DE202022102179U1 - Active fender, active fender system - Google Patents

Abstract

Active fender (13) with at least one fender body in which load cells (17) are arranged in such a way that they form contact zones on an outside of the fender body from a surface, the individual contact zones of the load cells (17) being arranged symmetrically and/or axially symmetrically to one another .

Description

The invention relates to an active fender with at least one fender body in which load cells are arranged in such a way that they form contact zones on an outside of the fender body from a surface, the individual contact zones of the load cells being arranged symmetrically and/or axially symmetrically to one another.

Furthermore, the invention relates to an active fender system with at least one active fender according to the invention.

Movable vehicles within the meaning of the invention have their own direct drive or can be controlled or regulated via external drives and/or actuators. The invention is not limited to use in moving watercraft.

A fender in general is a protective body that is intended to prevent damage to the outer skin of a vehicle, usually a watercraft, such as a ship when mooring or docking, during harbor maneuvers, and when lying on a quay wall or in a package (ship to ship). The fender is positioned between the ship and the quay wall or jetty or between two ships so that it serves as a shock absorber on the one hand and as a spacer on the other, so that the hull does not rub directly against the quay wall or the like.

Fenders are currently made from a variety of materials depending on the application. For fenders made of solid material, this preferably includes PE (polyethylene) plastics. However, coconut fibers, EPDM (ethylene propylene diene rubber), natural rubber with the addition of SBR (styrene butadiene rubber), neoprene, polyurethane, PVC (polyvinyl chloride), silicone, TPE (thermoplastic elastomers) or the like are also used.

An active fender within the meaning of the invention is a protective body that is equipped at least with sensors for measuring, preferably for measuring pressure/pressure difference, and a connection to a communication network for signal transmission. All technical components that use the sensors of the respective active fender for signaling are understood as an active fender system. The vehicle's own subsystem can be integrated in the sense of the classic concept of technology. A system (ancient Greek sýste̅ma "a whole made up of several individual parts") is referred to in the following as a definable, technical assembly that consists of various technical components with different technical properties, which can be viewed as a common whole due to certain ordered relationships with each other.

The active fender can already be equipped with a signal converter and network, for example loT. The Internet of Things (loT) is the name for the network of physical objects (“things”) that are equipped with sensors, software and other technology in order to network them with other devices and systems via the Internet so that data can be exchanged between the objects can be exchanged. Parts of the signal processing, data processing, data storage, control or regulation unit, networks for control elements, actuators and communication are integrated into an active Fender system that does not have to be contained in the active Fender as hardware and software in terms of construction.

The innovative active fender system essentially uses the shear forces measured by the active fender. The horizontal and vertical forces that occur when the mobile vehicle equipped with the active fender docks with a fixed structure or another mobile vehicle are measured by sensors in the active fender and by signal processing in control and regulation electronics of the active fender system implemented in such a way that the drives and/or actuators enable proactive movement compensation of the mobile vehicle relative to the fixed structure or the other mobile vehicle.

This reduces, for example, the disturbance variables caused by the effects of sea action when people climb over from one watercraft to another watercraft or a structure. A disturbance variable is the external factor acting on the measuring system or the control loop, here e.g. the movement caused by the sea, which has a disruptive effect on the measurement or the controlled variable. A disturbance variable causes a temporary deviation from the setpoint in the control loop, which is counteracted by the control loop. Depending on the technical use and handling of the disturbance variables, we speak here of a control, regulation or follow-up regulation. The effects of environmental influences such as rough seas, wind and current conditions affecting a watercraft can lead to significant problems. For example, even light swell can endanger the safe crossing of personnel onto the foundations of offshore wind turbines.

The inventive method of controlling relative movement of a moving vehicle using the active fender system in relation to another moving vehicle or fixed location uses the signals from the load cells in the active fender.

The horizontal and vertical forces between the watercraft with active fender and active fender system and the other mobile watercraft or fixed structure are measured, converted into electrical signals and entered into the data processing of the hydraulic control system of the watercraft by the active fender system via central automation. From this, e.g. control commands for the hydraulic suspension of the vehicle are generated. The measured forces are also used in order to control or regulate or follow-up control the propulsion system during the docking process.

The measured values can also be used to check the thrust of the drive system of the docking vehicle, for example to keep the contact pressure constant during docking and thus prevent the vehicle from detaching from the dock.

The respective active fender system includes at least one fender with at least one measuring unit.

The respective measuring unit has, for example, two parallel rows of load cells and at least one signal processor, which derives and generates control commands for the hydraulic suspension of the vehicle and control commands for the drive system from the measured forces. Furthermore, the measured data are processed and output via at least one display system, preferably optically, which shows the skipper and the crew, for example, whether the holding force is sufficient and/or whether it is possible to climb over safely.

Active fenders can be attached to the bow and/or the sides and/or the stern of a watercraft and can be networked with one another in terms of data technology in the active fender system.

State of the art

In order to keep the effects of swell as low as possible during a transfer process, it is known to use relatively small watercraft that press with a fender so hard against the so-called "boat landing" of an offshore wind turbine that the friction between the fender and the "boat -landing" ensures safe positioning of the watercraft during the transfer. However, the constant influence of the sea causes the contact pressure of the watercraft and thus also the friction between the fender and the "boat landing" to change permanently. If the friction becomes too low, this will result in the bow fender slipping or even in a loss of contact between the watercraft and another watercraft, pontoon or fixed structure, resulting in immediate danger to personnel.

In order to keep the contact pressure and thus the friction constant and to ensure a safe crossing, the engine performance is therefore constantly adjusted manually by the skipper against the horizontal sea state influences.

As a result, the stable connection between the transfer vehicle and the other watercraft or fixed structure, which is absolutely necessary for the personnel transfer at sea, is established by increased fender friction and a manually dynamically generated high contact pressure of the transfer vehicle. The control of the holding force is based on the respective experience of the skipper and leads on the one hand to an indefinite oversizing of the fenders and on the other hand to a rough control of the thrust forces, which have to be used excessively, since the skipper only has to rely on the constantly changing ones with a large time lag conditions can react. Prognostic or anticipatory work is not possible with manual control.

From the DE 10 2015 108 882 B3 a method for landing a watercraft at a structure is known, the method comprising the steps: approaching the position of the structure, bringing the watercraft into contact with the structure, detecting the pressure exerted by the watercraft on the structure, and controlling the control and propulsion system of the watercraft to achieve a predetermined pressure directed by the watercraft against the structure, with the control and propulsion system of the watercraft being actuated with anticipatory consideration of anticipated future wave events affecting the watercraft, which are recorded by means of wave radar, infrared and/or ultrasonic sensors will. A front fender with sensors is also known from this document, which detects a decrease in contact pressure.

the WO 2014 118 570 A1 shows a method and a device for mooring seagoing vehicles to a structure. The device includes a fender having a layer of compressible material attached to the vehicle. Attached to the sides of the vehicle are anchor points with respective associated drawstring draw mechanisms. A respective pulling mechanism is ver with one of the anchor points bindable. When mooring, the boat is first steered to the jetty to attach the fender to pylons. Anchors are pulled out of the pulling mechanism with the respective tie and placed around one of the pylons. Each strap is then attached to an anchor point on the vehicle, and the mechanisms are activated to overtighten the straps around the pylons and press the fender against them. A control system maintains the necessary tension in the ligaments to secure the anchorage.

The problem in the prior art is that the forces occurring on the fender are not measured and therefore the thrust force required for the dynamic optimization of a contact pressure via an active fender system cannot be controlled or regulated technically.

In order to solve this problem, the present invention is based on the object of measuring the forces occurring between the mobile vehicle and the other mobile vehicle or fixed structure via the active fender in horizontal and vertical directions and then processing them further in this way by the active fender system That an optimized thrust of the drive system and / or optimized control or regulation of a hydraulic suspension takes place.

The active fender is designed with at least one fender body in which load cells are arranged in such a way that they form contact zones on an outside of the fender body from a surface, with the individual contact zones of the load cells being arranged symmetrically and/or axially symmetrically to one another.

Furthermore, the active fender in particular can have eight load cells, which are arranged equidistantly from one another in two rows on the surface when viewed horizontally and four rows when viewed vertically.

The active fender system according to the invention with at least one active fender according to the invention is characterized in that the active fender system has at least one signal converter, a network, hardware and software for signal/data processing, data storage, control or regulation unit with display/control panel Has user interface, display and interfaces to other systems and / or on-board systems.

Another system can also be a central automation.

• - Aktivierung des Modus Seegangs Ausgleich,
• - Messung durch die Kraftmesszellen der jeweiligen aktiven Fender
• - Signal-/Datenverarbeitung und Prozessierung der Messung im aktiven Fender-System mit Abgleich und
• - Anzeige der notwendigen Anpress-/ Haltekraft P und der tätlichen Anpress-/ Haltekraft P und
• - Erzeugung von Steuerdaten/- Befehlen
• - Weitergabe der Steuerdaten/-Befehle an die zentrale Automatisation des Wasserfahrzeugs,
• - Regelung durch Befehle Schub Ein / Ausfahren an die Hydraulikzylinder der hydraulischen Federung des Wasserfahrzeugs, um die Seegangs Bewegungen beim Dockvorgang auszugleichen.

The method according to the invention for controlling a relative movement of a mobile watercraft equipped with at least one active fender using an active fender according to the invention and/or an active fender system according to the invention is designed with at least the following steps:

• - activation of sea state compensation mode,
• - Measurement by the load cells of the respective active fenders
• - Signal/data processing and processing of the measurement in the active Fender system with adjustment and
• - Display of the necessary contact pressure/holding force P and the physical contact/holding force P und
• - Generation of control data/commands
• - Forwarding of the control data/commands to the central automation of the watercraft,
• - Regulation by commands thrust in / out to the hydraulic cylinders of the hydraulic suspension of the watercraft to compensate for the sea movements during the docking process.

• - Aktivierung des Modus Schub Ausgleich,
• - Messung durch die Kraftmesszellen der jeweiligen aktiven Fender
• - Signal-/Datenverarbeitung und Prozessierung der Messung im aktiven Fender-System mit Abgleich und
• - Anzeige der notwendigen Anpress-/ Haltekraft P und der tätlichen Anpress-/ Haltekraft P und
• - Erzeugung von Steuerdaten/- Befehlen
• - Weitergabe der Steuerdaten/-Befehle an die zentrale Automatisation des Wasserfahrzeugs,
• - Regelung durch Befehle Schub vor / zurück an die Steuerung der Antriebsmaschine des Wasserfahrzeugs, um die Haftreibung P beim Dockingvorgang in einem vorgegebenen Limit-Bereich zu halten.

Another method for controlling a relative movement of a mobile watercraft equipped with at least one active fender using an active fender according to the invention and/or an active fender system according to the invention is designed with the steps:

• - Activation of the thrust compensation mode,
• - Measurement by the load cells of the respective active fenders
• - Signal/data processing and processing of the measurement in the active Fender system with adjustment and
• - Display of the necessary contact pressure/holding force P and the physical contact/holding force P und
• - Generation of control data/commands
• - Forwarding of the control data/commands to the central automation of the watercraft,
• - Regulation by forward/backward thrust commands to the control of the watercraft's propulsion engine in order to keep the static friction P within a specified limit range during the docking process.

• - Aktivierung des Modus Seegangs Ausgleich und
• - Aktivierung des Modus Schub Reglung parallel erfolgen.

Next is a method according to the invention for controlling a relative movement of a mobile watercraft equipped with at least one active fender using an active fender system according to the invention with the Heave compensation and thrust control modes are particularly preferred, with

• - Activation of sea state compensation mode and
• - Activation of the thrust control mode can be done in parallel.

1. 1. Automatische Schub Reglung der Antriebsanlage (Haltekraft)
2. 2. Automatische Steuerung der hydraulischen Federung (Seegangs Ausgleich)
3. 3. Kombination beider Systeme

The measured data load cells in the active fender system are used for three applications:

1. 1. Automatic thrust control of the propulsion system (holding force)
2. 2. Automatic control of the hydraulic suspension (swell compensation)
3. 3. Combination of both systems

In addition to the technical systems, a manual mode can still be used to allow the skipper to intervene in the system if this is deemed necessary. The display of the active fender system then also shows the skipper the target and actual forces and the control and regulation parameters. This means that the respective technical regulations and recommendations for action are met.

Another display, preferably as a kind of optical traffic light system, shows the skipper and the crew the holding force between the fender and the fixed structure or other watercraft, both quantitatively and qualitatively. This provides additional decision support for manual intervention in the system by the skipper. If there is a risk that the holding force is not sufficient for a safe crossing, the crew is warned and the dangers when crossing are reduced.

In a first example, active fenders are provided by equipping docking fenders with load cells. The cells are assembled in several rows, e.g. in two parallel rows horizontally in the upper and lower area of the fender between the fender and the boat hull.

During the docking process, the mobile vehicle is pushed against another mobile vehicle or a fixed structure by the drive via the active fender. The relative position in one direction is stabilized by the horizontal contact pressure and the frictional forces between the fender surface and the vehicle wall or the building wall.

The permanently variable vertical forces on the active fender caused by sea influences are recorded by means of the upper and lower load cells in the active fender. If the moving vehicle with the active fender moves up the vehicle wall or the building wall, the measurable forces in the upper row of load cells increase and in the lower row decrease. From this difference, the shear forces can be determined using the friction coefficients of the fender material.

If the moving vehicle with the active fender moves down the vehicle wall or the building wall, the force distribution is reversed.

The two-row horizontal on the connecting fender creates a value difference between the upper and lower force measurement. The resulting shear forces are calculated using the data from the value difference comparison and the friction coefficient of the connecting structures. The calculated shear forces are then compared to the holding forces from shear force and static friction. This balance and the sensory perception of the environmental conditions such as swell, current, waves and wind is fed into the control unit and data processing of the hydraulic suspension system via the central automation and processed. The corresponding control commands for the hydraulic cylinders are generated from this data and the horizontal alignment of the sprung boat area (chassis) is proactively stabilized before the external disturbing forces exceed the static friction and trigger unwanted movements of the boat.

The shear forces used are also optimized with the help of the measured data.

This is either automated or the required and used thrust is shown to the skipper via a display, so that the thrust can be dosed accordingly and thus used in an energy-saving manner.

In addition, limit value ranges can be recognized in advance and displayed by means of a corresponding optical display of the results (traffic light system). This provides the ship's commander and crew with an objective technical decision-making aid for the timely termination of operations, since the loss of holding power can be indicated in advance. This results in a significant gain in security.

The method is particularly suitable for multihull watercraft intended for landing on offshore structures such. B. offshore platforms or offshore wind turbines, ship crossing can be used.

Due to the suspension system used in some multihull boats, which connects the hulls to the chassis of the watercraft, a significantly improved movement control when boarding the watercraft can be achieved on the basis of the present invention.

The structure is particularly preferably the pier of an offshore wind energy installation.

• Es zeigen:
  • 1 eine beispielhafte schematische Darstellung eines Wasserfahrzeugs 10 im „Docking-Modus“ in Seitenansicht mit wirkenden Kräftevektoren;
  • 2 eine beispielhafte Schnittdarstellung eines aktiven Fenders 13 mit mehrreihig angeordneten Kraftmesszellen 17;
  • 3 ein Flow Chart Beispiel für den Informationsfluss, die Aktorik und die Eingabe- und Ausgabe Medien die über das aktive Fender System unterstütz bzw. angefahren werden;
  • 4 beispielhaft die Bedienfelder und Anzeigen des aktiven Fender Systems;
  • 5 Automatischer Seegangs Ausgleich Eine schematische Darstellung Eine schematische Darstellung eines Ausführungsbeispiel bei aktiven automatischen Seegangs Ausgleich mit den durch den Fender gemessen Kräften und
  • 6 Automatische Schub Reglung Eine schematische Darstellung Eine schematische Darstellung eines Ausführungsbeispiel bei aktiver automatischer Schub Reglung mit den durch den Fender gemessen Kräften.

The invention is described below with reference to the attached figures in the description of the figures, whereby these are intended to explain the invention (examples) and are not to be regarded as necessarily restrictive:

• Show it:
  • 1 an exemplary schematic representation of a watercraft 10 in "docking mode" in side view with acting force vectors;
  • 2 an exemplary sectional view of an active fender 13 with load cells 17 arranged in multiple rows;
  • 3 a flow chart example for the flow of information, the actuators and the input and output media that are supported or approached via the active Fender system;
  • 4 example the control panels and displays of the active Fender system;
  • 5 Automatic heave compensation A schematic representation A schematic representation of an embodiment of active automatic heave compensation with the forces measured by the fender and
  • 6 Automatic thrust control A schematic representation A schematic representation of an embodiment with active automatic thrust control with the forces measured by the fender.

1 shows a schematic representation of a watercraft 10 in "docking mode" in side view. The watercraft 10 with its “smart” active fender 13 with load cells 17 arranged in multiple rows “docks” (maintains contact) with a boat landing 21, here an offshore structure 20, for example a wind turbine. The forces acting on the watercraft 10 due to disturbances from the wave action W, which can lead to the active fender 13 slipping or even losing contact with the boat landing 21 on the offshore structure 20, are determined by measurement and by machine commands MK and compensating movements of the hydraulic suspension 15 compensated. The pressing force/holding force P on the boat landing 21 of the offshore structure 20 is regulated continuously before the disruptive forces have an adverse effect on the watercraft 10 .

2 shows a sectional view of an active fender 13 with load cells 17 arranged in multiple rows, here two rows viewed horizontally and four rows viewed vertically. The multiple row arrangement allows the forces to be measured both horizontally and vertically. The measured data is then forwarded to the ship's central automation 14 via the active fender system. The active fender system is spatially integrated in the active fender 13, between the active fender 13 and the central automation 14 or integrated in the central automation 14, depending on the structural requirements. The display 33 belonging to the active fender system or the display/control panel 30 with the displays 31, 32 or the user interface 36 are ergonomically positioned near the crew or the skipper and in the communication channels/network of the active fender system integrated.

• Im sogenannten manuellen Modus werden dem Schiffsführer auf der Anzeige bzw. dem Bedienfeld 30 die Daten der Soll- / Ist Haltekraft 31 und der Soll- / Ist Schubkraft 32 angezeigt bzw. als Balkenfortschrittsanzeige visualisiert, die über das aktive Fender System bereitgestellt werden.

3 shows a flow chart example for the information flow, the actuators and the input and output media that are supported or approached via the active Fender system. As an example, four selection options with subsequent links are shown as a chart:

• In the so-called manual mode, the data of the target/actual holding force 31 and the target/actual thrust force 32 are displayed to the skipper on the display or the control panel 30 or visualized as a bar progress display, which is provided via the active fender system.

With a so-called automatic control of the hydraulic suspension, the data of the target/actual holding force 31 and the target/actual thrust force 32, which are provided via the active fender system, are displayed to the skipper on the display/control panel 30.

The hydraulic suspension 15 is controlled via the central automation 14 of the ship via the heave compensation 34 .

The so-called automatic thrust control shows the skipper the data of the target/actual holding force 31 and the target/actual thrust force 32 on the display/control panel 30, which are provided via the active fender system. The thrust force S is controlled via the central automation 14 of the ship via the thrust regulation 35 .

In the so-called automatic mode, the skipper sees the target/actual holding force 31 and the target/actual thrust 32 on the display/control panel 30 are displayed, which are provided via the active Fender system. The hydraulic suspension 15 and thrust control 35 are controlled via the central automation 14 of the ship.

4 shows an example of the control panels and displays of the active Fender system. A display/control panel 30 with a user interface 36 for the ship's command and a display 33 for information for the crew are shown by way of example.

The display/control panel 30 in the wheelhouse (cf. 5 ) shows the skipper the holding force 31 and the thrust force 32. Both displays are designed as a dynamic target/actual display, here as a bar progress display. This allows the skipper to intervene at any time if the target range is exceeded or not reached.

The skipper can use the user interface 36 to select the various modes in which the active spring system is to work with the central automation 14 of the watercraft 10 .

The crew's display 33 warns the crew via a traffic light display before the holding force between the active fender 13 and the boat landing 21 on the offshore structure 20 is lost.

All data of the displays are made available by the central automation 14 of the watercraft 10.

5 shows an example of the heave compensation mode for a watercraft 10 in “docking mode” in a side view 1 . The load cells 13 in the active fender 13 measure the chassis friction force down CR, the fender torsion FT and the force between the watercraft and the structure KM. Due to the two-row horizontal and vertical force measurement on the connecting active fender 13 and the movements of the watercraft 10, there is a value difference between the upper and lower force measurement KM. A relatively greater pressure KMa is measured at the top compared to the lower pressure KMb.

The active fender system transmits the pressures measured by the active fender 13 in processed form via an interface to the central automation 14 of the watercraft 10 . The data for a necessary contact pressure/holding force P are provided from the measured signals of the load cells 17 of the active fender 13 and compared with the actual contact pressure/holding force P. From this, the active Fender system derives the necessary control data/commands. The skipper activates the sea state compensation 34 via the display/control panel 30. The control data/commands are routed from the active fender system to the central automation 14. The central automation 14 of the watercraft 10 gives the thrust in/extend commands to the hydraulic cylinders of the hydraulic suspension 15 of the watercraft 10 in order to regulate/compensate for the heave movements during the docking process.

6 shows an example of the thrust control mode for a watercraft 10 in “docking mode” in a side view 1 .

The load cells 17 in the active fender 13 measure the chassis friction force down CR, the fender torsion FT and the force between the watercraft and the structure KM.

Due to the two-row horizontal and vertical force measurement on the connecting active fender 13 and the movements of the watercraft 10, there is a value difference between the upper and lower force measurement KM. A relatively greater pressure KMa is measured at the top compared to the lower pressure KMb.

The active fender system transmits the pressures measured by the active fender 13 in processed form via an interface to the central automation 14 of the watercraft 10 . The data for a necessary contact pressure/holding force P are provided from the measured signals of the load cells 17 of the active fender 13 and compared with the actual contact pressure/holding force P. From this, the active Fender system derives the necessary control data/commands. The skipper activates the thrust control 35 via the display/control panel 30. The control data/commands are routed from the active fender system to the central automation 14. The central automation 14 of the watercraft 10 sends the thrust forward/backward commands to the control of the propulsion engine 16 in order to keep the static friction P within the required limit during the docking process.

Reference List

10

watercraft

11

hull

12

chassis

13

active fender

14

central automation

15

hydraulic suspension

16

prime mover

17

load cell

20

offshore structure

21

Boat Landing

30

Display / control panel

31

Target / actual holding force display

32

Display target / actual thrust

33

screen

34

Activation of sea state compensation

35

Activation of thrust control

36

UI

P

Contact force / holding force

W

wave action

MK

machine command

S

thrust

FT

Fender torsion

KM

Measurement of the forces between the watercraft and the offshore structure

KMa

Measure the forces above

KMb

Measure the forces below

CR

Chassis friction force down

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102015108882 B3 [0019]
• WO 2014118570 A1 [0020]

Claims (4)

Active fender (13) with at least one fender body in which load cells (17) are arranged in such a way that they form contact zones on an outside of the fender body from a surface, the individual contact zones of the load cells (17) being arranged symmetrically and/or axially symmetrically to one another . Active fender (13) after claim 1 , characterized in that the active fender (13) has eight load cells (17) which are arranged equidistantly from one another in two rows viewed horizontally and four rows viewed vertically. Active fender system with at least one active fender (13) according to one of the preceding claims, characterized in that the active fender system has at least one signal converter, a network, hardware and software for signal/data processing, data storage, control or Has control unit with display / control panel (30), user interface (36), display (33) and interfaces to other systems and / or on-board systems. Active fender system (13) with at least one active fender (13) according to the preceding claim, characterized in that another system is a central automation (14).

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