Crane boom anti-collision method and system based on dynamic detection

Abstract

The invention relates to the field of automation, and particularly provides a crane boom anti-collision method and system based on dynamic detection, and the method comprises the following steps: obtaining power parameters, motion data and structural data of a main engine boom and an auxiliary engine boom; determining the current position information of a main engine boom, and determining the current position information of an auxiliary engine boom; acquiring predicted deceleration position information and predicted stop position information of the main engine arm support based on the motion data, the power parameters and the structural data of the main engine arm support; based on the current position information of the main machine arm frame, the current position information of the auxiliary machine arm frame and the predicted deceleration position information and the predicted stop position information of the main machine arm frame, judging a collision risk assessment result of the main machine arm frame and the auxiliary machine arm frame; and when the collision risk assessment result is early warning, the main engine boom is decelerated, or when the collision risk assessment result is dangerous, the main engine boom is stopped. According to the anti-collision method, collision of the crane boom can be avoided.

Description

Technical Field

[0001] This invention relates to the field of automation technology, and specifically to a method and system for preventing collisions with a crane boom based on dynamic detection. Background Technology

[0002] In scenarios where multiple adjacent cranes operate simultaneously, the risk of collisions between booms remains a significant safety hazard. Currently, preventing crane boom collisions primarily relies on operators' visual inspection and experience for manual avoidance, which suffers from issues such as delayed response and high misjudgment rates. Some systems achieve physical limits by installing limit switches or setting fixed mechanical avoidance zones, but these methods typically lack adaptability to different operating conditions, resulting in rigid control strategies that fail to meet the needs of refined protection.

[0003] With the development of automation technology, in some high-level automated operation scenarios, multiple adjacent cranes use distance detection methods such as GNSS satellite navigation and positioning systems, vision-based or lidar-based methods to detect and model the relative positions of adjacent cranes to avoid collisions. However, under adverse weather conditions, metal structures, or electromagnetic interference, the detection accuracy and stability of these methods are difficult to guarantee, and the system deployment cost is relatively high, making them unsuitable for large-scale deployment. In addition, some newly built docks have attempted to simplify the crane boom into a centerline with no width, and determine the collision area in two-dimensional or three-dimensional space. Although the computational cost is low, it is prone to missed collisions because it does not consider the shape of the boom. At the same time, there are methods that use polygon contour modeling combined with bounding box intersection detection mechanisms, which can improve geometric matching accuracy. However, the computational complexity is high during dynamic operation, making it difficult to meet the requirements of real-time response, especially in scenarios with frequent multi-crane cooperation, where there are problems with processing delays and false alarms. Therefore, there is an urgent need for a crane boom collision avoidance method that balances modeling accuracy, computational efficiency, and dynamic prediction capabilities. Summary of the Invention

[0004] In view of this, the present invention provides a crane boom anti-collision method and system based on dynamic detection, which can effectively prevent collisions between the booms of multiple adjacent cranes.

[0005] To solve at least one of the above-mentioned technical problems, the present invention adopts the following technical solution:

[0006] In a first aspect, the present invention provides a crane boom anti-collision method based on dynamic detection, applicable to a work site comprising multiple cranes, wherein one of the cranes is the main crane and the other cranes are auxiliary cranes, and the method includes:

[0007] Step S1: Obtain the power parameters, motion data, and structural data of the main boom and the auxiliary boom respectively;

[0008] Step S2: Determine the current position information of the main boom based on the motion data and structural data of the main boom, and determine the current position information of the auxiliary boom based on the motion data and structural data of the auxiliary boom.

[0009] Step S3: Based on the motion data, power parameters and structural data of the main boom, obtain the predicted deceleration position information and predicted stopping position information of the main boom;

[0010] Step S4: Based on the current position information of the main boom, the current position information of the auxiliary boom, and the predicted deceleration position information and predicted stopping position information of the main boom, determine the geometric intersection prediction result of the main boom and the auxiliary boom, and judge the collision risk assessment result of the main boom and the auxiliary boom based on the geometric intersection prediction result. The collision risk assessment result includes safety, warning or danger.

[0011] Step S5: When the collision risk assessment result is a warning, slow down the main boom, or stop the main boom when the collision risk assessment result is a danger.

[0012] In one embodiment of the present invention, the power parameters include maximum amplitude angle deceleration, maximum slewing angle deceleration, amplitude response delay, slewing response delay, amplitude deceleration angle safety margin, amplitude stop angle safety margin, slewing deceleration angle safety margin, and slewing stop angle safety margin.

[0013] Motion data include amplitude angle, rotation angle, amplitude angular velocity, and rotation angular velocity;

[0014] Structural data includes the boom length and the vertical distance from the boom centerline to the edge of the long side of the boom;

[0015] Predicted deceleration position information includes predicted deceleration position for luffing and predicted deceleration position for slewing;

[0016] The predicted stopping position information includes the predicted stopping position for amplitude variation and the predicted stopping position for slewing.

[0017] In one embodiment of the present invention, the current position information of the main boom includes the projected coordinates of the four corner points of the main boom at the current position, and the current position information of the auxiliary boom includes the projected coordinates of the four corner points of the auxiliary boom at the current position. Step S2 includes:

[0018] Step S21: Establish a two-dimensional coordinate system with the center of the base of the host as the origin, determine the extension line of the line connecting the host and the slave unit closest to the host as the X-axis, and take the extension line that passes through the origin and is perpendicular to the X-axis as the Y-axis.

[0019] Step S22: Based on the length of the main boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the luffing angle, and the slewing angle, obtain the projected coordinates of the four corner points of the main boom at the current position.

[0020] Step S23: Obtain the coordinates of the base center of each auxiliary machine. Based on the coordinates of the base center of each auxiliary machine, the length of the boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the luffing angle, and the slewing angle, obtain the projected coordinates of the four corner points of the boom of each auxiliary machine at the current position.

[0021] In one embodiment of the present invention, the predicted deceleration position information is the projected coordinates of the four corner points of the main boom at the predicted deceleration position, and the predicted stopping position information is the projected coordinates of the four corner points of the main boom at the predicted stopping position. Step S3 includes:

[0022] Step S31: Obtain the predicted deceleration angle of the main boom based on the boom angle, boom angular velocity, maximum boom deceleration, boom response delay, and boom deceleration angle safety margin.

[0023] Step S32: Obtain the predicted stopping angle of the main boom based on the boom angle, boom angular velocity, maximum boom angle deceleration, boom response delay, and boom stopping angle safety margin.

[0024] Step S33: Obtain the predicted deceleration angle of the main boom based on the boom's slewing angle, slewing angular velocity, maximum slewing angular deceleration, slewing response delay, and slewing deceleration angle safety margin.

[0025] Step S34: Obtain the predicted slewing stop angle of the main boom based on the slewing angle, slewing angular velocity, maximum slewing angular deceleration, slewing response delay, and slewing stop angle safety margin of the main boom.

[0026] Step S35: Perform trigonometric calculations based on the vertical distance from the centerline of the main boom to the edge of the long side of the boom and the predicted deceleration angle of the slewing, and obtain the projected coordinates of the two corner points of the main boom near the center of the base at the predicted deceleration position.

[0027] Step S36: Perform trigonometric calculations based on the length of the main boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the predicted deceleration angle of the luffing and the predicted deceleration angle of the slewing, and obtain the projected coordinates of the two corner points of the main boom away from the base center at the predicted deceleration position.

[0028] Step S37: Perform triangulation based on the vertical distance from the center line of the main boom to the edge of the long side of the boom and the predicted stop angle of the slewing, and obtain the projected coordinates of the two corner points of the main boom near the center of the base at the predicted stop position.

[0029] Step S38: Perform trigonometric calculations based on the length of the main boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the luffing prediction stop angle, and the slewing prediction stop angle to obtain the projected coordinates of the two corner points of the main boom away from the base center at the predicted stop position.

[0030] In one embodiment of the present invention, step S4 includes:

[0031] Step S41: Based on the current position information of the main boom and the current position information of each auxiliary boom, perform vector cross product judgment to obtain the geometric intersection prediction result and collision risk assessment result of the main boom and each auxiliary boom at the current position;

[0032] Step S42: When the collision risk assessment result of the main boom and each auxiliary boom at the current position is safe, perform vector cross product judgment based on the predicted deceleration position information and the current position information of each auxiliary boom to obtain the geometric intersection prediction result of the main boom and each auxiliary boom at the predicted deceleration position and the collision risk assessment result.

[0033] Step S43: When the collision risk assessment results of the main boom at the predicted deceleration position and each auxiliary boom are safe, perform vector cross product judgment based on the predicted stop position information and the current position information of each auxiliary boom to obtain the geometric intersection prediction result of the main boom at the predicted stop position and each auxiliary boom and the collision risk assessment result.

[0034] In one embodiment of the present invention, the vector cross product judgment is used to determine whether the two long sides of the projection of the main boom intersect with the two long sides of the projection of the auxiliary boom.

[0035] In one embodiment of the present invention, in step S41,

[0036] When the geometric intersection prediction result of the main boom and each auxiliary boom at the current position is non-intersection, the collision risk assessment result of the main boom and each auxiliary boom at the current position is judged to be safe.

[0037] When the geometric intersection prediction result of the long side of the rectangular outer frame of the main boom and each auxiliary boom at the current position is an intersection, the collision risk assessment result of the main boom and each auxiliary boom at the current position is judged as dangerous.

[0038] In one embodiment of the present invention, in step S42,

[0039] When the predicted geometric intersection result between the main boom and each auxiliary boom at the predicted deceleration position is non-intersecting, the collision risk assessment result between the main boom and each auxiliary boom at the predicted deceleration position is considered safe.

[0040] When the predicted geometric intersection between the main boom and each auxiliary boom at the predicted deceleration position is an intersection, the collision risk assessment result of the main boom and each auxiliary boom at the predicted deceleration position is judged as a warning.

[0041] In one embodiment of the present invention, in step S43,

[0042] When the predicted geometric intersection result between the main boom and each auxiliary boom at the predicted stop position is non-intersecting, the collision risk assessment result between the main boom and each auxiliary boom at the predicted stop position is considered safe.

[0043] When the predicted geometric intersection between the main boom and each auxiliary boom at the predicted stop position is an intersection, the collision risk assessment result of the main boom and each auxiliary boom at the predicted stop position is judged as dangerous.

[0044] A second aspect of the present invention also provides a crane boom anti-collision system based on dynamic detection, applied to a work site including multiple cranes, wherein one of the multiple cranes is the main crane and the other cranes are auxiliary cranes, and the system includes:

[0045] The acquisition unit is used to acquire the power parameters, motion data, and structural data of the main boom and the auxiliary boom, respectively.

[0046] The current position determination unit is used to determine the current position information of the main boom based on the motion data and structural data of the main boom, and to determine the current position information of the auxiliary boom based on the motion data and structural data of the auxiliary boom.

[0047] The predicted position determination unit is used to obtain the predicted deceleration position information and predicted stopping position information of the main boom based on the motion data, power parameters and structural data of the main boom.

[0048] The risk status determination unit is used to determine the geometric intersection prediction result of the main boom and the auxiliary boom based on the current position information of the main boom, the current position information of the auxiliary boom, and the predicted deceleration position information and predicted stopping position information of the main boom. Based on the geometric intersection prediction result, the unit judges the collision risk assessment result of the main boom and the auxiliary boom. The collision risk assessment result includes safety, warning, or danger.

[0049] The control unit is used to decelerate the main boom when the collision risk assessment result is a warning, or to stop the main boom when the collision risk assessment result is a danger.

[0050] The above-described technical solution of the present invention has at least one of the following beneficial effects:

[0051] The crane boom collision avoidance method based on dynamic detection of the present invention acquires the power parameters, motion data, and structural data of the main and auxiliary booms in real time, and calculates the predicted deceleration and stopping positions of the main boom based on this data. This allows for a dynamic assessment of the collision risk between the main and auxiliary booms in advance. This enables a graded judgment of collision risk and can automatically trigger corresponding deceleration or stopping commands according to different risk levels, thereby effectively avoiding collisions of the crane boom during operation and improving operational safety. Attached Figure Description

[0052] Figure 1 This is a schematic diagram of an implementation environment provided for one embodiment of the present invention;

[0053] Figure 2 A flowchart of a crane boom anti-collision method based on dynamic detection provided in an embodiment of the present invention;

[0054] Figure 3 A flowchart for determining the current position information of the main boom and the current position information of the auxiliary boom, provided as an embodiment of the present invention;

[0055] Figure 4 A schematic diagram of the rectangular projection of the main boom and the auxiliary boom provided in one embodiment of the present invention;

[0056] Figure 5 A flowchart for obtaining the predicted deceleration position information and the predicted stopping position information of the main boom, as provided in one embodiment of the present invention;

[0057] Figure 6 A flowchart for determining the collision risk assessment results between the main boom and the auxiliary boom, provided as an embodiment of the present invention;

[0058] Figure 7 This is a schematic diagram of a crane boom anti-collision device based on dynamic detection, provided as an embodiment of the present invention. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the described embodiments of the present invention are within the scope of protection of the present invention.

[0060] Reference manual attached Figure 1 This illustration shows a schematic diagram of an implementation environment provided by an embodiment of the crane boom anti-collision method based on dynamic detection according to the present invention. Figure 1As shown, the implementation environment may include multiple cranes located in the same work site and computer equipment 100. Each crane's boom is equipped with an encoder and an angle sensor for detecting the boom rotation angle. Multiple cranes and computer equipment 100 can be directly or indirectly connected via wired or wireless communication. This embodiment of the invention does not limit this.

[0061] The computer device 100 may be, but is not limited to, various servers, personal computers, laptops, smartphones, tablets, and portable wearable devices. The server may be an independent server or a server cluster or distributed system composed of multiple servers. It may also be a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDN), and big data and artificial intelligence platforms.

[0062] like Figure 1 As shown, in this embodiment, one of the multiple cranes is designated as the main crane 200, and the other cranes are designated as auxiliary cranes 300. The computer device 100 can acquire the power parameters, motion data, and structural data of the main crane 200 boom and the auxiliary crane 300 boom in real time, and determine the current position information of the main crane 200 boom and the auxiliary crane 300 boom based on the motion data and structural data of the main crane 200 boom. Then, the computer device 100 can acquire the predicted deceleration position information and predicted stopping position information of the main crane 200 boom based on the motion data, power parameters, and structural data of the main crane 200 boom. After acquiring the predicted deceleration position information and predicted stopping position information of the main crane boom 200, the computer device 100 can determine the geometric intersection prediction result between the main crane boom 200 and the auxiliary crane boom 300 based on the current position information of the main crane boom 200, the current position information of the auxiliary crane boom 300, and the predicted deceleration position information and predicted stopping position information of the main crane boom 200. Based on the geometric intersection prediction result, it then judges the collision risk assessment result between the main crane boom 200 and the auxiliary crane boom 300. The collision risk assessment result includes safe, warning, or dangerous. Specifically, when the collision risk assessment result is a warning, the computer device 100 can issue a deceleration command to the main crane boom 200 to slow it down. When the collision risk assessment result is dangerous, the computer device 100 can issue a stop command to the main crane boom 200 to stop it. This effectively avoids collisions between crane booms during operation, improving operational safety.

[0063] It should be understood that the roles of the host 200 and the slave 300 in this invention are relative concepts and can be dynamically assigned according to the object being detected. Furthermore, the detection logic can be centrally executed by the computer device 100 or linked together by local controllers distributed among the cranes, thereby realizing a distributed anti-collision mechanism where cranes detect each other; this invention does not impose any limitations.

[0064] Reference manual attached Figure 2 This illustrates the flowchart of a crane boom anti-collision method based on dynamic detection provided in an embodiment of the present invention. This method can be applied to... Figure 1 In the computer device 100, specifically, the method may include the following steps:

[0065] Step S1: Obtain the power parameters, motion data, and structural data of the main boom and the auxiliary boom respectively.

[0066] In one embodiment of the present invention, the dynamic parameters may include maximum luffing angle deceleration, maximum slewing angle deceleration, luffing response delay, slewing response delay, luffing deceleration angle safety margin, luffing stop angle safety margin, slewing deceleration angle safety margin, and slewing stop angle safety margin. These dynamic parameters can respectively reflect the braking capacity, response hysteresis, and safety redundancy performance of the crane boom during luffing and slewing movements, and can be used to predict the deceleration and stop positions of the main boom, thereby providing support for subsequent collision risk prediction. The dynamic parameters can be obtained from the crane's performance manual. Motion data may include luffing angle, slewing angle, luffing angular velocity, and slewing angular velocity, used to reflect the spatial attitude and motion trend of the crane boom. Motion data can be obtained through sensors installed on the crane, such as encoders and angle sensors. Structural data includes the boom length and the vertical distance from the boom centerline to the edge of the long side of the boom, which can be obtained from pre-entered crane design drawings. The predicted deceleration position information includes the predicted deceleration position for luffing and the predicted deceleration position for slewing; the predicted stopping position information includes the predicted stopping position for luffing and the predicted stopping position for slewing.

[0067] Step S2: Determine the current position information of the main boom based on the motion data and structural data of the main boom, and determine the current position information of the auxiliary boom based on the motion data and structural data of the auxiliary boom.

[0068] In this embodiment, the current position information of the main boom includes the projected coordinates of the four corner points of the main boom at its current position, and the current position information of the auxiliary boom includes the projected coordinates of the four corner points of the auxiliary boom at its current position. That is, the current position information of the main boom and the auxiliary boom can be represented using the projected coordinates of their four corner points when they are at their current positions. Therefore, a two-dimensional Cartesian coordinate system can be established with the center of the main boom's base as the origin, and the current position information of the main boom can be determined based on the motion data and structural data of the main boom, and the current position information of the auxiliary boom can be determined based on the motion data and structural data of the auxiliary boom. Specifically, as... Figure 3 As shown, step S2 may include the following steps S21-S23:

[0069] Step S21: Establish a two-dimensional coordinate system with the center of the base of the host as the origin. Determine the extension line of the connection between the host and the slave unit closest to the host as the X-axis, and take the extension line that passes through the origin and is perpendicular to the X-axis as the Y-axis.

[0070] In this embodiment, a two-dimensional rectangular coordinate system can be established with the center of the base of the main unit as the origin, and the direction of the line connecting the main unit and the base of the nearest auxiliary unit can be determined as the X-axis direction. At the same time, a Y-axis can be established in the direction that passes through the origin and is perpendicular to the X-axis direction, forming a two-dimensional coordinate system for uniformly representing the positional relationship of the boom.

[0071] Step S22: Based on the length of the main boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the luffing angle, and the slewing angle, obtain the projected coordinates of the four corner points of the main boom at the current position.

[0072] In this embodiment, as Figure 4 As shown, in a two-dimensional coordinate system with the base center O1 of the main unit as the origin, the current position of the main unit boom is represented by its rectangular projection in the two-dimensional plane. Specifically, the rectangular projection of the main unit boom is composed of four corner points A1, B1, A2, and B2. The lines connecting the four corner points A1, B1, A2, and B2 in a preset order can be used to express the geometric contour of the main unit boom. The projected coordinates of the four corner points of the main unit boom at its current position can be obtained geometrically through the length L1 of the main unit boom, the vertical distance R1 from the boom centerline to the edge of the long side of the boom, the luffing angle α1, and the slewing angle β1.

[0073] Specifically, the coordinates of corner point A1 can be represented as (-R1sinβ1, R1cosβ1); the coordinates of corner point B1 can be represented as (L1cosα1cosβ1-R1sinβ1, L1cosα1sinβ1+R1cosβ1).

[0074] The coordinates of corner point A2 can be represented as (R1sinβ1,-R1cosβ1), and the coordinates of corner point B2 can be represented as (L1cosα1cosβ1+R1sinβ1,L1cosα1sinβ1-R1cosβ1).

[0075] Step S23: Obtain the coordinates of the base center of each auxiliary machine. Based on the coordinates of the base center of each auxiliary machine, the length of the boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the luffing angle, and the slewing angle, obtain the projected coordinates of the four corner points of the boom of each auxiliary machine at the current position.

[0076] In this embodiment, the current position of each auxiliary boom is represented by its rectangular projection in a two-dimensional plane. Specifically, taking one auxiliary boom whose base center is located on the X-axis of the coordinate system as an example, the rectangular projection of this auxiliary boom is composed of four corner points a3, B3, A4, and B4. The lines connecting the four corner points a3, B3, A4, and B4 in a preset order can be used to express the geometric contour of the auxiliary boom. The projected coordinates of the four corner points of the auxiliary boom at its current position can be obtained geometrically by using the length L2 of the auxiliary boom, the vertical distance R2 from the boom centerline to the edge of the long side of the boom, the luffing angle α2, and the slewing angle β2, with the coordinates of the auxiliary boom base center O2 as the reference point.

[0077] Specifically, the distance D between the centers of the auxiliary base and the main base can be obtained first based on the coordinates of the center O2 of the auxiliary base and the coordinates of the center O1 of the main base, and then geometric calculations can be performed. The coordinates of corner point A3 can be represented as (D-R2sinβ2,R2cosβ2); the coordinates of corner point B3 can be represented as (D+L2cosα2cosβ2-R2sinβ2,L2cosα2sinβ2+R2cosβ2).

[0078] The coordinates of corner point A4 can be represented as (D+R2sinβ2,-R2cosβ2), and the coordinates of corner point B4 can be represented as (D+L2cosα2cosβ2+R2sinβ2,L2cosα2sinβ2-R2cosβ2).

[0079] In a preferred embodiment of the present invention, for cranes with movable bases, such as rail-mounted cranes and crawler cranes, the real-time position coordinates of each crane base can be used as dynamic parameters to construct a corresponding two-dimensional coordinate system. Thus, based on the current position of each crane base, the projected position of each crane boom is dynamically updated, thereby achieving collision risk prediction and prevention in the moving state. Furthermore, for arrangements where there are arbitrary relative positions and orientations between the main and auxiliary cranes, a coordinate system transformation can be performed on the auxiliary cranes, mapping their local coordinate systems to a global coordinate system constructed with the center of the main crane base as the origin, thereby achieving unified geometric modeling and interactive detection. The specific process is not detailed here.

[0080] Step S3: Based on the motion data, power parameters and structural data of the main boom, obtain the predicted deceleration position information and the predicted stopping position information of the main boom.

[0081] In this embodiment, to assess potential risks under the future movement trend of the main boom in advance, the predicted deceleration position and predicted stopping position of the main boom can be obtained based on the current motion data, power parameters, and structural data of the main boom. Specifically, the predicted deceleration position information is the projected coordinates of the four corner points of the main boom at the predicted deceleration position, and the predicted stopping position information is the projected coordinates of the four corner points of the main boom at the predicted stopping position. Figure 5 As shown, step S3 may include the following steps S31-S38:

[0082] Step S31: Obtain the predicted deceleration angle of the main boom based on the boom angle, boom angular velocity, maximum boom deceleration, boom response delay, and boom deceleration angle safety margin.

[0083] In this embodiment, the luffing response delay reflects the time delay between the host issuing the luffing deceleration command and the actuator starting the actual luffing deceleration action. It can be configured based on the control response test results of the host actuator. The luffing deceleration angle safety margin is used to reserve a certain safety space for luffing deceleration, in order to address potential collision risks during the luffing deceleration process of the host boom. It can be preset according to the safety requirements of different operating scenarios. Specifically, based on the current luffing angle and angular velocity of the host boom, combined with the maximum angular deceleration and the luffing response delay, the angular displacement of the boom due to inertia during the response delay phase and the angular displacement during deceleration can be calculated, and these two can be superimposed on the current angle. Furthermore, to improve the safety of collision prediction, a preset luffing deceleration angle safety margin can be superimposed, ultimately obtaining the predicted luffing deceleration angle α1′ of the host boom under the current operating conditions. The calculation formula for the predicted luffing deceleration angle α1′ is:

[0084]

[0085] Where α1 is the luffing angle of the main boom; The amplitude angular velocity of the main boom; The amplitude response delay of the main boom; sgn(·) is the sign function, when Take +1 at time. Take -1 at time, Take 0 at the time; δ1′ represents the absolute value of the maximum variable amplitude angular deceleration, and δ1′ represents the safety margin of the variable amplitude deceleration angle.

[0086] Step S32: Obtain the predicted stopping angle of the main boom based on the boom angle, boom angular velocity, maximum boom angle deceleration, boom response delay, and boom stopping angle safety margin.

[0087] In this embodiment, the luffing stop angle safety margin is used to reserve a certain safety space for luffing stop, in order to address potential collision risks that may arise during the luffing stop of the main boom. It can be preset according to the safety requirements of different operating scenarios. Specifically, based on the luffing angular velocity and luffing response delay of the main boom, the angular displacement of the boom due to inertia during the response delay period can be calculated. Then, combined with the maximum luffing angular deceleration, the angular displacement generated by the boom during the braking process until complete stop is calculated. This angular displacement is then added to the current luffing angle. Furthermore, to improve the safety of collision prediction, a preset luffing stop angle safety margin can be superimposed to finally obtain the predicted luffing stop angle α1″ of the main boom in the current operating state. The formula for calculating the predicted luffing stop angle α1″ is as follows:

[0088]

[0089] Where δ1″ is the safety margin for the variable amplitude stopping angle.

[0090] Step S33: Obtain the predicted deceleration angle of the main boom based on the boom's slewing angle, slewing angular velocity, maximum slewing angular deceleration, slewing response delay, and slewing deceleration angle safety margin.

[0091] In this embodiment, the slewing response delay reflects the time delay between the host issuing the slewing deceleration command and the actuator starting the actual slewing deceleration action, and can be configured based on the control response test results of the host actuator. The slewing deceleration angle safety margin is used to reserve a certain slewing deceleration safety space to proactively address potential collision risks that may arise during the host boom's slewing deceleration, and can be preset according to the safety requirements of different operating scenarios. Specifically, firstly, based on the current slewing angle and slewing angular velocity of the host boom, combined with the maximum slewing angular deceleration and the slewing response delay, the angular displacement of the boom due to inertia during the response delay phase and the angular displacement during the deceleration process are calculated, and these two are superimposed on the current angle. Furthermore, to improve the safety of collision prediction, a preset slewing deceleration angle safety margin can also be superimposed, ultimately obtaining the predicted slewing deceleration angle β1′ of the host boom under the current operating conditions. The calculation formula for the predicted slewing deceleration angle β1′ is:

[0092]

[0093] Where β1 is the slewing angle of the main boom; The angular velocity of the main boom; The slewing response delay of the main boom; sgn(·) is the sign function, when Take +1 at time. Take -1 at time, Take 0 at the time; δ2′ represents the absolute value of the maximum angular deceleration, and δ2′ represents the safety margin of the angular deceleration.

[0094] Step S34: Obtain the predicted slewing stop angle of the main boom based on the slewing angle, slewing angular velocity, maximum slewing angular deceleration, slewing response delay, and slewing stop angle safety margin of the main boom.

[0095] In this embodiment, the slewing stop angle safety margin is used to reserve a certain safety space for slewing stop, in order to address potential collision risks that may arise during the slewing stop of the main boom. It can be preset according to the safety requirements of different operating scenarios. Specifically, based on the slewing angular velocity and slewing response delay of the main boom, the angular displacement of the boom due to inertia during the response delay period can be calculated. Then, combined with the maximum slewing angular deceleration, the angular displacement generated by the boom during the braking process until complete stop is calculated. This angular displacement is then added to the current slewing angle. Furthermore, to improve the safety of collision prediction, a preset slewing stop angle safety margin can be superimposed to finally obtain the predicted slewing stop angle β1″ of the main boom in the current operating state. The calculation formula for the predicted slewing stop angle β1″ is as follows:

[0096]

[0097] Where δ2″ is the safety margin for the rotation stop angle.

[0098] Step S35: Perform trigonometric calculations based on the vertical distance from the centerline of the main boom to the edge of the long side of the boom and the predicted deceleration angle of the slewing, and obtain the projected coordinates of the two corner points of the main boom near the center of the base at the predicted deceleration position.

[0099] In this embodiment, geometric trigonometric calculations can be performed using the vertical distance from the centerline of the main boom to the edge of the long side of the boom and the predicted deceleration angle of the slewing. This allows for the calculation of the two-dimensional projected coordinates of the virtual deceleration corner points A1′ and A2′ at the predicted deceleration position, which are the two corner points A1 and A2 near the center of the base. Specifically, the direction of the boom relative to the base after rotation can first be determined using the predicted deceleration angle of the slewing. Then, the positions of the two edge points on both sides of the boom centerline after rotation can be calculated using the vertical distance from the centerline of the main boom to the edge of the long side of the boom. This yields the two-dimensional projected coordinates of the virtual deceleration corner points A1′ and A2′ at the predicted deceleration position, which are the two corner points A1 and A2 near the center of the base. The coordinates of the virtual deceleration corner point A1′ can be expressed as (-R1sinβ1′, R1cosβ1′), and the coordinates of the virtual deceleration corner point A2′ can be expressed as (R1sinβ1′, -R1cosβ1′).

[0100] Step S36: Perform trigonometric calculations based on the length of the main boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the predicted deceleration angle of the luffing and the predicted deceleration angle of the slewing, and obtain the projected coordinates of the two corner points of the main boom away from the base center at the predicted deceleration position.

[0101] In this embodiment, the rotation direction of the boom relative to the base can first be determined based on the predicted deceleration angle of the slewing. Then, the direction of the boom after lifting can be determined by combining the predicted deceleration angle of the luffing. The positions of the two edge points on both sides of the centerline after rotation can be calculated using the boom length and the vertical distance from the boom centerline to the edge of the long side of the boom. Finally, the projected coordinates of the virtual deceleration corner points B1′ and B2′ at the predicted deceleration positions are obtained for the two corner points B1 and B2 away from the base. The coordinates of the virtual deceleration corner point B1′ can be expressed as (L1cosα1′cosβ1′-R1sinβ1′,L1cosα1′sinβ1′+R1cosβ1′), and the coordinates of the virtual deceleration corner point B2′ can be expressed as (L1cosα1′cosβ1′+R1sinβ1′,L1cosα1′sinβ1′-R1cosβ1′).

[0102] Step S37: Perform triangulation based on the vertical distance from the centerline of the main boom to the edge of the long side of the boom and the predicted stop angle of the slewing, and obtain the projected coordinates of the two corner points of the main boom near the center of the base at the predicted stop position.

[0103] In this embodiment, the two-dimensional projection coordinates of two corner points of the main boom near the base center at the predicted stop position can be calculated using trigonometric operations based on the vertical distance from the centerline of the main boom to the edge of the long side of the boom and the predicted stop angle of rotation. Specifically, the rotation direction of the boom relative to the base is determined according to the predicted stop angle of rotation, and then, combined with the vertical distance from the centerline of the main boom to the edge of the long side of the boom, the projection coordinates of the virtual stop corner points A1″ and A2″ at the predicted stop position are obtained. The coordinates of the virtual stop corner point A1″ can be expressed as (-R1sinβ1″, R1cosβ1″), and the coordinates of the virtual stop corner point A2″ can be expressed as (R1sinβ1″, -R1cosβ1″).

[0104] Step S38: Perform trigonometric calculations based on the length of the main boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the luffing prediction stop angle, and the slewing prediction stop angle to obtain the projected coordinates of the two corner points of the main boom away from the base center at the predicted stop position.

[0105] In this embodiment, the rotation direction of the boom can be determined first based on the predicted stop angle of the slewing, and then the direction of the boom after lifting can be determined by combining the predicted stop angle of the luffing. The position away from the base end can be determined by using the boom length. At the same time, the projection coordinates of the virtual stop corner points B1″ and B2″ at the predicted stop position can be obtained by combining the vertical distance from the boom centerline to the edge of the boom long side.

[0106] The coordinates of the virtual stopping corner B1″ can be expressed as (L1cosα1″cosβ1″-R1sinβ1″,L1cosα1″sinβ1″+R1cosβ1″), and the coordinates of the virtual stopping corner B2″ can be expressed as (L1cosα1″cosβ1″+R1sinβ1″,L1cosα1″sinβ1″-R1cosβ1″).

[0107] Step S4: Based on the current position information of the main boom, the current position information of the auxiliary boom, and the predicted deceleration position information and predicted stopping position information of the main boom, determine the geometric intersection prediction result of the main boom and the auxiliary boom, and judge the collision risk assessment result of the main boom and the auxiliary boom based on the geometric intersection prediction result. The collision risk assessment result includes safe, warning or danger.

[0108] In this embodiment, after obtaining the current position information of the main boom and the auxiliary boom, as well as the position information of the main boom at the predicted deceleration position and the predicted stopping position, the geometric relationship under different position states can be dynamically compared and analyzed. Specifically, based on the projected coordinates of the four corner points of the main boom and the auxiliary boom at their current positions, the cross product of vectors can be used to determine whether the two long sides of the projection of the main boom intersect with the two long sides of the projection of the auxiliary boom, thereby determining the geometric intersection prediction result of the main boom and the auxiliary boom, and judging the collision risk assessment result of the main boom and the auxiliary boom based on the geometric intersection prediction result.

[0109] Specifically, it is first necessary to determine whether the projected line segment A1B1 of the current position of the main unit intersects geometrically with the projected line segment A3B3 of the current position of the auxiliary unit, the projected line segment A4B4 of the current position of the main unit, the projected line segment A2B2 of the current position of the main unit, the projected line segment A3B3 of the current position of the auxiliary unit, and the projected line segment A4B4 of the current position of the auxiliary unit. Based on the geometric intersection prediction results, the collision risk assessment results of the main unit boom and the auxiliary unit boom are determined. If the main unit performs a luffing or slewing maneuver, it is further determined whether the projected line segment A1′B1′ of the main unit's predicted deceleration position intersects geometrically with the projected line segment A3B3 of the main unit's current position, the projected line segment A4B4 of the main unit's predicted deceleration position, the projected line segment A2′B2′ of the main unit's predicted deceleration position, the projected line segment A3B3 of the main unit's current position, and the projected line segment A4B4 of the main unit's predicted deceleration position, and based on the geometric intersection prediction results, the collision risk assessment results between the main unit's boom and the main unit's boom are determined. And determine whether the projected line segment A1″B1″ of the main unit's predicted stopping position intersects geometrically with the projected line segment A3B3 of the sub-unit's current position, the projected line segment A4B4 of the main unit's predicted stopping position's long side, the projected line segment A2″B2 of the main unit's predicted stopping position's long side's long side's long side's current position's long side ... Figure 6 As shown, step S4 may include the following steps S41-S43:

[0110] Step S41: Based on the current position information of the main boom and the current position information of each auxiliary boom, perform vector cross product judgment to obtain the geometric intersection prediction results and collision risk assessment results of the main boom and each auxiliary boom at their current positions.

[0111] In this embodiment, when performing the vector cross product judgment, the coordinates of the corner points A1, B1, A2, and B2 of the main arm can be denoted as (X... A1 ,Y A1 ), (X B1 ,Y B1 ), (X A2 ,Y A2 ) and (X B2 ,Y B2 The coordinates of the corner points A3, B3, A4, and B4 of the auxiliary boom are denoted as (X...). A3 ,Y A3 ), (X B3 ,t B3 ), (X A4 ,Y A4 ) and (X B4 ,Y B4 ).

[0112] Taking the determination of whether the projected line segment A1B1 of the current position of the host machine and the projected line segment A3B3 of the current position of the slave machine intersect geometrically as an example, the following formula can be used for determination:

[0113] and

[0114] That is, it is necessary to determine:

[0115] [(X B1 -X A1 (Y) A3 -Y A1 )-(Y B1 -Y A1 (X) A3 -X A1 )]

[0116] ·[(X B1 -X A1 (Y) B3 -Y A1 )-(Y B1 -Y A1 (X) B3 -X A1 )]≤0; and

[0117] [(X B3 -X A3 (Y) A1 -Y A3 )-(Y B3 -Y A3 (X) A1 -X A3 )]

[0118] ·[(X B3 -X A3 (Y) B1 -Y A3 )-(Y B3 -Y A3 (X) B1 -X A3 )]≤0

[0119] In other words, if both of the above judgment formulas are less than or equal to 0, then the projection line segment A1B1 of the current position of the host machine and the projection line segment A3B3 of the current position of the slave machine are geometrically intersected.

[0120] Furthermore, the collision risk assessment results between the main boom and the auxiliary booms can be determined based on the geometric intersection prediction results. Specifically, when the geometric intersection prediction results of the main boom and each auxiliary boom at the current position are non-intersecting, the collision risk assessment result of the main boom and each auxiliary boom at the current position is determined to be safe; when the geometric intersection prediction results of the long side of the rectangular circumscribing frame of the main boom and each auxiliary boom at the current position are intersecting, the collision risk assessment result of the main boom and each auxiliary boom at the current position is determined to be dangerous.

[0121] Step S42: When the collision risk assessment result of the main boom and each auxiliary boom at the current position is safe, perform vector cross product judgment based on the predicted deceleration position information and the current position information of each auxiliary boom to obtain the geometric intersection prediction result of the main boom and each auxiliary boom at the predicted deceleration position and the collision risk assessment result.

[0122] In this embodiment, if the collision risk assessment result of the main boom and each auxiliary boom at the current position is safe, in order to further detect potential collision risks in advance, the subsequent movement process can be judged based on the predicted deceleration position information. Specifically, based on the projected coordinates of the four corner points of the main boom at the predicted deceleration position and the projected coordinates of the four corner points of each auxiliary boom at the current position, it can be determined whether there is a geometric intersection relationship between the main boom at the predicted deceleration position and each auxiliary boom. If there is an intersection, it indicates that a collision risk will occur when the main boom continues to move to the deceleration position with the current movement trend, and control measures should be taken in advance. Therefore, the vector cross product judgment method can be used to determine whether each long side of the main boom at the predicted deceleration position has a geometric intersection with the long side of the auxiliary boom, thereby obtaining the geometric intersection prediction result. If there is an intersection, the collision risk assessment result is judged as a warning; if there is no intersection, the collision risk assessment result is judged as safe. Since the method of geometric intersection judgment is the same as that described in step S41, it will not be repeated here.

[0123] Furthermore, the collision risk assessment results between the main boom and the auxiliary booms can be determined based on the geometric intersection prediction results. Specifically, when the geometric intersection prediction results between the main boom and each auxiliary boom at the predicted deceleration position are not intersecting, the collision risk assessment results between the main boom and each auxiliary boom at the predicted deceleration position are considered safe; when the geometric intersection prediction results between the main boom and each auxiliary boom at the predicted deceleration position are intersecting, the collision risk assessment results between the main boom and each auxiliary boom at the predicted deceleration position are considered a warning.

[0124] Step S43: When the collision risk assessment results of the main boom at the predicted deceleration position and each auxiliary boom are safe, perform vector cross product judgment based on the predicted stop position information and the current position information of each auxiliary boom to obtain the geometric intersection prediction result of the main boom at the predicted stop position and each auxiliary boom and the collision risk assessment result.

[0125] In this embodiment, assuming the collision risk assessment results for both the main boom and each auxiliary boom at the predicted deceleration position are safe, further ensuring operational safety at the end point requires analyzing the geometric relationship of the main boom at the predicted stopping position. Specifically, the projected coordinates of the four corner points of the main boom at the predicted stopping position can be compared one by one with the projected coordinates of the four corner points of each auxiliary boom at the current position to determine whether the main boom might geometrically intersect with any auxiliary boom when it reaches the predicted stopping position. Specifically, the vector cross product judgment method described above can be used to calculate whether each long side of the main boom at the predicted stopping position intersects with the long side of the auxiliary boom to obtain the corresponding geometric intersection prediction result. If the judgment result is an intersection, the main boom is considered to have an unacceptable collision risk at the predicted stopping position, and the corresponding collision risk assessment result is dangerous; if there is no intersection, the position is considered safe. Since the calculation method of the vector cross product judgment is the same as that described in step S41, it will not be repeated here.

[0126] Furthermore, the collision risk assessment results between the main boom and the auxiliary booms can be determined based on the geometric intersection prediction results. When the geometric intersection prediction results of the main boom and each auxiliary boom at the predicted stop position are not intersecting, the collision risk assessment results of the main boom and each auxiliary boom at the predicted stop position are considered safe; when the geometric intersection prediction results of the main boom and each auxiliary boom at the predicted stop position are intersecting, the collision risk assessment results of the main boom and each auxiliary boom at the predicted stop position are considered dangerous.

[0127] Step S5: When the collision risk assessment result is a warning, slow down the main boom, or stop the main boom when the collision risk assessment result is a danger.

[0128] In this embodiment, when the collision risk assessment result is a warning or a danger, the movement state of the main boom can be intervened and controlled according to the corresponding risk level to achieve the goal of safe operation. Specifically, when the collision risk assessment result is danger, that is, when it is detected that the main boom has geometrically intersected with any secondary boom at the current position, or it is predicted that geometric intersection will occur at the final stopping position, a braking stop command can be output to the actuator to force the main boom to stop its current movement in the dangerous direction, and an alarm signal can be continuously issued to remind the operator to take appropriate action to ensure the safety of the work site. When the collision risk assessment result is a warning, that is, although geometric intersection has not occurred at the current and final stopping positions, but geometric intersection is predicted to be possible at the deceleration position, a speed limit command can be output to the controller to put the main boom into a deceleration running state, and intermittent warning signals can be issued to provide the operator with sufficient reaction time, thereby intervening in potential risks in advance and reducing the possibility of collision.

[0129] The auxiliary boom described in the above steps is based on geometric intersection judgments performed at its current position, but the present invention is not limited to this. In other embodiments of the present invention, the predicted deceleration position and predicted stopping position information of the auxiliary boom during its own movement can be further calculated based on the auxiliary boom's motion data, power parameters, and structural data. Combined with the current position, predicted deceleration position, or predicted stopping position of the main boom, a more comprehensive geometric intersection judgment and collision risk assessment can be performed. By incorporating the auxiliary boom's motion trend into the predictive analysis, high-risk states can be identified in advance before the auxiliary boom enters a potential collision zone, thereby improving predictive capabilities and the accuracy of active avoidance, and further enhancing the safety and robustness in multi-machine collaborative operation scenarios.

[0130] In summary, the crane boom collision avoidance method based on dynamic detection of the present invention acquires the power parameters, motion data, and structural data of the main and auxiliary booms in real time, and calculates the predicted deceleration and stopping positions of the main boom based on this data. This allows for a dynamic assessment of the collision risk between the main and auxiliary booms in advance. This enables a graded judgment of collision risk and can automatically trigger corresponding deceleration or stopping commands according to different risk levels, effectively preventing crane boom collisions during operation and improving operational safety.

[0131] A second aspect of the present invention also provides a crane boom anti-collision system based on dynamic detection, applicable to a work site comprising multiple cranes, wherein one of the cranes is the main crane and the others are auxiliary cranes, such as... Figure 7 As shown, the crane boom anti-collision system 700 includes:

[0132] The acquisition unit 710 is used to acquire the power parameters, motion data and structural data of the main boom and the auxiliary boom respectively.

[0133] The current position determination unit 720 is used to determine the current position information of the main boom based on the motion data and structural data of the main boom, and to determine the current position information of the auxiliary boom based on the motion data and structural data of the auxiliary boom.

[0134] The predicted position determination unit 730 is used to obtain the predicted deceleration position information and predicted stopping position information of the main boom based on the motion data, power parameters and structural data of the main boom.

[0135] The risk status determination unit 740 is used to determine the geometric intersection prediction result of the main boom and the auxiliary boom based on the current position information of the main boom, the current position information of the auxiliary boom, and the predicted deceleration position information and predicted stopping position information of the main boom, and to judge the collision risk assessment result of the main boom and the auxiliary boom based on the geometric intersection prediction result. The collision risk assessment result includes safety, warning or danger.

[0136] Control unit 750 is used to decelerate the main boom when the collision risk assessment result is a warning, or to stop the main boom when the collision risk assessment result is a danger.

[0137] It should be noted that the system provided in the above embodiments is only illustrated by the division of the above functional modules when implementing its functions. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the device and the corresponding method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process can be found in the corresponding method embodiments, which will not be repeated here.

[0138] The above are preferred embodiments of the present invention. It should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A crane boom collision avoidance method based on dynamic detection, characterized in that, Applied to work sites comprising multiple cranes, wherein one of the cranes is the main crane and the others are auxiliary cranes, the method includes: Step S1: Obtain the power parameters, motion data, and structural data of the main boom and the auxiliary boom respectively; Step S2: Determine the current position information of the main boom based on the motion data and structural data of the main boom, and determine the current position information of the auxiliary boom based on the motion data and structural data of the auxiliary boom. Step S3: Based on the motion data, power parameters and structural data of the main boom, obtain the predicted deceleration position information and predicted stopping position information of the main boom; Step S4: Based on the current position information of the main boom, the current position information of the auxiliary boom, the predicted deceleration position information and the predicted stopping position information of the main boom, determine the geometric intersection prediction result of the main boom and the auxiliary boom, and judge the collision risk assessment result of the main boom and the auxiliary boom based on the geometric intersection prediction result. The collision risk assessment result includes safe, warning or danger. Step S5: When the collision risk assessment result is a warning, slow down the main boom, or stop the main boom when the collision risk assessment result is dangerous.

2. The anti-collision method according to claim 1, characterized in that, The power parameters include maximum amplitude angle deceleration, maximum slewing angle deceleration, amplitude response delay, slewing response delay, amplitude deceleration angle safety margin, amplitude stop angle safety margin, slewing deceleration angle safety margin, and slewing stop angle safety margin. The motion data includes amplitude angle, rotation angle, amplitude angular velocity, and rotation angular velocity; The structural data includes the boom length and the vertical distance from the boom centerline to the edge of the long side of the boom; The predicted deceleration position information includes the predicted deceleration position for amplitude variation and the predicted deceleration position for slewing. The predicted stopping position information includes the predicted stopping position for amplitude variation and the predicted stopping position for slewing.

3. The anti-collision method according to claim 2, characterized in that, The current position information of the main boom includes the projected coordinates of the four corner points of the main boom at the current position, and the current position information of the auxiliary boom includes the projected coordinates of the four corner points of the auxiliary boom at the current position. Step S2 includes: Step S21: Establish a two-dimensional coordinate system with the center of the base of the host as the origin, determine the extension line of the line connecting the host and the slave unit closest to the host as the X-axis, and take the extension line that passes through the origin and is perpendicular to the X-axis as the Y-axis. Step S22: Based on the length of the main boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the luffing angle, and the slewing angle, obtain the projected coordinates of the four corner points of the main boom at the current position. Step S23: Obtain the coordinates of the base center of each of the auxiliary machines. Based on the coordinates of the base center of each of the auxiliary machines, the length of the boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the luffing angle, and the slewing angle, obtain the projected coordinates of the four corner points of the boom of each auxiliary machine at the current position.

4. The anti-collision method according to claim 3, characterized in that, The predicted deceleration position information is the projected coordinates of the four corner points of the main boom at the predicted deceleration position, and the predicted stopping position information is the projected coordinates of the four corner points of the main boom at the predicted stopping position. Step S3 includes: Step S31: Obtain the predicted deceleration angle of the main boom based on the luffing angle, luffing angular velocity, maximum luffing angular deceleration, luffing response delay, and luffing deceleration angle safety margin of the main boom. Step S32: Obtain the predicted stop angle of the main boom based on the luffing angle, luffing angular velocity, maximum luffing angular deceleration, luffing response delay, and luffing stop angle safety margin of the main boom. Step S33: Obtain the predicted deceleration angle of the main boom based on the slewing angle, slewing angular velocity, maximum slewing angular deceleration, slewing response delay, and slewing deceleration angle safety margin of the main boom. Step S34: Obtain the predicted slewing stop angle of the main boom based on the slewing angle, slewing angular velocity, maximum slewing angular deceleration, slewing response delay, and slewing stop angle safety margin of the main boom. Step S35: Perform trigonometric calculations based on the vertical distance from the center line of the main boom to the edge of the long side of the boom and the predicted deceleration angle of the slewing, and obtain the projected coordinates of the two corner points of the main boom near the center of the base at the predicted deceleration position. Step S36: Perform trigonometric calculations based on the length of the main boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the predicted deceleration angle of the luffing and the predicted deceleration angle of the slewing, to obtain the projected coordinates of the two corner points of the main boom away from the base center at the predicted deceleration position. Step S37: Perform trigonometric calculations based on the vertical distance from the center line of the main boom to the edge of the long side of the boom and the predicted stop angle of the slewing, and obtain the projected coordinates of the two corner points of the main boom near the center of the base at the predicted stop position; Step S38: Perform trigonometric calculations based on the length of the main boom, the vertical distance from the boom centerline to the edge of the long side of the boom, the predicted stop angle of the luffing, and the predicted stop angle of the slewing to obtain the projected coordinates of the two corner points of the main boom away from the center of the base at the predicted stop position.

5. The anti-collision method according to claim 4, characterized in that, Step S4 includes: Step S41: Based on the current position information of the main boom and the current position information of each of the auxiliary booms, perform vector cross product judgment to obtain the geometric intersection prediction result and collision risk assessment result of the main boom and each of the auxiliary booms at the current position; Step S42: When the collision risk assessment result of the main boom and each of the auxiliary booms at the current position is safe, a vector cross product judgment is performed based on the predicted deceleration position information and the current position information of each of the auxiliary booms to obtain the geometric intersection prediction result of the main boom and each of the auxiliary booms at the predicted deceleration position and the collision risk assessment result. Step S43: When the collision risk assessment results of the main boom at the predicted deceleration position and each of the auxiliary booms are safe, a vector cross product judgment is performed based on the predicted stop position information and the current position information of each of the auxiliary booms to obtain the geometric intersection prediction result and collision risk assessment result of the main boom at the predicted stop position and each of the auxiliary booms.

6. The anti-collision method according to claim 5, characterized in that, The vector cross product judgment is used to determine whether the two long sides of the projection of the main boom intersect with the two long sides of the projection of the auxiliary boom.

7. The anti-collision method according to claim 5, characterized in that, In step S41 When the geometric intersection prediction result of the main boom and each of the auxiliary booms at the current position is that they do not intersect, the collision risk assessment result of the main boom and each of the auxiliary booms at the current position is determined to be safe. When the geometric intersection prediction result of the long side of the rectangular outer frame of the main boom and each of the auxiliary booms at the current position is an intersection, the collision risk assessment result of the main boom and each of the auxiliary booms at the current position is determined to be dangerous.

8. The anti-collision method according to claim 5, characterized in that, In step S42 When the predicted geometric intersection result of the main boom and each of the auxiliary booms at the predicted deceleration position is non-intersecting, the collision risk assessment result of the main boom and each of the auxiliary booms at the predicted deceleration position is determined to be safe. When the predicted geometric intersection result of the main boom and each of the auxiliary booms at the predicted deceleration position is an intersection, the collision risk assessment result of the main boom and each of the auxiliary booms at the predicted deceleration position is determined to be a warning.

9. The anti-collision method according to claim 5, characterized in that, In step S43 When the predicted geometric intersection result between the main boom and each of the auxiliary booms at the predicted stop position is non-intersecting, the collision risk assessment result of the main boom and each of the auxiliary booms at the predicted stop position is determined to be safe. When the predicted geometric intersection result of the main boom and each of the auxiliary booms at the predicted stop position is an intersection, the collision risk assessment result of the main boom and each of the auxiliary booms at the predicted stop position is determined to be dangerous.

10. A crane boom anti-collision system based on dynamic detection, characterized in that, The system is applicable to work sites comprising multiple cranes, wherein one of the cranes is the main crane and the others are auxiliary cranes. The acquisition unit is used to acquire the power parameters, motion data and structural data of the main boom and the auxiliary boom, respectively. A current position determination unit is configured to determine the current position information of the main boom based on the motion data and the structural data of the main boom, and to determine the current position information of the auxiliary boom based on the motion data and the structural data of the auxiliary boom. A predicted position determination unit is used to obtain predicted deceleration position information and predicted stopping position information of the main boom based on the motion data, power parameters and structural data of the main boom; A risk status determination unit is configured to determine the geometric intersection prediction result of the main boom and the auxiliary boom based on the current position information of the main boom, the current position information of the auxiliary boom, and the predicted deceleration position information and the predicted stopping position information of the main boom, and to determine the collision risk assessment result of the main boom and the auxiliary boom based on the geometric intersection prediction result. The collision risk assessment result includes safety, warning, or danger. The control unit is used to decelerate the main boom when the collision risk assessment result is a warning, or to stop the main boom when the collision risk assessment result is a danger.

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