that they can rotate about the axis of the first direction.

[0056] In this specific embodiment, the first direction is the horizontal direction and the second direction is the vertical direction. Two adjacent magnetic blocks 11 in the horizontal direction can rotate around the vertical axis, and two adjacent magnetic blocks 11 in the vertical direction can rotate around the horizontal axis.

[0057] Specifically, as shown in Figures 5 and 6, in one embodiment, the ship mooring stability auxiliary structure 100 further includes a connecting bracket 30, which is hinged to one end of the robotic arm 20. The magnetic block 11 located at the corner of the magnetic chuck 10 is a corner magnetic block 12, and the connecting bracket 30 is connected to the corner magnetic block 12 respectively.

[0058] The connecting bracket 30 has a first telescopic rod 31 and a second telescopic rod 32. The first telescopic rod 31 can extend and retract in a first direction, and the second telescopic rod 32 can extend and retract in a second direction.

[0059] The ship mooring stability auxiliary structure 100 has a connecting bracket 30 between the robotic arm 20 and the magnetic chuck 10. The connecting bracket 30 has a first telescopic rod 31 and a second telescopic rod 32. The first telescopic rod 31 can extend and retract in a first direction and interact with a plurality of magnetic blocks 11 that are hinged to each other in the first direction, so that the magnetic blocks 11 hinged to each other in the first direction can rotate relative to each other, thereby changing the curvature of the magnetic chuck 10 in the first direction. At the same time, the second telescopic rod 32 can extend and retract in a second direction and interact with a plurality of magnetic blocks 11 that are hinged to each other in the second direction, so that the magnetic blocks 11 hinged to each other in the second direction can rotate relative to each other, changing the curvature of the magnetic chuck 10 in the second direction, thereby changing the shape of the magnetic suction surface of the magnetic chuck 10 to adapt to the curved hull of the ship 60 and improve the connection tightness of the magnetic chuck 10.

[0060] Furthermore, as shown in FIG5, in one embodiment, a transition member 33 is provided between the connecting bracket 30 and the corner magnetic block 12. One end of the transition member 33 is ball-connected to the connecting bracket 30, and the other end of the transition member 33 is ball-connected to the corner magnetic block 12.

[0061] A transition piece 33 is provided between the connecting bracket 30 and the corner magnetic block 12, realizing a double spherical connection. When the curvature of the magnetic chuck 10 in the first and second directions is changed, the connection angle between the transition piece 33 and the corner magnetic block 12 can be changed, and the connection angle between the transition piece 33 and the connecting bracket 30 can be changed. This is beneficial to improving the flexibility of the curvature change of the magnetic chuck 10 in the first and second directions, and can adapt to the large-angle curved surface of the ship 60 when it is moored.

[0062] Furthermore, as shown in FIG6, in one embodiment, the connecting bracket 30 further includes a first folding rod 34 and a second folding rod 35, one end of the first folding rod 34 being hinged to one end of the first telescopic rod 31, and one end of the second folding rod 35 being hinged to one end of the second telescopic rod 32.

[0063] The connecting bracket 30 has a first folding rod 34 hinged to one end of the first telescopic rod 31 and a second folding rod 35 hinged to one end of the second telescopic rod 32. Therefore, when the curvature of the magnetic chuck 10 in the first and second directions is changed, the first folding rod 34 can be rotated and folded relative to the first telescopic rod 31, and the second folding rod 35 and the second telescopic rod 32 can be rotated and folded, further increasing the space for changing the curvature of the magnetic chuck 10 in the first and second directions.

[0064] Further, as shown in Figure 6, in one embodiment, the connecting bracket 30 includes four L-shaped brackets 36. Each L-shaped bracket 36 includes a first telescopic rod 31 and a second telescopic rod 32 that are connected to each other. The two ends of the first folding rod 34 are respectively connected to the first telescopic rod 31 and the corner magnetic block 12. The two ends of the second folding rod 35 are respectively connected to the second telescopic rod 32 and the robotic arm 20. The four L-shaped brackets 36 form an I-shaped bracket.

[0065] Specifically, as shown in FIG7, in one embodiment, the magnetic chuck 10 includes a central control board 13, the magnetic block 11 is an electromagnetic chuck, and the central control board 13 is electrically connected to the magnetic block 11 to control the magnetic force of the magnetic block 11.

[0066] The central control board 13 is located at the center of the magnetic chuck 10. Multiple magnetic blocks 11 are arranged around the central control board 13 along the first and second directions. Multiple magnetic blocks 11 adjacent to the central control board 13 are hinged to the central control board 13. The central control board 13 is ball-connected to the robotic arm 20.

[0067] The size of the central control plate 13 can be the same as or slightly larger than that of the magnetic block 11. The central control plate 13 also serves as the center for changing the curved shape of the magnetic chuck 10. After the central control plate 13 is connected to the robotic arm 20, the connection angle between the central control plate 13 and the robotic arm 20 can be changed, that is, the angle between the magnetic chuck 10 and the hull of the ship 60 can be changed, further improving the fit between the magnetic chuck 10 and the hull of the ship 60.

[0068] Optionally, in one embodiment, the magnetic block 11 located at the center of the magnetic chuck 10 is a central magnetic block 11, and one end of the robotic arm 20 is ball-connected to the magnetic block 11 located at the center of the magnetic chuck 10.

[0069] Specifically, as shown in Figures 8 and 9, in one embodiment, the ship mooring stability auxiliary structure 100 includes an energy storage device 41, a permanent magnet 221 and an electromagnetic coil 222 sleeved on the permanent magnet 221 on the telescopic drive member 22, the energy storage device 41 is connected to the electromagnetic coil 222 and the telescopic drive member 22 respectively, and is used to store the electrical energy generated by the electromagnetic coil 222 and supply the stored electrical energy to the telescopic drive member 22.

[0070] Since the telescopic drive component 22 is equipped with a permanent magnet 221 and an electromagnetic coil 222, when the ship 60 sways back and forth along the water, the telescopic drive component 22 extends and retracts with the amplitude of the sway. At this time, the electromagnetic coil 222 cuts the magnetic field lines generated by the permanent magnet 221, thereby generating electrical energy which is transmitted to the energy storage device 41. The energy storage device 41 then uses the stored electrical energy to drive the telescopic drive component 22, realizing energy recovery and reuse, and saving energy consumption of the ship mooring stability auxiliary structure 100.

[0071] In this specific embodiment, the controller 40 is electrically connected to the energy storage device 41 and the telescopic drive component 22, and is used to control the charging and discharging of the energy storage device, while controlling the driving force of the telescopic drive component.

[0072] Specifically, as shown in Figure 9, in one embodiment, the magnetic chuck 11 is provided with a pressure sensor, and the ship mooring stability auxiliary structure 100 includes a controller 40, which is connected to the pressure sensor and the magnetic chuck 10 respectively, and is used to control the opening and closing of the magnetic chuck 10 according to the detection value of the pressure sensor.

[0073] In this specific embodiment, the controller 40 is electrically connected to the central control board 13.

[0074] Specifically, as shown in Figure 4, in one embodiment, the robotic arm 20 is provided with a protective cover 23. The protective cover 23 includes a rigid shell 231 sleeved on different arm segments 21, a protective cloth 232 connecting multiple adjacent rigid shells 231, and a retractable corrugated tube 233 sleeved on the telescopic drive member 22.

[0075] A rigid shell 231 covers the outside of the robotic arm 20 to protect the main body of each arm segment 21; a telescopic corrugated tube 233 wraps around the outside of each telescopic drive component 22 and can extend and retract accordingly with the extension and retraction of the telescopic drive component 22; a protective cloth 232 is set at the connection part of different arm segments 21 of the robotic arm 20 to protect the connection mechanism and can deform with the relative rotation between each arm segment 21.

[0076] As shown in Figures 1 and 2, in one embodiment, a harbor tugboat 50 is provided, including the tugboat 50 and a ship mooring stability auxiliary structure 100. The robotic arm 20 of the ship mooring stability auxiliary structure 100 is connected to the tugboat 50, and the magnetic chuck 10 of the ship mooring stability auxiliary structure 100 is used for magnetic connection with the moored ship 60.

[0077] The aforementioned harbor tugboat 50, via a ship mooring stability auxiliary structure 100, is equipped with a robotic arm 20 that connects to a magnetic chuck 10 and the tugboat 50. The magnetic chuck 10 is also connected to the ship 60, thus achieving the connection between the tugboat 50 and the ship 60. Because the magnetic chuck 10 connects to the ship 60, the tightness of the connection between the tugboat 50 and the ship 60 can be adjusted by changing the magnetic force of the magnetic chuck 10. The connection can also be controlled by switching the magnetic chuck 10 on and off. Furthermore, the robotic arm 20 includes multiple sequentially hinged arm segments 21, with telescopic drive components 22 between the arm segments 21. Therefore, the multiple telescopic drive components 22 can control the length and height of the robotic arm 20 by extending and retracting at different lengths, thereby controlling... The connection position between the magnetic chuck 10 and the vessel 60 can also be adjusted so that the telescopic drive component 22 extends and retracts with the amplitude of the swaying when the vessel 60 moves back and forth along the water. At the same time, the magnetic chuck 10 includes multiple magnetic blocks 11, which are hinged to each other to form a flexible magnetic chuck 10 with a variable shape, which can adapt to the curved shell of the vessel 60 and make the connection between the magnetic chuck 10 and the vessel 60 more reliable. Therefore, the vessel mooring stability auxiliary structure 100 can control the connection position between the magnetic chuck 10 and the vessel 60 according to the mooring situation and adjust the shape of the magnetic chuck 10 according to the curved shell of the vessel 60, which facilitates the tugboat 50 to assist the vessel 60 in mooring and helps to improve the mooring stability of the vessel 60.

[0078] As shown in Figure 10, in one embodiment, a control method for a ship mooring stability auxiliary structure 100 is provided. The ship mooring stability auxiliary structure 100 includes a tugboat 50, a robotic arm 20, and a magnetic chuck 10 connected in sequence. The robotic arm 20 includes multiple arm segments 21 that are hinged in sequence. A telescopic drive member 22 is provided between two adjacent arm segments 21. The controller is electrically connected to the tugboat 50, the telescopic drive member 22, and the magnetic chuck 10. The control method of the controller 40 includes the following specific steps:

[0079] S10: Obtain the design breaking force of the ship's 60 mooring cable and the ship's 60 dimensions;

[0080] S20: Set the auxiliary thrust, number of auxiliary thrusters, and auxiliary connection position between the magnetic chuck 10 and the vessel 60 for the tugboat 50.

[0081] S30: Activate the auxiliary thrust and auxiliary quantity of the tugboat 50, and connect the magnetic chuck 10 to the vessel 60 according to the auxiliary connection position;

[0082] S40: Calculate the maximum tension of the mooring cable after the auxiliary thrust is applied, based on the ship's 60-meter dimensions, auxiliary thrust, number of auxiliary vessels, and auxiliary connection locations.

[0083] S50: Determine whether it is safe for the vessel to be moored at 60 degrees based on the design breaking force and maximum tension after assistance of the mooring cable;

[0084] S60: If it is not safe for vessel 60 to be moored, adjust the auxiliary thrust and auxiliary connection position, and repeat steps S20 to S50 until it is determined that vessel 60 is moored safely.

[0085] The aforementioned control method for the ship mooring stability auxiliary structure 100 can obtain the maximum tension of the mooring cable after assistance by considering the ship size, auxiliary thrust, auxiliary quantity, and auxiliary connection position. By comparing the design breaking force of the mooring cable with the maximum tension after assistance, it can be determined whether the ship 60 is safe to moor. By continuously adjusting the auxiliary thrust and auxiliary connection position, positive feedback of the ship mooring stability auxiliary structure 100 can be achieved until the ship 60 is safely moored. This method is beneficial for adapting to different wind loads, wave loads, and water flow loads when the ship 60 is moored.

[0086] Specifically, in one embodiment, in step S40, the number of auxiliary tugboats 50 is set according to port environmental load conditions, ship type, draft, load, and other conditions. The port environmental load conditions mainly include wind load, wave load, and current load.

[0087] Specifically, in one embodiment, step S60 further includes the following step:

[0088] The auxiliary connection position is adjusted by controlling the telescopic drive component 22. That is, the relative distance, horizontal position, and height position between the magnetic chuck 10 and the vessel 60 are adjusted by controlling the length of the telescopic drive component 22 between different boom sections 21.

[0089] Specifically, in one embodiment, the following step is further included between step S10 and step S20:

[0090] Step S11: Obtain the maximum auxiliary pre-tension of the mooring cable when the vessel is berthed at 60°.

[0091] Step S12: Determine whether it is safe for the vessel to be moored at 60 degrees based on the design breaking force of the mooring cable and the maximum tension before the auxiliary mooring.

[0092] Step S13: If the vessel is safely moored at 60, it is determined that no stability auxiliary structure is needed; otherwise, it is determined that a stability auxiliary structure is needed, and steps S20 to S70 are executed.

[0093] Before using the ship mooring stability auxiliary structure 100, the design breaking force of the mooring cable and the maximum tension before assistance can be used to determine whether the ship is safe to moor. If it is safe, the ship mooring stability auxiliary structure 100 is not needed to assist mooring, which helps to save auxiliary energy consumption. If it is not safe, the auxiliary structure will be activated. The judgment criteria are clear, which helps to control the ship mooring stability auxiliary structure 100.

[0094] Specifically, in one embodiment, step S12 includes the following steps:

[0095] The maximum tension before assistance satisfies the following relationship: F1≤βF s , where F s F1 is the design breaking force of the mooring cable, F1 is the maximum tension of the mooring cable before auxiliary operation, and β is the safety factor, which satisfies 45%≤β≤75%.

[0096] β is the safety factor, which is related to the material of the mooring cable and the user's requirements. Different users have different requirements. For example, OCIMF's MEG4 requires 55% for steel cables, 50% for synthetic fiber cables, and 45% for polymer cables. Users can choose the value of the safety factor β according to their own needs.

[0097] Specifically, in one embodiment, before step S20, the following specific steps are further included:

[0098] Obtain the tugboat model and calculate the auxiliary thrust of tugboat 50 based on the tugboat model.

[0099] The tugboat model determines the maximum and minimum auxiliary thrust that the tugboat 50 can have. Therefore, when setting the auxiliary thrust of the tugboat 50, a suitable auxiliary thrust can be selected within the range of the maximum and minimum auxiliary thrust.

[0100] Specifically, in one embodiment, in step S20, the auxiliary connection position between the magnetic chuck 10 and the vessel 60 includes the horizontal and vertical distance between the center point of the magnetic chuck 10 and the center of gravity of the vessel 60, as well as the distance between the center points of two adjacent tugboats 50.

[0101] Specifically, in one embodiment, in step S20, the dimensions of the vessel 60 include the vessel length and the vessel depth.

[0102] Furthermore, in one embodiment, in step S40, when the number of tugboats 50 is 1, the maximum tension of the mooring cable after assistance satisfies the following relationship:

[0103] Wherein, F2 is the maximum tension after the mooring cable is assisted, x is the horizontal distance between the center point of the magnetic chuck 10 and the center of gravity of the ship 60, y is the vertical distance between the center point of the magnetic chuck 10 and the center of gravity of the ship 60, L is the ship's length, D is the ship's depth, and f is the auxiliary thrust of the tugboat 50.

[0104] Furthermore, in one embodiment, in step S40, when the number of tugboats 50 is greater than 1, the maximum tension of the mooring cable after assistance satisfies the following relationship:

[0105] F2 is the maximum tension of the mooring cable after assistance, x nLet y be the horizontal distance between the center point of the magnetic chuck 10 of the nth tugboat 50 from left to right and the center of gravity of the ship 60. n Let l be the horizontal distance between the center point of the magnetic chuck 10 of the nth tugboat 50 from left to right and the center of gravity of the ship 60. n L is the distance between the center point of the nth ship and the adjacent tugboat 50 on the right, D is the length of the ship (type 60), f is the depth of the ship (type 60), and f is the auxiliary thrust of the tugboat 50.

[0106] Specifically, in one embodiment, step S60 includes the following steps:

[0107] The maximum tension after assistance satisfies the following relationship: F2≤βF s , where F s F1 is the design breaking force of the mooring cable, F2 is the maximum tension of the mooring cable after auxiliary treatment, and β is the safety factor, which satisfies 45%≤β≤75%.

[0108] β is the safety factor, which is related to the material of the mooring cable and the user's requirements. Different users have different requirements. For example, OCIMF's MEG4 requires 55% for steel cables, 50% for synthetic fiber cables, and 45% for polymer cables. Users can choose the value of the safety factor β according to their own needs.

[0109] Furthermore, in one embodiment, after step S30, the following step is also included:

[0110] Obtain the ship's 60° range of motion;

[0111] The damping force of the telescopic drive component 22 is controlled according to the motion range of the ship 60.

[0112] The range of motion of the vessel 60 can include the maximum distance of its forward and backward, and left and right swaying. The greater the range of motion, the smaller the damping force of the telescopic drive component 22.

[0113] The telescopic drive component 22 can be a pneumatic telescopic cylinder or a hydraulic telescopic cylinder. This paper chooses a hydraulic telescopic cylinder, which has a stronger telescopic driving force. Therefore, different damping forces can be obtained by controlling the hydraulic pressure of the telescopic drive component 22, thereby achieving the swaying motion that follows the movement amplitude of the ship 60.

[0114] Furthermore, in one embodiment, the magnetic chuck 10 includes an electromagnetic chuck 10 and a pressure sensor. In step S30, connecting the magnetic chuck 10 to the vessel 60 at the auxiliary connection position includes the following steps:

[0115] The robotic arm 20 moves the magnetic chuck 10 to the auxiliary connection position;

[0116] Obtain the detection value from the pressure sensor;

[0117] When the pressure sensor readings stabilize, it is determined that the magnetic chuck 10 has made contact with the vessel 60. The magnetic chuck 10 is then activated, allowing it to adhere to and connect with the vessel 60.

[0118] In this specific embodiment, the magnetic chuck 10 is an electromagnetic chuck, with a central control board at the center position. The central control board controls the opening and closing of the magnetic force of the magnetic chuck 10 and the adjustment of the magnetic force.

[0119] In one embodiment, the mooring condition is the design breaking force (F). s Taking a 15KTEU outfitting container ship (L) with a length (L) of 367m and a depth (D) of 29.9m as an example, with a 1600kN polymer mooring cable, the maximum tension F1 of the mooring cable before assistance reaches 1393.29kN, exceeding 75% of the breaking force (1200kN), posing a risk of cable breakage and making the mooring of ship 60 unsafe. To ensure the safety of ship 60, if three harbor tugboats are dispatched to assist in the mooring of ship 60, and the spacing between each harbor tugboat is set (l... n The distance should be l1 = l2 = 10m, which is the horizontal distance (x) between the midpoint of the line connecting the magnetic chucks on each port tugboat from left to right and the center of gravity of the moored vessel at 60°. n The values ​​should be x1 = 20m, x2 = 0m, x3 = 20m, and the vertical distance (y) should be respectively. n The values ​​should be y1 = y2 = y3 = 4m. The auxiliary thrust of tugboat 50 on moored vessel 60 is f = 600kN. At this time, the maximum tension F2 after the mooring cable is assisted is calculated to be 1046.16kN, which is far below 75% of the breaking force. Therefore, vessel 60 is moored safely.

[0120] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" 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 this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0121] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0122] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0123] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0124] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0125] The preferred embodiments of the present invention have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of the present invention without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of the present invention through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. A control method of a ship mooring stability auxiliary structure, the ship mooring stability auxiliary structure comprising a tugboat, a mechanical arm and a magnetic suction disc connected in sequence, the mechanical arm comprising a plurality of arm segments connected in sequence, and a telescopic driving member being arranged between two adjacent arm segments, characterized in that, The specific steps include the following: S10: Obtain the design breaking force of the ship's mooring cables and the ship's dimensions; S20: Set the auxiliary thrust, number of auxiliary tugs, and auxiliary connection position between the magnetic chuck and the ship; S30: Activate the auxiliary thrust and the number of auxiliary tugboats, and connect the magnetic chuck to the ship according to the auxiliary connection position; S40: Calculate the maximum tension of the mooring cable after assistance based on the ship's dimensions, auxiliary thrust, number of auxiliary cables, and auxiliary connection locations; S50: Determine whether the ship is safe to moor based on the design breaking force and maximum tension after assistance of the mooring cable; S60: If the vessel is not safely moored, adjust the auxiliary thrust and auxiliary connection position, and repeat steps S20 to S50 until it is determined that the vessel is safely moored.

2. A control method of a mooring stability assisting structure of a ship according to claim 1, characterized in that, Between step S10 and step S20, the following steps are also included: Step S11: Obtain the maximum auxiliary pre-tension of the mooring cable when the ship is moored; Step S12: Determine whether the ship is safely moored based on the design breaking force of the mooring cable and the maximum tension before the auxiliary cable. Step S13: If the ship is safely moored, determine that no stability auxiliary structure is needed; otherwise, determine that a stability auxiliary structure is needed, and proceed to steps S20 to S60.

3. A method of controlling a mooring stability aid of a vessel according to claim 2, characterized in that Step S12 includes the following steps: The maximum tension before assistance satisfies the following relationship: F1≤βF s Where Fs is the design breaking force of the mooring cable, F1 is the maximum tension of the mooring cable before auxiliary operation, and β is the safety factor, which satisfies 45%≤β≤75%.

4. [Amended according to Rule 26 17.01.2025] A method of controlling a mooring stability aid of a vessel according to claim 1, characterized in that, Before step S20, the following specific steps are also included: Obtain the tugboat model and calculate the tugboat's auxiliary thrust based on the tugboat model.

5. A method of controlling a mooring stability aid of a vessel according to claim 1, characterized in that In step S20, the auxiliary connection position between the magnetic chuck and the ship includes the horizontal and vertical distances between the center point of the magnetic chuck and the center point of gravity of the ship, as well as the distance between the center points of two adjacent tugboats.

6. A method of controlling a mooring stability aid for a vessel according to claim 5, characterised in that, In step S20, the ship dimensions include the ship's length and the ship's depth.

7. A method of controlling a mooring stability aid for a vessel according to claim 6, characterised in that, In the step S40, when the number of tugs is 1, the auxiliary back maximum tension of the mooring line satisfies the following relationship: Wherein, F2 is the maximum tension after the mooring cable is assisted, x is the horizontal distance between the center point of the magnetic chuck and the center of gravity of the ship, y is the vertical distance between the center point of the magnetic chuck and the center of gravity of the ship, L is the ship's length, D is the ship's depth, and f is the auxiliary thrust of the tugboat.

8. A method of controlling a mooring stability aid for a vessel according to claim 7, characterised in that, In the step S40, when the number of the tugboats is greater than 1, the auxiliary rear maximum tension of the mooring line satisfies the following relationship: F2 is the maximum tension of the mooring cable after assistance, x n Let y be the horizontal distance between the center point of the magnetic chuck of the nth tugboat from left to right and the center of gravity of the vessel. n Let l be the horizontal distance between the center point of the magnetic chuck of the nth tugboat from left to right and the center of gravity of the vessel. n Let L be the distance between the center point of the nth ship and the adjacent tugboat on the right, where L is the ship's length, D is the ship's depth, and f is the tugboat's auxiliary thrust.

9. A method of controlling a mooring stability aid for a vessel according to claim 1, characterized in that, Step S50 includes the following steps: When the auxiliary post-maximum tension satisfies the following relationship: F2≤βF s , wherein F s is the design breaking force of the mooring line, F2 is the auxiliary post-maximum tension of the mooring line, and β is a safety factor, and satisfies 45%≤β≤75%.

10. The control method for a ship mooring stability auxiliary structure according to claim 1, characterized in that, Following step S30, the following steps are also included: Obtain the motion amplitude of the ship; The damping force of the telescopic drive component is controlled according to the motion range of the ship.

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